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Air Terminal Buildings
edited by
Lewis Brown Jr.
Architecture 672
Spring 1977
The growth of air transportation began in the 1930's.
Until then air transportation for commercial use was not
really taken seriously. The age of the barn stormer was
drawing to an end, and the intervention of the practical
business man was building air transportation to great heights.
The first regularly operated airway was opened in 1918 and
it was not until 1928 that passenger transportation had its
inception.
A report by the Aeronautical Chamber of Commerce covering
the first six months of 1930 showed a total of 10,725,335 miles
flown with 133,005 passengers carried by 29 reporting air
transport companies.
The above figures showed pretty conclusively that air
transportation was here to stay in 1930. In view of the extreme
youth of the aviation industry in those days, two basic possibilities
had to be appreciated (1) the normal growth in activity due to
increased patronage and (2) the possibility of radical changes
in aircraft types to accomplish greater capacities, flexibility
and security.
Obviousily the buildings necessary to serve commercial
aircraft had to reflect the growth potential, serve existing
needs and at the same time be flexible enough to be expanded to
an unknown size at an undetermined rate.
In planning a 1930's airport several things were important
considerations hangar, concession and terminal buildings had
to be close to roads and provision made for automobile parking
in their vicinity. The size of the area depended upon the
importance and location of the airport.
Terminal buildings or loading centers had to be centrally
located in relation to other structures. Building were grouped
in areas least effective as landing fields. They were placed
near the juncture of runways, but not at the ends, as there they
would constitute an obstruction.
Areas reserved for probable expansion were used temporarily
for concession space in which case they were separated from
other airport activities by a fence.
In relation to the general design of the airport buildings
it was necessary that the height of all structures be kept
to a practical minimum and requirements be met by horizontal
planning and where the terrain permitted the use of a basement.
Public area were separate from offices, control rooms, operatives
quarters and service areas. Private access to the last three from
the field was essential.
Buildings of this time were clear in plan and direct in
elevation. The view that the pilot had of these buildings
was completely different from that of the person on the ground.
For that reason it was important that non-essential bric-a-brac
which might confuse the pilot, be left off.
The desposition of building parts were clearly indicated
to aid the pilot in quick location of the terminal building and
loading center. Color and materials were chosen to increase
visibility and to avoid glare of dazzle in bright weather.
The December 1930 issue of "The Architecture Forum"
magazine outlines a general program for a 1939's air terminal.
"Though projects may vary in size, fundamental requirements
are similar. They include public space, waiting and check rooms,
ticket offices, toilets, restaurants, newstands and in some
cases a concourse with shops, offices of transport lines and offices
for airport operation. Public space should be centrally
located,light, airy and simple in appointments, planned for
freedom in through circulation. Waiting rooms and restaurants
should have a. clear view of the flying field. Administrative
portions should include executive offices, communications,
weather, control and observation rooms, grouped for ease in
circulation, in addition to pilot's quarters and first aid room.
The observation and control rooms should obtain an unobstructed
view of the entire airport, and pilot's quarters should have
accommodations for at least two."
The first effort at realistic airport design in America
was the Lehigh Airports competition held in 1930. Until this
time airports and air terminal buildings used expressly for the
aviation industry were almost unheard of.
The boom of the aviation industry after the New York to
Paris, flight of America Charles Lindberg and the inception
of Commercial passenger service in 1928 left America completely
unprepared as regards airports and airport design.
This was the condition of affairs when the Lehigh
Airports competition was first conceived and its sponsorship
undertaken on a purely non-commercial basis by the Lehigh
Portland Cement Company of Allentown, Pennsylvania. It was
recognized by those responsible for the competition that,
of the approximately 800 airports in wxistance in 1928 a mere
handful were anything more than flying fields consisting of a
reasonably large area of graded land with more or less
temporary structures in the form of hangars, a service shop
or two and possibly a Manager's office. Some of the older
fields were already becoming obsolete with rapidly depreciating
structures that would soon have to be replaced by permanent
buildings if the port were to serve as a real transportation
center. The problem therefore was not only to stimulate
airport development and to create standards to guide future
work, but also the encourage the establishment of permanent
structures and facilities and to plan for the future.
To achieve these ends, a committee of nationally recognized
experts in the four fields of Architecture, engineering ,city
planning, and aeronautics was organized and this committee was
given the responsibility for establishing the competition
requirements.
Among the architectural conceptions of greatest interest
are the provisions made for the comfort and convenience as
well as the safety of passengers; the frequent submergence of
terminal buildings so that a considerable part of their useful
areas are below ground level; and the indication that the
ultimate development of an airport will provide for many
profitable concessions, such as hotels restaurants, automobile
parking areas, airplane sales rooms and exhibition halls, and
various recreation structures. Attention should also be called
to the general appreciation of the importance of solidity and
stability which is architecturally expressed in the buildings
themselves. The designers recognized the psychological
importance of giving to air transportation that feeling of
permanency, reliability and dignity which is characteristic of
the great railroad terminals.
A. C. Zimmerman and William'H. Harrison, asscociated
architects and engineers of Los Angeles, California, were un-
animously awarded the first prize of $5,000 by the Lehigh Airports
Competition jury for their design. Their "quadrant airport"
was particularly commended by the jury for its very logical
organization of its units, for the provision made for the comfort
and safety of passengers and fliers, for the excellent conception
of the relative scale of its various members, and for its
excellent architectural development.
