John F. Kennedy International Airport , colloquially referred to as JFK Airport, Kennedy Airport, New York-JFK, or simply JFK, is the main international airport serving New York City. The airport is the busiest of the seven airports in the New York airport system, the 6th-busiest airport in the United States, and the busiest international air passenger gateway into North America. The facility covers  and is the largest and busiest airport in the New York City area.

Over 90 airlines operate from the airport, with nonstop or direct flights to destinations in all six inhabited continents.

JFK is located in the Jamaica neighborhood of Queens,  southeast of Midtown Manhattan. The airport features five passenger terminals and four runways. It is primarily accessible via car, bus, shuttle, or other vehicle transit via the JFK Expressway or Interstate 678 (Van Wyck Expressway), or via train. JFK is a hub for both American Airlines and Delta Air Lines, as well as the primary operating base for JetBlue.

JFK is also a former hub for Braniff, Eastern, National, Northeast, Pan Am, Tower Air, and TWA.

The facility opened in 1948 as New York International Airport and was commonly known as Idlewild Airport.

Following the assassination of John F. Kennedy in 1963, the airport was renamed John F. Kennedy International Airport as a tribute to the 35th President of the United States.

History

Construction
John F. Kennedy International Airport was originally called Idlewild Airport  after the Idlewild Beach Golf Course that it displaced. It was built to relieve LaGuardia Field, which had become overcrowded after its 1939 opening. In late 1941, mayor Fiorello La Guardia announced that the city had tentatively chosen a large area of marshland on Jamaica Bay, which included the Idlewild Golf Course as well as a summer hotel and a landing strip called the Jamaica Sea-Airport, for a new airfield. Title to the land was conveyed to the city at the end of December 1941. Construction began in 1943, though the airport's final layout was not yet decided upon.

About US$60 million was initially spent with governmental funding, but only  of the Idlewild Golf Course site were earmarked for use. The project was renamed Major General Alexander E. Anderson Airport in 1943 after a Queens resident who had commanded a Federalized National Guard unit in the southern United States and died in late 1942. The renaming was vetoed by Mayor La Guardia and reinstated by the New York City Council; in common usage, the airport was still called "Idlewild". In 1944, the New York City Board of Estimate authorized the condemnation of another  for Idlewild. The Port of New York Authority (now the Port Authority of New York and New Jersey) leased the Idlewild property from the City of New York in 1947 and maintains this lease today. In March 1948, the City Council changed the official name to New York International Airport, Anderson Field, but the common name remained "Idlewild" until December 24, 1963. The airport was intended as the world's largest and most efficient, with "no confusion and no congestion".

Early operations

The first flight from Idlewild was on July 1, 1948, with the opening ceremony attended by then-U.S. President Harry S. Truman and then-Governor of New York Thomas E. Dewey, who were both running for president in that year's presidential election. The Port Authority canceled foreign airlines' permits to use LaGuardia, forcing them to move to Idlewild during the next couple of years. Idlewild at the time had a single  terminal building; by 1949, the terminal building was being expanded to . Further expansions would come in following years, including a control tower in 1952, as well as new and expanded buildings and taxiways.

Idlewild opened with six runways and a seventh under construction; runways 1L and 7L were held in reserve and never came into use as runways. Runway 31R (originally ) is still in use; runway 31L (originally ) opened soon after the rest of the airport and is still in use; runway 1R closed in 1957 and runway 7R closed around 1966. Runway 4 (originally 8,000 ft, now runway 4L) opened June 1949 and runway 4R was added ten years later. A smaller runway 14/32 was built after runway 7R closed and was used until 1990 by general aviation, STOL, and smaller commuter flights.

The Avro Jetliner was the first jet airliner to land at Idlewild on April 16, 1950. A Sud Aviation Caravelle prototype was the next jet airliner to land at Idlewild, on May 2, 1957. Later in 1957, the USSR sought approval for two jet-powered Tupolev Tu-104 flights carrying diplomats to Idlewild; the Port Authority did not allow them, saying noise tests had to be done first. (The Caravelle had been tested at Paris.)

