I just scanned in a whole bunch of airport terminal maps from the 1960s, 1970s and early 1980s. It's interesting to look at some of these terminals and see how things have changed. Here's the rundown, starting in 1964:
Los Angeles, 1964
in the days before all the satellite terminals were connected to the ticketing buildings. The landside terminals were all on one level, as was the terminal roadway. LAX
's big dogs in those days were United, TWA
, Western and American, each of whom had (essentially) its own terminal. Terminal 1 shows up on the map as a "future" terminal, although it wouldn't be built until 1984... and then in a much different form.
San Diego, 1964
Just down the coast, here's a much sleepier SAN
. The terminal was still in the northeast corner of the field, next to the now-demolished Convair factory. Western, United, American and PSA are in the original building, while newer entrants like Delta, National, Bonanza and Pacific are in an ad-hoc extension. Today's Terminal 1 shows up as "proposed terminal building" on the south side of the airport.
Portland's 1958-vintage terminal building is seen here just a few years after it opened. Today, the ticket lobby has been converted to a shopping area (a much larger ticket lobby was built in front of the terminal in the late 1970s.) PDX
had an interesting cast of characters then - Pan Am with flights to Hawaii, Pacific Northern to Alaska, and locals Pacific and West Coast flying up and down the coast.
Salt Lake City, 1964
Today we call it Terminal 1, but back then it was the only building at SLC
. United and Western are the major players, but locals Frontier, Bonanza and West Coast are in there too. American and Texas International would join the lineup around 1970, but real growth wouldn't come until after Deregulation, when Western turned SLC
into its main hub.
Fort Worth, 1964
There was no DFW
back then - Fort Worth had its own airport, the ill-fated Greater Southwest International. Despite a decent showing from the major carriers (including hometown carrier Central Air Lines), GSW was a ghost town by the mid-1960s - most airlines had only two or three flights a day. Things were much busier just a few miles away...
Despite having almost no room to expand, Love Field was the undisputed king of North Texas airports. Here's the 1958 terminal, which is already getting crowded; a massive expansion program in 1968-1970 would ease the strain for just a few years before flights moved to the new DFW
Today's Jacksonville International Airport was just breaking ground in 1964 - this is Imeson Field, its too-small and too-busy predecessor. Eastern, National and Delta have counters in the original 1940s terminal, while United and Southern are in the newer extension behind, near the open-air concourses.
The place is the same - Standiford Field - but this is the old terminal, which was torn down in 1986 when today's facility opened. Delta is in a newer extension to the east, but everyone else shares the two concourses of the 1950 Lee Terminal Building.
St. Louis, 1964
Lambert in 1964 doesn't look much different from Lambert in 2005. This is the same terminal, although its vaulted arches were much newer back in 1964. TWA
and Ozark were STL's biggest carriers in those days, although American, Eastern and Delta had respectable operations in STL as well. The concourses were double-decked in the late 1970s to allow jetway loading, Concourse D was built in 1985 and the East Terminal in 1997 - but otherwise STL hasn't changed much.
was a relatively new airport in 1964 - here's the main terminal, which we know today as the L.C. Smith South Terminal. But there are only two concourses, and only about half of Detroit's airlines are accounted for. So where's everybody else?
Detroit Willow Run, 1964
Here's the rest of the group - United, Eastern, TWA
, North Central, Mohawk and Lake Central are still over at Willow Run, the Detroit airport that served airlines until DTW
was first opened in the mid-1950s. Willow Run's terminal was a large postwar hangar converted to handle passengers. In 1966, when the North Terminal and four more concourses opened at DTW
, Willow Run lost all its scheduled service.
With the opening of Intercontinental Airport just a year away, in 1968 Houston's airlines were still sandwiched into the old Houston International Airport, which had just been renamed Hobby Airport. This terminal is still in service today, although it's finally undergoing a long-overdue expansion and renovation.