Visitors and passengers reach the airport terminal building
through a broad plaza at the junction of two important
boulevards, or through extensions of lateral streets from each
of these two main highways. Provision has been made for an
underground approach of a subway or railway when the traffic
load is sufficient to warrant this feature. The approach
plaza is developed as a dignified park and is provided with huge
parking spaces for automobiles arranged in a great semi-circle
about the passenger terminal. This building has a waiting-
room very similar to that of booths, baggage-rooms, a large
restaurant and lunch counter, new-stands and similar facilities.
Provision has been made for mail, express and freight handling,
with offices for immigration, customs and public health officials
controlling all incoming passengers from foreign ports, as well
as for executives of air transport companies utilzing the port.
The passengers go down separate ramps to underground
passages leading to a. star-shaped structure at the edge of the
flying field, where telescopic steel tunnels may be extended out
on short tracks to reach the doors of arriving or departing planes.
These tunnels are retracted while the plane is maneuvering into
position. The purpose of this arrangement is tokeep passengers
protected from the weather at all times and also to keep them
away from the revolving propellers on the plane and absolutely
to control their access to the flying field itself. Thus
provision is made for maximum safety of passengers and planes,
which is further enhanced by arranging the runways on the flying
field so that take-off or landing can be made when the wing is
in any direction. These runways are joined by narrower taxi strips
and a broad seim-circular apron which gives access to either
end of each runway without interfering with other planes that
are arriving or departing.
The quadrant shape of the airport places all of the
buildings in a triangular a.rea. occupying one corner of the
field, except the hangars, service shops, fire stations, and
other field facilities which are grouped along the semi-circular
edge of the field. The triangular parking area. on either side
of the approach plaza is developed for the benefit of visitors,
patrons and the neighboring community, and swimming pool,
stores, shops, and room for such other features and profitable
concessions as may subsequently prove desirable.
Of particular interest is the ingenious manner in which
the loading point has been developed with underground foot
passage ways from the passenger terminal. The architectural
development of the passenger terminal building is also worthy
of special commendation, combining beauty, stability, and a
feeling of permanency with economy of construction.
The design submitted by C. Gifford Rich of the office of
Charles Wheeler Nicol, architect, of Chicago, won second prize
of $2,500.
This scheme employs a rectangular flying field with a
series of runways crossing each other at a point off the center
of the field and near to the passenger terminal building.
This structure and the hangars are within the limits of the
rectangular field, while other units including maintenance shops,
service buildings, a hotel, stores and other concessions are
arranged in a. triangular area adjacent to the field which is
G enclosed by two intersecting highways. Provision has been
made for the comfort and protection of passengers in a well-
planned terminal building which is flanked by covered loading
docks that may be extended to double their present size when
traffic demands added facilities. The administration building
is simple and modernistic in design. From its broad, outdoor
terrace passengers and visitors may watch the flying activities.
The third prize of $1,000 was awarded jointly .to Odd
Nansen of East Orange, N.J., and Latham C. Squire of New York
City, both of whom are associated in city planning design with
the Technical Advisory Corporation. Their plan employs a
rectangular field with a series of parallel runways crossing each
other in four directions, and with all of the buildings required
for airport activities grouped within the limits of the flying
field itself. Adjacent to these buildings, provision has been
made for a great civic center and park which may be added
whenever airport traffic and demands of the municipality call
for its development. The passenger terminal building is largely
below ground level to prevent if from becoming a.s obstacle to
flying, with only a pair of loading docks on either side of a
central superstructure visible upon the field.
As a basis of design and a first step the Lehigh Competion
inspired the design of air ports for the next few years.
The Chicago Municipal Airport terminal building was a design
result of the competition. In addition visits were made to neigh-
boring airports and conferences were held with a. member of airport
managers.
The limited height of airport buildings a governing
factor in design, suggested the use of monolethic concrete.
Another consideration in favor of concrete was that greater
economics could be secured than with normal wall construction.
Both east and west elevations of the building, which
are on the street and field sides, received exactly the same
architectural treatment. The exterior walls had large
unbroken glass areas: Aluminum sash and mullions were used for
window trim.
The main entrance was finished in jet black vitrolite
with black enamel wood doors, in contrast with the light colored
concrete walls. Attached to the vitrolite above the doors was
an ornament made of stainless steel. The ornament had tlu seal
of the city of Chicago for its center, flanked on each side by
spread wings taken from the flying corps insignia. The letters
above the second story windows were also of stainless steel and
stood out in relief from the wall.
In the ground floor of the building the waiting room
was 40 X 60 feet in plan, two stories in height. The floor
was covered with Alabama marble. Walls were covered with
smooth plaster painted a pastel shade of tan. Fluted pilasters,
terminating in a cornice, broke the smooth wall surface at
intervals. Over each pilaster was a flying corps insigna in
plaster relief.
The lighting fixtures, designed to represent aerial
bombs, had three fins made of polished chrome nickel attached
to the sides.
In addition to the waiting room, the first floor had
a restaurant, two telegraph stands, a first aid room and a
ticket and baggage office. The ticket and baggage office and
the telegraph stands opened directly on to the waiting room and
were finished with marble counters. Space was allotted on
this floor for the accommodation of the airways division of
the Department of Commerce and the U.S. Weather Bureau.
A gas heating unit, selected because it required less
chimney height than any other type was installed in the port
basement.
On the second floor to the east the Inspection Division
of the Department of Commerce had offices. On the west, or field
side of the building was the office of the airport supervisor.