In 1951, the airport averaged 73 daily airline operations (takeoffs plus landings); the October 1951 Airline Guide shows nine domestic departures a day on National and Northwest. Much of Newark Airport's traffic shifted to Idlewild (which averaged 242 daily airline operations in 1952) when Newark was temporarily closed in February 1952 after a series of three plane crashes in the two preceding months in Elizabeth, all of which had fatalities; flights were shifted to Idlewild and La Guardia, which could have planes takeoff and land over the water, rather than over the densely populated areas surrounding Newark Airport. The airport remained closed in Newark until November 1952, with new flight patterns that took planes away from Elizabeth. L-1049 Constellations and DC-7s appeared between 1951 and 1953 and did not use LaGuardia for their first several years, bringing more traffic to Idlewild. The April 1957 Airline Guide cites a total of 1,283 departures a week, including about 250 from Eastern Air Lines, 150 from National Airlines and 130 from Pan American.

Separate terminals
By 1954, Idlewild had the highest volume of international air traffic of any airport globally. The Port of New York Authority originally planned a single 55-gate terminal, but the major airlines did not agree with this plan, arguing that the terminal would be far too small for future traffic. Architect Wallace Harrison then designed a plan for each major airline at the airport to be given its own space to develop its own terminal. This scheme made construction more practical, made terminals more navigable, and introduced incentives for airlines to compete with each other for the best design. The revised plan met airline approval in 1955, with seven terminals initially planned. Five terminals were for individual airlines, one was for three airlines, and one was for international arrivals. (National Airlines and British Airways arrived later.) In addition, there would be an 11-story control tower, roadways, parking lots, taxiways, and a reflecting lagoon in the center. The airport was designed for aircraft up to  gross weight The airport had to be modified in the late 1960s to accommodate the Boeing 747's weight.

The International Arrivals Building, or IAB, was the first new terminal at the airport, opening in December 1957. The building was designed by Skidmore, Owings, and Merrill (SOM). The terminal stretched nearly  and was parallel to runway 7R. The terminal had "finger" piers at right-angles to the main building allowing more aircraft to park, an innovation at the time. The building was expanded in 1970 to accommodate jetways. However, by the 1990s the overcrowded building was showing its age and it did not provide adequate space for security checkpoints. It was demolished in 2000 and replaced with Terminal 4.

United Airlines and Delta Air Lines opened Terminal 7 (later renumbered Terminal 9), a SOM design similar to the IAB, in October 1959. It was demolished in 2008.

Eastern Air Lines opened their Chester L. Churchill-designed Terminal 1 in November 1959. The terminal was demolished in 1995 and replaced with the current Terminal 1.

American Airlines opened Terminal 8 in February 1960. It was designed by Kahn and Jacobs and had a  stained-glass facade designed by Robert Sowers, the largest stained-glass installation in the world until 1979. The facade was removed in 2007 as the terminal was demolished to make room for the new Terminal 8; American cited the prohibitive cost of removing the enormous installation.

Pan American World Airways opened the Worldport (later Terminal 3) in 1960, designed by Tippetts-Abbett-McCarthy-Stratton. It featured a large, elliptical roof suspended by 32 sets of radial posts and cables; the roof extended  beyond the base of the terminal to cover the passenger loading area. It was one of the first airline terminals in the world to feature jetways that connected to the terminal and that could be moved to provide an easy walkway for passengers from the terminal to a docked aircraft. Jetways replaced the need to have to board the plane outside via airstairs that descend from an aircraft, truck-mounted mobile stairs, or wheeled stairs. The Worldport was demolished in 2013.

Trans World Airlines opened the TWA Flight Center in 1962, designed by Eero Saarinen with a distinctive winged-bird shape. With the demise of TWA in 2001, the terminal remained vacant until 2005 when JetBlue and the Port Authority of New York and New Jersey (PANYNJ) financed the construction of a new 26-gate terminal partly encircling the Saarinen building. Called Terminal 5 (Now T5), the new terminal opened October 22, 2008. T5 is connected to the Saarinen central building through the original passenger departure-arrival tubes that connected the building to the outlying gates. The original Saarinen terminal, also known as the head house, has since been converted into the TWA Hotel.

Northwest Orient, Braniff International Airways, and Northeast Airlines opened a joint terminal in November 1962 (later Terminal 2).