In 1968 Newark was still operating out of the old North Terminal, a boxy building with two narrow ground-level concourses. The "big four" US airlines - United, Eastern, American and TWA - had the most service, although Mohawk and Allegheny were big operators too. The present-day terminal complex was under construction to the south; when it opened in 1973, this terminal was relegated to charter flights. People Express used the facility from 1981 to 1987; it was razed in the late 1990s.
Doesn't look like Logan has come too far in 40 years - this map of BOS
looks remarkably like today's airport! Eastern, American and hometown airline Northeast are the big dogs, with TWA, United and Allegheny in second place.
The terminal, opened in the late 1940s, is a chain of connected modules (one for each airline) augmented by piers added in the 1950s. Piers D and E were demolished in the early 1970s to make room for today's Terminal B. Also missing from the map are Terminal E (built in 1974) and Terminal A (built in 1969 for Eastern, then torn down and rebuilt for Delta this year.)
It may look like today's terminal, but this is actually the original SEA
terminal that opened with the airport in 1948. Today's Concourses A through D have been added on all sides, but the main building is far too small to handle the crowds. Conspicously absent from the airline lineup is West Coast/Hughes Airwest, which used Boeing Field (BFI
) until the early 1970s. Still ahead for SEA
: a massive reconstruction, completed in 1973, that built today's terminal around this one and added the North and South Satellites.
It's "America's Favorite Airport" today, but in 1971 it was America's newest. This is Tampa's current terminal just a few months after it opened. Airsides B, C, D and E were the original four - today only D is left, and it's slated for demolition and replacement in the next few years.
Kansas City, 1971
Here's Kansas City Municipal in its final year as the city's major airport - MCI
would open the following year. TWA
and Braniff dominate the activity, but Continental, Delta and Frontier have decent-sized stations here as well. All boarding is via airstairs - MKC's terminal was an early-1960s masterpiece, with long, narrow concourses and a vast central rotunda.
doesn't look too different from today's airport in this map, although today the Diamond Head and Ewa Concourses are connected to a vastly expanded main terminal. The baggage claim buildings on the east side were torn down in 1985 to make way for a new ticket lobby extension; the interisland terminal was replaced in 1993-1994.
In 1971, the 19-year-old Greater Pitt terminal was getting ready for major expansion; the number of gates would almost double when the project was finished in 1973. In the meantime space was at a premium; Allegheny and Eastern have moved into a temporary concourse. Hometown carrier Allegheny was PIT
's biggest operator in those days, although United and TWA were quite big too. This terminal is long gone now - it closed in 1992.
in 1972, three years before the costly and foolish transfer of international flights to Mirabel took place. Montreal was then Canada's official transatlantic gateway; Toronto received only a few token services. Transborder flights from Eastern, Allegheny and Delta (which had just absorbed Northeast) and domestic services from Air Canada, CP
Air, Nordair, Eastern Provincial and Quebecair round out the mix.
Denver's Stapleton could still boast a relatively new terminal (it opened in 1966) in 1972. DEN
's big players were Frontier, United and Continental, each of whom dominated a concourse; TWA
and Western brought up the rear with some long-haul flights as well. Just to the left of the diagram, DEN
was preparing to open the huge new Concourse D, which opened later in 1972 for Frontier, TWA
, Ozark, North Central and Texas International.
Las Vegas, 1972
In 1972 McCarran was in the midst of its first major expansion since the terminal opened in 1962. The north concourse (today's A Gates) is closed for reconstruction - note today's familiar dual-rotunda layout nearing completion. TWA
, Western and United carried the lion's share of McCarran's traffic, although LAS was also the busiest station in the entire Hughes Airwest network. An enormous expansion in 1985 would change the entire terminal layout.
New Orleans, 1973
The more things change, the more they stay the same... Concourses A and B are missing (they opened in 1974) but otherwise this is today's MSY
terminal. National, Continental, Texas International, Southern and United would move the next year into a massive new terminal addition on the east side of the complex.