The entire field was visible from this office. Directly overhead
on the roof was located a control towers, constructed entirely,
including the roof of glass set in metal frame. An attendant
was always on duty in the tower and had full control of the
field, supervising such activities as the landing of incoming
planes, taking off of departing planes, and lighting the
field at night. The tower was equipped for receiving and
broadcasting radio messages a distance of twenty miles.
Previous to the opening of this building passengers
arrived at and departed from the hangars of the eight operating
companies. This was more or less confusing to the passengers,
especially when friends were meeting them.
The building was designed in the office of the City
Architect of Chicago. The total cost of the building was
$76,000.
Large cities found it difficult, sometimes impossible,
to provide adequate terminal facilities for air within or even
near the city limits. Until 1933 a too distant field hampered
New Orleans aviation growth. In the years between 1928 when
commercial air transportation began in New Orleans and 1933
the airport site had been shifted twice. The last shift
followed the completion in 1933 of Shushan Airport, thought
by flyers of the day to be the equal of any airport in the
country.
The airfield was built on reclaimed land taken from
Lake Pontchartrain. An elaborate system of bulkheads was
used to form the levee since soil borings revealed that conventional
reclamation methods would not work. The runways themselves
were laid out southeast to northwest, the direction of the
prevailing breeze and another laid out north to south to
intersect the first one. There were two other advantages of this
runway layout scheme. It reduced the amount of hydralic fill
necessary as the water got deeper and it offered the best
possible shape for resisting storms.
When the architects, Weiss, Dreyfous and Seiferth of
New Orleans, came to the lay out of the administration
building they motivated their plan on the same reasoning that
led to the original layout of the field as a result the Administration
and Control Building swept back from the central tower at an
obtuse angle. The angle was flatter than that of the runways
before it on the theory that more space was needed in the center
than at the ends. The lines of hangars prolonged the line of
the two wings of the main block.
The central building housed not only all the administrative
and control facilities necessary to a large airport, but, since
New Orleans was also a. large Port of entry, space for customs,
Immigration, Agricultural authorities, and a. post office
was included. Offices were provided for the transport companies
and allied interests. The passenger accommodations comprized
a two story waiting room with mezzanine gallery used as a. lounge,
lunch room, dining room, for more leisurely meals,ticket booths,
first aid station, and toilets. All were very elaborately
decorated and furnished. At first glance it seemed as if the
luxury note had been overdone, but on second thought we realized
that while we can put up with a. bare pier when boarding a.
luxurious liner the bareness is tolerable in light of the
luxury to come. The best airplanes of the day could not be
said to furnish so great a degree of comfort as a ship and it
was proper that the terminal should make up for this lack as much
as possible.
'/ The central tower was the control station for the entire
field. It was so designed that from it could be seen every
part of the field and the air approach in every direction. All
glass was of special composition designed to reduce heat
transmission and glare.
In the fall of 1937 the five major airlines of the United
States were approached with the suggestion that they participate
in the erection of a consolidated Airlines Terminal in New York
on the site of the old Belmont Hotel, on the west side of Park
Avenue extending from 41st Street to 42nd Street. The response
was immediate. From this start began two and a half years of
negotiations, the preparation of endless studies, and continuous
changes to keep up with the ever expanding air transport business
which showed a sudden spurt in 1938 that continued through the
1940's.
The Airlines Terminal's function was to handle all reservations,
either by telephone from the individual company reservation
rooms or at the ticket counters maintained by the several companies;
to receive all passenger baggage, weigh, check and transport it
to the airfields; to provide deluxe transportation from the
terminal to the airfields; and to receive within the terminal
all passengers from the airports who desired this as their city
destination.
The heart of this building was the complex transportation
system which brought passengers into and out of the building.-
Incoming and outgoing limousines ferried passengers to and
from the airport. The incoming limousine approached the building
on 41st Street, entered a ramp, and descended to the first
basement below 42nd Street, which was used exclusively as a
passenger and baggage unloading area. As each limousine was
unloaded the passengers ascended to 42nd Street or the Waiting
/ Room by escalator or elevator. The limousine, now empty, descended
to the next basement for storage and to be made ready for the
next outgoing trip. From the second basement to the loading area
on 41st Street for outgoing passengers the limousines were carried
on six safe, fast oil-hydralic lifts, upon which they remained
during passenger and baggage loading and from which they departed
via 41st Street to airports.
The land upon which the Airlines Terminal was built was
valued at 4 million dollars in 1940. Because of the great land
value every effort had to be made to take advantage of every
inch of space which could be converted into income, particularly,
the 42nd Street level which commanded the greatest value per
square foot. This area was utilized to its utmost by the introduction,
not only of an excellently planned restaurant and two small stores,
but most particularly the use of practically dead area between
major levels for a 528 seat newsreel theatre. The Airlines
Terminal Building owed its existence to the income created by
the intensive study given to utilization and efficient use of
space. The land and building value created a required income
return and the completed building was a tribute to the solution
of space utilization.
The Washington National Airport, by Howard Lovewell Chevey,
was one of the first projects of its kind in which specialists
in "land use design" worked collaboratively with architects
and engineers in the adaptation of the site to its intended
function. The alignment of roadways, the profiles of roadways,
the design of parking areas, the moulding and grading of the
land, the locationof future buildings, the elimination of grade
crossings, and the general unification of all these factors were,
as a result, skillfully coordinated to take fullest advantage
of the site in adapting it to the proposes of the project.