National Airlines opened the Sundrome (later Terminal 6) in 1969. The terminal was designed by I.M.Pei. It was unique for its use of all-glass mullions dividing the window sections, unprecedented at the time. On October 30, 2000, United Airlines and the Port Authority of New York and New Jersey announced plans to redevelop this terminal and the TWA Flight Center as a new United terminal. Terminal 6 was used by JetBlue from 2001 until JetBlue moved to Terminal 5 in 2008. The Sundrome was demolished in 2011.

Later operation
The airport was renamed John F. Kennedy International Airport on December 24, 1963, a month and two days after the assassination of President John F. Kennedy; Mayor Robert F. Wagner Jr. proposed the renaming. The IDL and KIDL codes have since been reassigned to Indianola Municipal Airport in Mississippi, and the now-renamed Kennedy Airport was given the codes JFK and KJFK, the fallen president's initials.

Airlines began scheduling jets to Idlewild in 1958–59; LaGuardia did not get jets until 1964, and JFK became New York's busiest airport. It had more airline takeoffs and landings than LaGuardia and Newark combined from 1962 to 1967 and was the second-busiest airport in the country, peaking at 403,981 airline operations in 1967. LaGuardia received a new terminal and longer runways from 1960 to 1966. By the mid-1970s, the two airports had roughly equal airline traffic (by flight count); Newark was in third place until the 1980s, except during LaGuardia's reconstruction. Concorde, operated by Air France and British Airways, made scheduled trans-Atlantic supersonic flights to JFK from November 22, 1977, until its retirement by British Airways on October 24, 2003. Air France had retired the aircraft in May 2003.

Construction of the AirTrain JFK people-mover system began in 1998, after decades of planning for a direct rail link to the airport. Although the system was originally scheduled to open in 2002, it opened on December 17, 2003, after delays caused by construction and a fatal crash. The rail network links each airport terminal to the New York City Subway and the Long Island Rail Road at Howard Beach and Jamaica.

The airport's new Terminal 1 opened on May 28, 1998; Terminal 4, the $1.4 billion replacement for the International Arrivals Building, opened on May 24, 2001. JetBlue's Terminal 5 incorporates the TWA Flight Center, and Terminals 8 and 9 were demolished and rebuilt as Terminal 8 for the American Airlines hub. The Port Authority Board of Commissioners approved a $20 million planning study for the redevelopment of Terminals 2 and 3, the Delta Air Lines hub, in 2008.

On March 19, 2007, JFK was the first airport in the United States to receive a passenger Airbus A380 flight. The route, with an over-500-passenger capacity, was operated by Lufthansa and Airbus and arrived at Terminal 1. On August 1, 2008, it received the first regularly scheduled commercial A380 flight to the United States (on Emirates' New York–Dubai route) at Terminal 4. Although the service was suspended in 2009 due to poor demand, the aircraft was reintroduced in November 2010. Airlines operating A380s to JFK include Singapore Airlines (on its New York–Frankfurt–Singapore route), Air France (on its New York–Paris route), Lufthansa (on its New York–Frankfurt route), Korean Air (on its New York–Seoul route), Asiana Airlines (on its New York–Seoul route), Etihad Airways (on its New York–Abu Dhabi route), and Emirates (on its New York–Milan–Dubai and New York–Dubai routes). On December 8, 2015, JFK was the first U.S. airport to receive a commercial Airbus A350 flight when Qatar Airways began using the aircraft on one of its New York–Doha routes.

The airport currently hosts the world's longest flight, Singapore Airlines Flights 23 and 24 (SQ23 and SQ24). The route was launched in 2020 between Singapore and New York JFK, and uses the Airbus A350-900ULR.

Major robberies

The Air France robbery took place in April 1967 when associates of the Lucchese crime family stole $420,000 (equivalent of approximately $ million in ) from the Air France cargo terminal at the airport. It was the largest cash robbery in the United States at the time. It was carried out by Henry Hill, Robert McMahon, Tommy DeSimone and Montague Montemurro, on a tip-off from McMahon. Hill believed it was the Air France robbery that endeared him to the Mafia.

Air France was contracted to transport American currency that had been exchanged in Southeast Asia for deposit in the United States. Their aircraft regularly delivered three or four $60,000 packages at a time. Hill and associates obtained a key to a cement-block strong room where the money was stored. They entered the unsecured cargo terminal and entered the strong room unchallenged. They took seven bags in a large suitcase. The theft was not discovered until the following Monday.