Minneapolis/St. Paul, 1975
Not surprisingly, Northwest (then called Northwest Orient) dominates the scene at MSP
, but local-service carrier North Central is a close second. MSP
was the easternmost point on Western Airlines' map, and WA
had a good-sized operation there with several DC10s a day. The terminal looks more or less the same as today, although almost every concourse has been extended (and the color designators have been dropped in favor of letters.)
Hopkins Airport looks much the same, although the cast of airlines has changed a lot; Continental doesn't even feature on the map. United was #1 at Cleveland through the 1970s, sharing a concourse with #2 Northwest Orient. The North and West Concourses still featured outdoor boaring via airstairs. A huge reconstruction project in the late 1970s doubled the size of the terminal - the ticket counters moved upstairs to a new lobby, while the lower level became a baggage claim area.
Where are the parallel concourses and acres of Delta gates? This is Hartsfield's old terminal, which closed in 1980 when the current terminal opened. Delta and Eastern are the major players, each with two concourses, but Southern and United have sizeable presences as well.
Fort Lauderdale, 1975
Today it's one of America's fastest-growing airports, but in 1975 FLL
was playing a distant second to the much busier MIA
down the coast. Eastern, National and Delta are the big dogs, with service to New York City. The terminal is a patched-together series of open-air buildings; it would finally be replaced by the current complex (built on the same site) in the mid-1980s.
Walt Disney World was only a few years old in 1975, and MCO
flights were still being handled out of a surplus military hangar with a few cinderblock concourses tacked on. Eastern, Delta, National and Southern were the only carriers permitted to serve Orlando, although service would explode after Deregulation, leading to the construction of today's terminal.
San Francisco, 1975
's Central Terminal was still serving domestic flights in 1975; it was home to United, who wouldn't move to the new North Terminal until 1979. International flights used the South Terminal, which was also home to local powerhouses TWA and Western. SFO
was Pan Am's main jumping-off point for its Asian network, with 747s departing daily for Honolulu, Tokyo and points beyond.
In the mid-1970s PHX
was still running out of two terminals - the now-demolished T1 and today's T2
and American ran the show at PHX
in those days; Western, Hughes Airwest and Continental were up-and-comers; and Frontier and Delta brought up the rear, with just a few flights per day. Nary a "Southwest" or "America West" to be seen on the map...
Is this really today's BWI
? Back then it was known as BAL, and it was a seriously underutilized place bleeding red ink all over the state of Maryland's balance sheet. Despite a respectable amount of service from the majors (United and Eastern had dozens of flights) most flights went out half-empty, as area residents preferred Washington National. A massive reconstruction project, kicked off in 1975, resulted in an almost entirely new terminal - and a rosier future for the airport.
Washington National, 1975
The current terminal was just a twinkle in Cesar Pelli's eye when this map was made; in 1975 DCA
was operating from the almost comically overcrowded 1941-era terminal (now known as Terminal A.) It was a labyrinth of hidden ticket counters, snaking passageways and ground-level jetbridges; some carriers used the tiny North Terminal (built in 1958) while TWA and American had added new wings in the late 1960s.
San Juan, 1979
Puerto Rico's main gateway in 1979, just after Deregulation. Eastern, Pan Am, American and Delta are still the only US trunk carriers in the lineup, but a surprising number of Central and South American carriers are in evidence. Eastern would build its own terminal south of this one in the mid-1980s; American now uses this entire building for its successful SJU
San Antonio, 1984
in 1984, just before the much larger Terminal 1 opened to relieve crowded conditions in the 1950s-vintage Terminal 2. United, USAir and Delta have taken over Braniff's former gates in the rotunda; Eastern and Southwest use ground-level gates off the main concourse; Continental and Ozark use a separate pier built in the 1960s. After Southwest, Delta, United, Mexicana and Eastern moved to the new terminal, Gates 5-12 were demolished.
That's all folks - you have my respect if you've made it this far. I love looking at these old maps - your comments please!