The Terminal building and hangars were contemporary in
design spirit, functional and appropriate in form to modern form
of transportation they served. Evolved through a. long series
of studies, Cheney's final design was approved in model form by
more than 12 federal agencies directly as indirectly concerned.
Public entrance to the building was from the west, passengers
and visitors arriving at a large circular plaza whence they
pass under protecting canapies to either of two doorways leading
to the waiting room at a level one story above the field.
Sightseers would normally be directed from the plaza across the
foolbridges at either end of the building to the observation
terrace extending, at a lwvel several steps lower, the lenght
of its field side. Here they were able to see the arrival and
departure of all planes without interfering in any way with
passenger traffic or with view from within the building.
Along the west wall of the two story high waiting room were
located the ticket offices and counters. The east wall of this
room, toward the field, was all of glass, and expanse 200 feet
long through which people inside could see the major portion
of the field.
To the south of the waiting room on the first floor
were grouped various public conveniences while to the north a
large coffee shop (down a few steps) and a. spacious dining room
(up a short flight) were available to handle the problem of
adequately feeding the great numbers of visitors expected.
The dining room, continuously glazed along the side and end
toward the field commanded a magnificent view.
The south wing of the second floor was devoted to the
airport manager's suite and additional airline office space.
The third floor housed the Weather Bureau staff, the
Civil Aeronautics Airway Traffic Control, and communications
offices.
1'- i Above this story was the glass enclosed control tower
of a most advanced design which gave a clear, unobstructed view
of every portion of the landing area. and aprons as well as of
the entire 360 degrees of sky.
i The ground floor was devoted entirely to service facilities.
Throughout the building, the latest and best equipment
of every type was called for. Air conditioning was provided in
the waiting room, passenger concourse, coffee shop, dining
room, offices, and control tower. The building was of reinforced
concrete and completely protected from fire.
/, In the heyday of the railroads, travel empires were
monumentalized in New York's Grand Central and Pennsylvania
stations-great rooms that magnified the sensations of arriving
and leaving a great city. Architect Minow Yamasaki freely
admitted that Grand Central inspired his concept of the
St. Louis Air Terminal at Lambert Field, which took the form of
/4^ three pairs of intersecting barrel vaults. The form is as old
as the Baths of Cara.ca.lla but was rendered in thin concrete
shells 32 feet high and 120 feet across. And, whereas the
Caracalla vaults and most of their progeny are raised high
on walls or columns, these vaults sprung from the floor and their
actually mould the space of the great room. Big windows
open the room to the sky and field in all directions.
./< Sheathed in copper with strongly standing ribs and
seams, the shells were designed to create their first impact
from the air. Then, as the plane taxis to rest a, series
of new sensations awaits the visitor.
As one approaches the terminal from the landscaped
parking area, the entrance into the right and the exit
to the left of the central vault; the interior circulation is
based on this divided traffic. If you are an outgoing passenger
you leave the bus or taxi, step under the low sweeping canopy,
cross the 40 foot bridge and enter the building at the right
hand entrance. Turning once more to the right, you will then
face the ticket kiosks arranged beneath the eastern shell.
Each airline has a baggage conveyor (not a chute) which lowers
bags after weight-in to a truck pick-up on the floor below
(thence via ramp to plane). Having checked in, you may then
proceed through a waiting and concession area in the central unit.
As departure time nears, passengers take an escalator to the
lower concourse and out ot subwaiting rooms near the 16 active
gates along the fingers. When your flight is called you are
checked through the gate to a waiting plane.
The architects exploited the natural grade differences on
the site for their basic centralized plan arrangement; by
using elevators, escalators, and ramps, the complexities of
criss cross circulation were clearly articulated on three
levels: (a) the upper level connected directly to the parking
approach, for passengers, and general public, with waiting room,
tickets, dining etc. (b) the middle or "finger" level for
baggage pickup, ingress and egress of passengers to the planes
and (c) the bottom or apron level for complete separation of all
operations and services, planes on the field side trucks on
the other. Once the three level plan scheme was set up, the
program for the superstructure required two major mandatory
features: (a.) a great open concourse for maximum ease of
circulation, visibility and sense of space and (b) because
of the predictable growth of air travel, a means of harmonious
expansion as much as one hundred per-cent.
Form inside, the ceiling appears as a 412 foot long barrel
vault intersected by three cross vaults at right angles.
However from above one sees three identical domes each forming
an light sided figure, and they are joined (or separated) by a
skylight kept flush inside and out. The reinforced concrete
shells are 4 inches thick; the edges have peripheral and
the grorins diagonal rib stiffeners (18"X20" and 18"X45" at the
crown respectfully.)
These ribs were kept above the shell and are not visible
from the inside. Hinged steel bearings receive the rib thrust;
and structural steel ties (two 18"XI" plates) were inserted in
the upper floor spandrel beams around each 120' square. At
the center of each arch is a 13' triangular roof overhang
which is the natural geometric form of the domical unit and
lends the structure a unique esthetic effect. Reinforced concrete
is used for the floors and framing of the rest of the structure.
A 7' wide concrete deck is cantilevered out from the upper
floor level, serving as a window washer's access, and giving a.
strong horizontal to set apart the shells from the lower story.
The terminal building and utilities cost approximately
5.9 million dollars in 1955.
r The $80 million Tampa, Florida air terminal, claimed to
be the first terminal specifically designed for the age of the
jumbo jets, opened for business in April 1971. The first phase
of the terminal is expected to serve 8 to 10 million passengers
a year; expansion will boost that by 50 per cent.