The Lufthansa heist took place on December 11, 1978 at the airport. The robbery netted an estimated US$5.875 million (equivalent to US$ million in ), including US$5 million in cash and US$875,000 in jewelry. It was the largest cash robbery committed on American soil at the time.

James Burke, an associate of the Lucchese crime family of New York, was believed to be the mastermind behind the robbery, but was never charged with the crime. Burke is also alleged to have either committed or ordered the murders of many in the robbery, both to avoid being implicated in the heist and to keep their shares of the money for himself. The only person convicted in the Lufthansa heist was Louis Werner, an airport worker involved with the planning.

The money and jewelry have never been recovered. The heist's magnitude made it one of the longest-investigated crimes in U.S. history; the latest arrest associated with the robbery was made in 2014, which resulted in acquittal.

Access

Rail

All lines of AirTrain JFK, the airport's dedicated rail network, stop at each passenger terminal. The system also serves Federal Circle, the JFK long-term parking lot, and two multimodal rapid transit stations: Howard Beach and Jamaica. While AirTrain travel within airport property is complimentary, external transfers at the latter two locations are paid via OMNY or MetroCard and provide access to the New York City Subway, Long Island Rail Road, and MTA Bus services.

Bus
, only the  bus serves Terminal 8. The  serve JFK's cargo terminals. The Q10 and B15 serve the Lefferts Boulevard station on the AirTrain and it includes a free transfer. The B15, Q3, and Q10 buses will return to Terminal 5 in 2026 due to construction. Bus fares are paid via OMNY or MetroCard, with free transfers provided to New York City Subway services.

Vehicle
Vehicles primarily access the airport via the Van Wyck Expressway (I-678) or JFK Expressway, both of which are connected to the Belt Parkway and various surface streets in South Ozone Park and Springfield Gardens. The airport operates parking facilities consisting of multi-level terminal garages, surface spaces in the Central Terminal Area, and a long-term parking lot with total accommodation for more than 17,000 vehicles. A travel plaza on airport property also contains a food court, filling station, and originally four Tesla Superchargers. The original 4 Tesla Superchargers were later replaced with a new station with 12 stalls.

Taxis and other for-hire vehicles (FHV) serving JFK are licensed by the New York City Taxi & Limousine Commission. In 2019, PANYNJ approved the implementation of "airport access fee" surcharges on FHV and taxi trips, with the revenue earmarked to support the agency's capital programs.

Terminals

Overview

JFK has five active terminals, containing 130 gates in total. The terminals are numbered 1–8 but skipping terminals 2 (permanently closed in 2023), 3 (demolished in 2013) and 6 (demolished in 2011).

The terminal buildings, except for the former Tower Air terminal, are arranged in a deformed U-shaped wavy pattern around a central area containing parking, a power plant, and other airport facilities. The terminals are connected by the AirTrain system and access roads. Directional signage throughout the terminals was designed by Paul Mijksenaar. A 2006 survey by J.D. Power and Associates in conjunction with Aviation Week found that JFK ranked second in overall traveler satisfaction among large airports in the United States, behind Harry Reid International Airport, which serves the Las Vegas metropolitan area.

Until the early 1990s, each terminal was known by the primary airline that served it, except for Terminal 4, which was known as the International Arrivals Building. In the early 1990s, all terminals were given numbers except for the Tower Air terminal, which sat outside the Central Terminals area and was not numbered. Like the other airports controlled by the Port Authority, JFK's terminals are sometimes managed and maintained by independent terminal operators. At JFK, all terminals are managed by airlines or consortiums of the airlines serving them, except for the Schiphol Group-operated Terminal 4. All terminals can handle international arrivals that are not pre-cleared.

Most inter-terminal connections require passengers to exit security, then walk, use a shuttle bus, or use the AirTrain JFK to get to the other terminal, then re-clear security.

Terminal 1

Terminal 1 opened in 1998, 50 years after the opening of JFK, at the direction of the Terminal One Group, a consortium of four key operating carriers: Air France, Japan Airlines, Korean Air, and Lufthansa. This partnership was founded after the four airlines reached an agreement that the then-existing international carrier facilities were inadequate for their needs. The Eastern Air Lines terminal was located on the site of present-day Terminal 1.