! 3 The 30 million dollar landside building provides 500,000
square feet on three levels for major terminal functions;
bag claim on the first level, ticketing on the second level
and transfer on the third level. Three structural levels above
this provide 700,000 square feet for automobile parking. Three
future levels of parking may be added to provide for a total of
4600 cars. Adjacent to the bag claim level is a. service
building with mechanical equipment and storage facilities.
The four airside satellites (15 million) contain holding
and loading areas. Airside 3 also has customs space. These
buildings vary in configuration depending on the tenant
airline requirements, and they-are sufficiently removed into the
apron space to be surrounded by as many docking points as
may be required.
At the time -le Landside/Airside scheme was adopted it
was not certain that a suitable shuttle vehicle existed to
transport passengers Airside to Landside and back. It had to
be safe, foolprood and easy to board- with no attendants present.
Its capacity was based on the unlikely event that four DC-8's
would arrive at one airside at the same time; that called for
moving 840 people to the Landside building in 10 minutes.
For enplaning passengers, frequency of service was critical;
a two minut wait is too long when you are rushing for a plane.
The system that best met these needs is an adaptation
of a Westinghouse transit car. Each shuttle link has two
cars, of 100 passenger capacity, making the 1000 foot trip in
40 seconds. Allowing about 60 seconds at the end of the line
for unloading and reloading, one car should leave either end
every 100 seconds.
Much of the open space within Landside's matter of fact
structural frame is used for sheltered drop off and pick up platforms.
And some of it may be eventually be enclosed, when ticketing
and baggage claim areas are expanded by 50 per cent.
Expansion plans- which involve adding two more airside
buildings and three more decks of parking on top of Landside-
a.re based on projected needs for the year 2000 when 12 to 15
million passengers per year are expected. Present facilities
will handle up to about 8.5 million, more than double the current
volume of 3.1 million.
Bibliography
1. American Airport Designs, Lehigh Portland Cement Company
Taylor, Rogers and Bliss, Inc., New York, New York.
2. Chicago Municipal Airport,"
Architectural Record," Volume 71, February 1932
3. "Planning for Airport Buildings," Architectural Forum
Volume 53, December 1930
4. "Shushan Airport, New Orleans, Louisiana,"
"Architectural Forum," Volume 61, October 1934.
5. "Development of Airports,"
"Pencil Points," Volume 21, October 1940.
6. "Washington National Airport,"
"Pencil Points," Volume 21, October 1940
7. "Airlines Terminal, New York,"
"Pencil Points," Volume 22, March 1941
8. "Washington National Airport,"
"Architectural Record," Volume 90, October 1941
9. "Grand Central of the Air"
Architectural Forum, Volume 104, May 1956
10. "Terminal Building, Lambert-St. Louis Airport"
Architectural Record, VOlume 119, April 1956
11. "Landside/Airside Traffic: Studies in Directed Motion"
"Architectural Record" Volume 148, August 1970
12. "Tampa Opens Jumbo Jet Air Terminal"
"Progressive Architecture" Volume 52, June 1971
13. "Transfer at Tampa, Florida Airport Terminal"
"Architectural Forum" Volume 135, October 1971
14. "Tampa International Airport; A Fresh Look at Man and Machine
in Transit" "Architectural Record" Volume 152, October 1972
Slide List, source numbers refer to bibliography.
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Air Transportation Buildings
Source 3., page 701
Early Airport Drawing
Source 1, page 6
Early Airport Drawing
Source 1, page 6
Jury of Awards
Source 1, page 8
Ist Prize, American Airport Designs
Source 1, page 14
1st Prize, American Airport Designs
Source 1, page 15
2nd Prize, American Airport Designs
Source 1, page 16
2nd Prize, American Airport Designs
Source 1, page 17
3rd Prize, American Airport Designs
Source 1, page 18
3rd Prize, American Airport Designs
Source 1, page 19
Chicago Municipal Airport
Source 2, page 117
Chicago Municipal Airport
Source 2, page 119
Chicago Municipal Airport
Source 2, page 120
Chicago Municipal Airport
Source 2, page 118
Shushan Airport, New Orleans, Louisiana
Source 4, page 237
Shushan Airport, New Orleans, Louisiana
Source 4, page 237
Sh ushan Airpot New Orleans, Louisiana
Source 4, page 238
Shushan Airport, New Orleans, Louisiana
Source 4, page 239
Shushan Airport, New Orleans, Louisiana.
Source 4, page 239
Slide List, source numbers refer to bibliography
20. Shushan Airport, New Orleans, Louisiana
Source 4, page 239
21. Shushan Airport, New Orleans, Louisiana
Source 4, page 240
22. Shushan Airport, New Orleans, Louisiana
Source 4, page 242
23. Airline Terminal, New York
Source 7, page 147
24. Airline Terminal, New York
Source 7, page 150
25. Airline Terminal, New YorR:
Source 7, page 151
26. Airline Terminal, New York
Source 7, page 162
27. Airline Terminal, New York
Source 7, page 146
28, Airline Terminal, New York
Source 7, Page 144
29. Washington National Airport
Source 6, page 603
30. Washington National Airport
Source 6, page 603
31. Washington National Airport
Source 8, page 149
32. Washington National Airport
Source 6, page 607
33. Washington National Airport
Source 6, page 606
34. Washington National Airport
Source 6, page 608
35. Washington National Airport
Source 8, page 54
36. Washington National Airport
Source 8, page 55
37. Washington National Airport
Source 8, page 57
38. Washington National Airport
Source 6, page 610
Slide List, source numbers refer to bibliography
39. Washington National Airport
Source 8, page 52
4)0. Washington National Airport
Source 8, page 53
41. St. Louis Airport
Source 10, page 195
42. St. Louis Airport
Source 9, page 113
43. St. Louis Airport
Source 9, page 107
44. St. Louis Airport
Source 10, page 197
45. St, Louis Airport
Source 10, page 198
46. St. Louis Airport
Source 10, page 196
47. St. Louis Airport
Source 9, page 111
48. St. Louis Airport
Source 10, page 201
49. Tampa Airport
Source 13, page 34
50. Tampa Airport
Source 11, page 129
51. Tampa Airport
Source 13 page 35
52. Tampa Airport
Source 11, page 128
53. Tampa Airport
Source 13, page 37
AIR TRANSPORTATION BUILDINGS
Cu i t iss-lf' ,i,;tt Se'r ice '-'_ _' ,
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A glunce into the future, vrt.s\ull.ng the modern .\merican airport as ,on-
ceived by the uithor.s of the de.Min grinning first prize in the Lehihh A.irports
Competition. See the plun. on page.% 1- and 1 ) Druut ing prepared bh\ /FrOants
Keully from the de.sign.s /A ('f A C Urnrerman and \\ lltam II. llarrisn
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THE JURY OF AWARDS LEHIGH AIRPORTS COMPETITION
Scluted, eft to right jt < ( l ( ,,I t ,( O I), city planner and airport consultant to the War I )eCprt t-
rnent IKi.,Y ) o I ) architect, (:hairmnim n of the Jury; ni [)K. ) ;i: ,;I: \\'. L. :\wis. I)ircctor
of Kesc-arch of the National Adiisory\ ( omnmittce for .Aeronautics of \\ashington, [). (C.
Standing, left to right: l. P. (jooD )II civil engineer and airport consultant to the Chinesc
National Government; MAJOR JoriN \V. B KlRRY, Manager of the Cleveland Municipal A\irport;
(:C ARLES S. (Casey) JONI.s, noted flier and President of Curtiss-\Vright Flying Service;
C(:LONLL. WILLARD W. C:HLva'VUIR, publishing director of Engineering \ News-Record: PARKI.R
Moiws.. -HooiiR, architect and editor of The Architectural Forum; PROFESSOR \VW..I.\1 A\.
IBRIN(, director r .of the School of Architecture of Columbia University; and Francis Kcally,
architect and professional- advisor to the competition.
Page 81
r 0 M P E T I T 1 0 N
A r nnure
Tr It I;
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First Prize $5,000. Designed by A. C. Zimmerman and 'illiam II.
Harrison, Associated Architects and Engineers, Los Angeles, California
Page 14 ]
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A quadrant-shaped airport, notable for its excellent scale and arrange-
ment, and its unique passenger-handling facilities. See frontispiece
(Page 15
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I LEHIGH1.I AIRPOIB T C\ 1PET TON
Second prize of $2,500 in the Lehigh Airports Competition awarded
to C. Gifford Rich, Architectural Designer, of Chicago, IllinoiS
lage 161
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Third prize of $1,000 awarded jointly to Odd Nansen. I ast (Orange.
New Jersey, and Latham C. Squire, New York, N. Y; City planners
Page 181
Double runways separating landing and departing planes,a partly submerged
terminal building, and provision for a future civic center feature this plan
I Page I 9
CHICAGO
MUNICIPAL AIRPORT
By PAUL GERHARDT, JR.
City Architect, Chicago
iaUTrr,'" ra racr
Waiting Room--Field Entrance at Left, Street Entrance at Right
A 'MINISTRAIITI ON BUILrDING OF THF CHICAGO MUNICIPAL AIRPORT
PAUL GI.RHAR[T, JR, CITY ARCHITECT
Detail of Entrance
ADMINISTRATION BUILDING, CHICAGO' AIRPORT
PAUL IGERHARDT, JR., CITY ARCHITECT
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*toND FLook PLAN -
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llitiitir doors opejti 1o oln ,r tofot picres to 2:f/ ., o; ft. TI/i,' oftretiionli/i:td (liriltiite efv',1,d .i:#,.. stress (tns
SI l' Si A N Al IIPOI T.
N\El O1 LEA NS.
Usually ai airport miust he fitte(d t() tle grouii(1 here ilte groun 1(1 as iiade to lit tlhe aipr-
port. Six Miles f'rom tli, business (center old o ster shells solved a problems and saved mionev
\\ I :ISs. I) II F'(-)o s & s I:Fl'l:l'ir, A I (: If IT (CTS
IL A\.