Terminal 1 is served by SkyTeam carriers Air France, China Eastern Airlines, ITA Airways, Korean Air, and Saudia; Star Alliance carriers Air China, Air New Zealand, Asiana Airlines, Austrian Airlines, Brussels Airlines, Egyptair, EVA Air, Lufthansa, Swiss International Air Lines, TAP Air Portugal, and Turkish Airlines; and Oneworld carrier Royal Air Maroc. Other airlines serving Terminal 1 include Air Senegal, Air Serbia, Azores Airlines, Cayman Airways, Flair Airlines, Neos, Philippine Airlines, VivaAerobús, and Volaris.

Terminal 1 was designed by William Nicholas Bodouva + Associates. It and Terminal 4 are the two terminals at JFK Airport with the capability of handling the Airbus A380 aircraft, which Korean Air flies on the route from Seoul–Incheon and Lufthansa from Munich. Air France operated Concorde here until 2003. Terminal 1 has 11 gates.

Terminal 4

Terminal 4, developed by LCOR, Inc., is managed by JFKIAT (IAT) LLC, a subsidiary of the Schiphol Group and was the first in the United States to be managed by a foreign airport operator. Terminal 4 currently contains 48 gates in two concourses and functions as the hub for Delta Air Lines at JFK. Concourse A (gates A2–A12, A14–A17, A19, and A21) serves primarily Asian and some European airlines along with Delta Connection flights, while Concourse B primarily serves both domestic & international flights of Delta and its SkyTeam partners.

Airlines servicing Terminal 4 include SkyTeam carriers Aeromexico, Air Europa, China Airlines, Delta Air Lines, Kenya Airways, KLM, and Virgin Atlantic; Star Alliance carriers Air India, Avianca, Copa Airlines, and Singapore Airlines; and non-alliance carriers Caribbean Airlines, El Al, Emirates, Etihad Airways, Hawaiian Airlines, JetBlue (late night international arrivals only), LATAM Brasil, LATAM Chile, LATAM Peru, Uzbekistan Airways, and WestJet. Like Terminal 1, the facility is Airbus A380-compatible with service currently provided by Emirates to Dubai; both non-stop and one-stop via Milan.

Opened in early 2001 and designed by Skidmore, Owings and Merrill, the  facility was built for $1.4 billion and replaced JFK's old International Arrivals Building (IAB), which opened in 1957 and was designed by the same architectural firm. The new construction incorporated a mezzanine-level AirTrain station, an expansive check-in hall, and a four-block-long retail area.

Terminal 4 has seen multiple expansions over the years. On May 24, 2013, the completion of a $1.4 billion project added mechanized checked-bag screening, a centralized security checkpoint (consolidating two checkpoints into one new fourth-floor location), nine international gates, improved U.S. Customs and Border Protection facilities, and, at the time, the largest Sky Club lounge in Delta's network. Later that year, the expansion also improved passenger connectivity with Terminal 2 by bolstering inter-terminal JFK Jitney shuttle bus service and building a dedicated 8,000 square-foot bus holdroom facility adjacent to gate B20. Also in 2013, Delta, JFKIAT and the Port Authority agreed to a further $175 million Phase II expansion, which called for 11 new regional jet gates to supersede capacity previously provided by the soon-to-be-demolished Terminal 2 hardstands and Terminal 3. Delta sought funding from the New York City Industrial Development Agency, and work on Phase II was completed in January 2015.

By 2017, plans to expand Terminal 4's passenger capacity were being floated in conjunction with a more significant JFK modernization proposal. In early 2020, Governor Cuomo announced that the Port Authority and Delta/IAT had agreed to terms extending Concourse A by 16 domestic gates, renovating the arrival/departure halls, and improving land-side roadways for $3.8 billion. By April 2021, that plan had been scaled-back to $1.5 billion worth of improvements as a result of financial hardships imposed by the COVID-19 pandemic. The revised plan called for arrival/departure hall modernization and just ten new gates in Concourse A. Consolidation of Delta's operations within T4 occurred in early 2023, along with the new gates opening. Delta will also open a new Sky Club in Concourse A along with an exclusive club to Delta One customers, the airline's largest Sky Club, by early 2024. Delta's Concourse B expansion is expected to be completed by fall 2023.

In 2019, American Express began construction of a Centurion lounge that subsequently opened in October 2020. The structural addition extends the headhouse between the control tower and gate A2, and includes 15,000 square-feet of dining, bars, and fitness facilities.

Terminal 5

Terminal 5 opened in 2008 for JetBlue, the manager and primary tenant of the building, as the base of its large JFK operating base. The terminal is also used by Cape Air. On November 12, 2014, JetBlue opened the International Arrivals Concourse (T5i) at the terminal.

The terminal was redesigned by Gensler and constructed by Turner Construction, and sits behind the preserved Eero Saarinen-designed terminal originally known as the TWA Flight Center, which is now connected to the new structure and is considered part of Terminal 5. The TWA Flight Center reopened as the TWA Hotel in May 2019. The active Terminal 5 building has 29 gates: 1 through 12 and 14 through 30, with gates 25 through 30 handling international flights that are not pre-cleared (gates 28–30 opened in November 2014).

The terminal has a TSA pre-checkpoint for expedited security checks and is open from 3 am to 11 pm.

Airspace Lounge opened an airport lounge near Gate 24 in July 2013, and Aer Lingus opened an airport lounge in 2015. The terminal opened a rooftop lounge open to all passengers in 2015, T5 Rooftop & Wooftop Lounge, located near Gate 28. In August 2016, Fraport USA was selected by JetBlue as the concessions developer to help attract and manage concessions tenants that align with JetBlue's vision for Terminal 5. During the summer of 2016, JetBlue renovated Terminal 5, completely overhauling the check-in lobby. in 2018, the terminal's Airspace Lounge closed.

Terminal 7

Terminal 7 was designed by GMW Architects and built for BOAC and Air Canada in 1970. Formerly, the terminal was operated by British Airways, and was also the only airport terminal operated on US soil by a foreign carrier. Terminal 7 is now operated by a consortium of foreign carriers serving the building.

Airlines operating out of Terminal 7 include Oneworld carrier Alaska Airlines, Star Alliance carriers Air Canada Express, All Nippon Airways, Ethiopian Airlines, LOT Polish Airlines, and Scandinavian Airlines; SkyTeam carrier Aerolíneas Argentinas; and non-alliance carriers Aer Lingus, Condor, Icelandair, Kuwait Airways, Norse Atlantic Airways, and Sun Country Airlines.

Between 1989 and 1991, the terminal was renovated and expanded for $120 million. The expansion was designed by William Nicholas Bodouva + Associates, Architects. In 1997, the Port Authority approved British Airways' plans to renovate and expand the terminal. The $250 million project was designed by Corgan Associates and was completed in 2003. The renovated terminal has 12 gates.

In 2015, British Airways extended its lease on the terminal through 2022, with an option of a further three years. BA also planned to spend $65 million to renovate the terminal. Despite being operated by British Airways, a major A380 operator, Terminal 7 is not currently able to handle the aircraft type. As a result, British Airways could not operate A380s on the lucrative London-Heathrow to New York flights, even though in 2014, there was an advertising campaign that British Airways was going to do so. British Airways planned to join its Oneworld partners in Terminal 8, however, and did not exercise its lease options on Terminal 7. The terminal is now operated by JFK Millennium Partners, a consortium including JetBlue, RXR Realty, and Vantage Airport Group, who will eventually demolish the current terminal. At the same time, a new Terminal 6 will begin to be built to serve as a direct replacement.

In late 2020 United Airlines announced they would return to JFK in February 2021 after a 5-year hiatus. As of March 28, 2021, United operated transcontinental nonstop service from Terminal 7 to its west coast hubs in San Francisco and Los Angeles. On October 29, 2022, however, United suspended service to JFK once again.

Terminal 8

Terminal 8 is a major Oneworld hub with American operating its hub here. In 1999, American Airlines began an eight-year program to build the largest passenger terminal at JFK, designed by DMJM Aviation to replace both Terminal 8 and Terminal 9. The new terminal was built in four phases, which involved the construction of a new midfield concourse and the demolition of old Terminals 8 and 9. It was built in stages between 2005 and its official opening in August 2007. American Airlines, the third-largest carrier at JFK, manages Terminal 8 and is the largest carrier at the terminal. Other Oneworld airlines that operate out of Terminal 8 include British Airways, Cathay Pacific, Finnair, Iberia, Japan Airlines, Qantas, Qatar Airways, and Royal Jordanian. Non-alliance carrier China Southern Airlines also uses the terminal.