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GENERAL PLAN OF AIRPORT
The direction of the runways gave this plan its character-
istic shape. The aviator can always land against the wind
islie shrape. The arrialor can always land against Ihe wind
Firs. floor p)lun. below. lAt iilerestinq ,(i'l;phliof of romren
tiotal raill'way' station pla. \ote pirc'hi!e well from fl/or borne
J
(CALZ IN AFET
10 0 50
FIRST FLOOR PLAN
TH E A C H ITECTU RA L FORUM OCTOBER 1 934
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1, i// lwo r p lat. htlo'oi. G,,td i ri,'ltif i <)i, dirt tis ioi. n of .s',)' \,I r 7hm for
qtfr,'ii ,' ir. I s 1/,', I lh r )of I'I. Th i.< r hf h.,l: ll 'no J1'lh I o l,\ nu1 rhn!.,' for/ fi',,x bi, Ivi vi
OC rf f r r -; rt T -
SECOtND FLOOR PLAN
OCTO B E R 1 9 3 4 .T E A I C lI I T E C T t A L F ) HIJ U M 239
LA N 1)1N FIELI) F IONT
This front seems more intie'reslin j than the other on account of
the domitnitinl lower. The lotijtias hel- reduce mass of w'imlis
I., N RIA N C. i." M) \ !"
li.ht fl n cr'ntl' fin is/ih n'ilh alrn initllul trim (ronlmil en'raince
(foor and1l .onulrol lower. Th7'Ie Aflip,~l' o il .ris is a miuistlke
\\ \ I I 1\ IM )l\1
it' I ;tl i i t' lil il [i'f liti li lw ti '(it'
, t i'r t. t 'r1i 4 1i l t i i ttI I i t -' t lor is *itt
l ;,1 I.I// > t' i ,t i ll t.Iri- .ll' la is I it' ,I i
)d'i* a It. I Iitc al. 'ina t' ia,,f .Irll r' ll ,it '[- ( i ItIrI
iIt ti aII it i \t'l t )r( iis. (til tit ga s I h li'e
r>in ill;| cities If the I t tr alll. l th ll ai r-
1i14 o %hsite m e tal.Th e ut al all i ;i1b ilh\it.
oh ,r n (li*lln'vntal pl ster c'eill isc ,,oI'dh
\\il\ I 1;t/<, l (l itI ,i ,ll iiii l ;tr \itl \ t it (mil, s
o, .(tn i. tic.tl miii at.ritl. Lii htlin^ is fr uil
lar; tii(l of 't st hil t rsisti in lass ind thA e
heilily a1t' a 'fi ll chaitt lifr. 'airp'
aili r1 s1 ) aou1N I t iIlw't Z itl ill~0 iii r ar
Irial, ti h iitvS OrIleitt s. ', pic'tie ll:g il
l rious sect ions ofthui world invaded iz
th-l walnut. ,l- v t als i the ci' lihil has
. 'ltilnd lIfl of elst glass
240
T 1n i A 1 c 11i 'v L. A. It
MAIN ENTRANCE
The sculptured ornamental panels which relieve the sharply shadowlined
facade were done by Enrique Alferez, William Proctord and John Ladin,
wiUh.doersThe architecs suggested the subjects and supeised the work
42ND STREET rPA'ADIE
DESIGNED BY JOHN B.
SA t C I 94 I
SCULPTURE BY RENE CHAMBELLAN
!PETERKiN, ARCHITECT; OF NEW YORK
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, I .. Ri I \N IR,,I I I( II. 1 11 i I L FILI F',IROM WPR. I (TAIllY EVERY PART OF THE INTERIOR
THE WASHINGTON
NATIONAL AIRPORT
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1 K (,, AT 1 I R.MINAL BUlI.DIN, 01 T1HE WASHINITON NATIOINA.I AIRPORT IS SHOWN HII RE BY TWO VI
OF TilHE SCALE MODEL AND BY THE FLOOR IANS. ATTN'I"I'F O()N IS CALLED TO TE IPUBHLIC OBSERVATION
TERRACE APPROACHED ACROSS FO(OT BRIDC)ES FROM THE TRAFFIC CIRCLE AND EXTENDING COMPLETELY
AROUND THIE FIELI) SIDE OF TIE I'UILDING WITHOUT CROSSING( TIHE PATH OF INCOMING OR OU'COIN('
PASSENGERS, GIVING SI(;GTSEERS AN UNOBSTRUCTEI) VIEW OF THE ENTIRE FIELD. NOTE ALSO THE )IN-
ING TERRACE OTISIDIE THE RESTAURANT, WHICH IS SEVERAL STEPS BELOW THE RESTAURANT ITSELF
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SWASHINGTON NATIONAL AIRPORT (continued)
PASSENGER FACILITIES
JUST as the di,-'i.PlrAat Iti iti.. the Terminl |l i i a1
oll,. idl. been lhai li/'tI ll .., .ti lt ,'1 ) Ithe' f.1e l it,
of ir11(1di idua ar a have lcin ,r ..'.ii/d il tI' ,,- ,l t
li.' i f travel. I t l-v ers I.I~ ,'t frnll ohlere tIllt, are 1t,
,heref' they t, 1 I I, e t i r- u.ti-ll ticket lcouni r l or f l .lli1
it.,, ill r-.r itl, ul ,t . I, '- 1 1 theI 111.1l .it' o hth 'r 1,
T it .1 ti it, is .All, '. in tl. i/'l in ,nhill hit '1 .1i it ii T
its IJ l ft..l i , ,, ,,1111 1 ,1111 ..0 1111 , n 1 ,11 1 ,T I, O f
the, tie l n 1111 k .r ti it A .-1 ,11"1.Id I" 1 1' '
a plate hl, - hal. t .i- i l-. 1i"" l' I- 1 1 t (' f t- '
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MAIN DINING ROOM
4A STA I witit a Shaii -rad< i of rarvr" i airuij,, f ,.n Vlz- ,i I ,;.