In 2019, it was announced that British Airways and Iberia would move into Terminal 8 preceding the demolition of Terminal 7 and that the terminal would be expanded and changed to accommodate more widebody aircraft that British Airways, Iberia and other Oneworld airlines regularly send to JFK. On January 7, 2020, construction began expanding and improving Terminal 8 with construction completing in 2022. This construction marked the first phase in the airport's expansion; the terminal having the same number of gates as before, plus four hardstands. British Airways began operating some flights out of Terminal 8 on November 17, 2022, while all flights moved from Terminal 7 on December 1, 2022. Iberia also moved to Terminal 8 on December 1, while Japan Airlines moved to the terminal on May 28, 2023.

The terminal is twice the size of Madison Square Garden. It offers dozens of retail and food outlets, 84 ticket counters, 44 self-service kiosks, ten security checkpoint lanes, and a U.S. Customs and Border Protection facility that can process more than 1,600 people an hour. Terminal 8 has an annual capacity of 12.8M passengers. It has one American Airlines Admirals Club and three lounges for premium class passengers as well as frequent flyers (Greenwich, Soho, and Chelsea lounges).

Terminal 8 has 31 gates: 14 gates in Concourse B (1–8, 10, 12, 14, 16, 18, and 20) and 17 gates in Concourse C (31–47). Passenger access to and from Concourse C is by a tunnel that includes moving walkways.

Reconstruction
On January 4, 2017, the office of then-New York governor Andrew Cuomo announced a plan to renovate most of the airport's existing infrastructure for $7 to $10 billion. The Airport Master Plan Advisory Panel had reported that JFK, ranked 59th out of the world's top 100 airports by Skytrax, was expected to experience severe capacity constraints from increased use. The airport was expected to serve about 75 million annual passengers in 2020 and 100 million by 2050, up from 60 million when the report was published. The panel had several recommendations, including enlarging the newer terminals; relocating older terminals; reconfiguring highway ramps and increasing the number of lanes on the Van Wyck Expressway; lengthening AirTrain JFK trainsets or connecting the line to the New York City transportation system, and rebuilding the Jamaica station with direct connections to the Long Island Rail Road and the New York City Subway. No start date has yet been proposed for the project; in July 2017, Cuomo's office began accepting proposals for master plans to renovate the airport. When all the construction is finished, the airport will have 149 total gates: 145 with jetways and four hardstands.

New Terminal 1
In October 2018, Cuomo released details of a $13 billion plan to rebuild passenger facilities and approaches to JFK Airport. Two all-new international terminals would be built. One of the terminals, a $7 billion, , 23-gate structure replacing Terminals 1, 2 and the vacant space of Terminal 3. It will connect to Terminal 4, and it would be financed and built by a partnership between Munich Airport Group, Lufthansa, Air France, Korean Air, and Japan Airlines. Of these 23 gates, all are international gates, 22 are widebody gates (4 can accommodate an Airbus A380), and 1 is a narrowbody gate. This would also require reconfiguring new roads to accommodate the new terminal.

On December 13, 2021, New York Governor Kathy Hochul gave a further update on the plans to build a new Terminal 1, which in a further developed form would cost US$9.5 billion. The new facility is inspired by the new Terminal B at LaGuardia Airport. The new terminal will have New York City-inspired art, similar to Terminal B at LGA. Once Terminal 2 is demolished and Delta's regional flights are transferred to an expanded Terminal 4, the New Terminal 1 will begin construction and will then open in phases with the first 14 gates on its east side along with the departures and arrivals hall scheduled to open in 2026 on the site of the demolished Terminal 2. The current Terminal 1 will then be demolished, and in its place, the next five gates on the west side of the terminal will open in 2028, and the final four gates will open in 2030. An additional extension of the terminal on its west side with a further four gates (with an extra A380 gate) has been proposed in the event of excess traffic. The project broke ground on September 8, 2022.