ass l Iead tl I" ( tol t i tWint J .v ,!ifi!.. ;..:: r,~>f< whlf.re ae
uni ni ken wall 'f windiow, prlovidk ,;,xr.,.i!t,<.ni i a, -
... .. view. !,, te.rrazzo i; ., is o um' ur~n,-i,',:, m ar
tl i w ii arj e f m!,i i-back..id ri.ft- -awn ,ak v l. rvri
wei arm is. ae f 1p han i p d ip", it ti.,
WIii in u nu if-t> (.di r vi ,,f lX w i i
Noi" t ''wn e fir e mi tornif mt
CONCOURSE
DooRs at either end of the room (depending on ide-tinatimn)
open onto passenger concourses immediately above exits to
the ground-level loading platforms. It is worth noting that
this elevated concourse is part of the.airport's long-range
plan for future needs. With the large transport planes of the
future with cabin floors nome 10 ft. above the ground, it is
anticipated that access to the planes will he provided directly
from this upper level. Walls of the concourses are surfaced
in peacock blue-green terra cotta units. Doors and trim are
aluminum. With the aggalge trucking concourse located back
of the building line (see ground floor plan), the paths of
passenger. and baggage never cross. i
- --
CONTROL TOWER
F i.T OsE\RVATiON. the keyvnot of thIe
t e- terminal, is nowhere mort impptr.
Stln in th] contri] t,,w r atop the CONTROL
"I .,. al Budldliig. Frolmn this lofty perch.
fi 1 i- Clear viilility-of the hiori/,,,, illn
1 -t1,1 .. of e-ei\. plane Iloadlig .ta-
.an1 I he .entire .length of ta<-h run-
S n;'l the 'hangar apion. S'iit-ifiit l\l
.'rilin collaboration with the Air- D&CK
:- rtion of -the Civil Aeronautics
S';ritv. the shape& and size. angle
t ::,,ent of the glass andt layout of
fi.,pmtent approach the ultimate in
t'! i,,nal integration. The tower is con-
- iruted of stainless steel frame with alu-
iitn im muntins and trim. The glazing is
a !iluish-green heat-abh-orbent gla.s whictl
eliminates actinic rays and keeps reflec-
tions to a minimum. Large windshield
wipers clear the glass in inclement
weather. The room is air conditioned and
fitted with the most advanced radio
equipment for airway traffic control.
.1 I ECThOfl~ :C-\
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: COniTROL ROOr l
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THE CONTROL TOWER OF THE WASHINGTON NATIONAL AIRPORT IS CONSIDERED BY THE CIVIL AERONAU-
TICS AUTHORITY TO BE THE BEST ARRANGED AND MOST WORKABLE YET DEVISED. ENGINEERS OF THE
AUTHORITY DETERMINED BY TESTS THE MOST ADVANTAGEOUS ANGLES AT WHICH TO SET THE GLASS TO
INSURE CLEAR VISION IN ALL DIRECTIONS AND TO ELIMINATE REFLECTIONS SUCH AS HAVE BEEN FOUND
TROUBLESOME ELSEWHERE. THEY THINK THAT HERE THEY HAVE FOUND THE ANSWER. NOTEWORTHY,
TOO, IS THE COMPACTNESS OF THIS CONTROL ROOM, ACHIEVED BY CAREFUL REDESIGN OF THE REQUIRED
INSTRUMENTS AND APPARATUS WHICH MUST BE ARRANGED AROUND THE ROOM WITHIN EASY VIEW AD
REACH. O THE OPERATOR. SIX LARGE HANOAR. EXTENDING IN A STRAIGHT LINE RUNNING NEARLY
w'Tr FROM TWE SOUTH END OF THE TERMINAL BUILDING ARE SHOWN WITH DOOR DETAIL OOO
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LI6HT
I DiREC dome lighting (see detail
above) is used in the main waiting
oom. Flush ceiling units occur in
entrance lobbies, public corridors
and other public spaces. Fluores-
cent units are used in continuous
flush fixtures over the ticket coun-
ter and in the coffee shop. The
main restaurant is lighted by both
indirect ceiling units and by fluor-
escent tubing concealed in a cove.
The entrance loggia is floodlighted
by units conct-ai: i in the columns.
SOUND
A COMPLETE
address syst,-
of the Term'
of sound is
ally treated
room and entr
tic tile ceilir
course, field
line offices ,
acoustical p.:
of the dining
extensive public
:. i'es every part
iilding. Control
',-d by acoustic-
gs in waiting
lobbies; acous-
passenger con-
ice lobbies, air-
iher areas and
f on the ceilings
adjacent rooms.
ATMOSPHERE
A VACLUM si .\i heating system
is used throu.:.,ut with concealed
radiation in all public spaces. Unit
heaters are used in the hangars.
In the Terminal building, the wait-
ing room, dining ropms, passenger
concourses, public spaces and con.
trol tower are air conditioned. Pro.
,vision has been made for later
extension of air conditioning
throughout the building,
TER AZZO I t i
MLOOR AND BAS
"i ~- ", ". "." .. "-: f: .2 ... :'<
'4'
Ali., OF iTHE M:HI 1,iG) s arc of fireproof
S rln-tlll tion rinlllll inlg reinforced' I con-
, rct anrid structural steel. .Pile founda-
t it arc u sed lud(er the'Termninal build-
in .1d portion-, of the hangar block;
'Pt I 'aid fo, t iin, cl'., l-hre. Exterior finish
,t TrL, rnn al building and hangars is
;' i tirii l on rct w in which h plywood
I itlIth were employed
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