Expanded Terminal 4
On February 11, 2020, Cuomo and the Port Authority, along with Delta Air Lines, announced a $3.8 billion plan to add sixteen domestic, regional gates to the 'A' side of Terminal 4, replacing Terminal 2. The main headhouse will be expanded to accommodate additional passengers and open in 2022. The sixteen new gates will open in 2023, allowing the demolition of Terminal 2, the consolidation of flights for Delta, and the ability to build the new Terminal 1. An expanded roadway will be completed in 2025. This would bring the total gates of this terminal from 38 to 54. Delta consolidated their operations into Terminal 4 in January 2023, along with opening 13 new gates in Terminal 4's Concourse A. An additional expansion to Concourse B is expected to be completed by Fall 2023.

New Terminal 6
Construction on a new Terminal 6 began in February 2023. The terminal was designed by Corgan and will have ten gates, nine of which will be wide-body gates. The terminal will be opened in multiple phases; the first phase is expected to be completed by 2026 and, , is projected to cost $4.2 billion. The full terminal is expected to open in 2028. The new terminal will connect to Terminal 5; Terminal 7 will be demolished after the new Terminal 6's first phase of construction is completed. The construction will be built under a public–private partnership between the Port Authority and a consortium, known as JFK Millennium Partners, comprising JetBlue, RXR Realty, and Vantage Airport Group. Notably, previous plans included adding cars to AirTrain trainsets; widening connector ramps between the Van Wyck Expressway and Grand Central Parkway in Kew Gardens; and adding another lane in each direction to the Van Wyck, at a combined cost of $1.5 billion. It is unclear how many, if any, of those proposals are still being considered.

Former terminals
JFK Airport was originally built with ten terminals, compared to the five it has today. Ten terminals remained until the late 1990s, then nine remained until the early 2000s, followed by eight until 2011, seven until 2013 and six until 2023.

Eastern Air Lines terminal
The Eastern Air Lines terminal opened in November 1959. It was designed by Chester L. Churchill. Eastern was the primary tenant of this terminal until its collapse on January 19, 1991. Shortly after Eastern's collapse, the terminal became vacant until it was finally demolished in 1995. It was located on the site of today's Terminal 1, which opened in 1998.

Terminal 2
Terminal 2 opened in November 1962 as the home of Northeast Airlines, Braniff International Airways, and Northwest Orient, and was last occupied by Delta Air Lines. The facility contained 11 jetbridge-equipped gates (C60–C70) and one mezzanine-level airline club, and it formerly housed several hardstands for smaller regional airliners. The terminal did not have a U.S. Customs and Border Protection processing facility, and was unable to accept any international flights arriving unless subject to US Customs preclearance. It was designed by the architectural firm White & Mariani.

Delta moved over to Terminal 2 following the merger with Northeast Airlines swapping places with Braniff, Pan Am moved its domestic flights to this terminal in 1986. Upon the completion of Terminal 4, T2's gates were prefaced with the letter 'C', and airside shuttle buses provided passenger connectivity between the terminals. Before 2013, Terminal 2 hosted most of Delta's operations in conjunction with Terminal 3. Still, the 2013–2015 expansion of Terminal 4 allowed the airline to consolidate most of its operations in the new larger facility, including international and transcontinental flights. In mid-2020, following drastic schedule reductions in the wake of the COVID-19 pandemic, Delta suspended all operations from Terminal 2; the terminal re-opened to flights in July 2021. Terminal 2 permanently closed for departures on January 10, 2023 and for arrivals on January 15, 2023. It will be demolished at an unspecified date to make room for the new Terminal 1.

Terminal 3

Terminal 3 opened as the Worldport on May 24, 1960, for Pan American World Airways; it expanded after the introduction of the Boeing 747 in 1971. After Pan Am's demise in 1991, Delta Air Lines took over ownership of the terminal and was its only occupant until its closure on May 23, 2013. It had a connector to Terminal 2, Delta's other terminal, used mainly for domestic flights. Terminal 3 had 16 Jetway-equipped gates: 1–10, 12, 14–18 with two hardstand gates (Gate 11) and a helipad on Taxiway KK.

A $1.2 billion project was completed in 2013, under which Terminal 4 was expanded, and Delta subsequently moved its T3 operations to T4.

On May 23, 2013, the final departure from the terminal, Delta Air Lines Flight 268, a Boeing 747-400 to Tel Aviv Ben Gurion Airport, departed from Gate 6 at 23:25 local time. The terminal ceased operations on May 24, 2013, exactly fifty-three years after its opening. Demolition began soon after that and was completed by Summer 2014. The site where Terminal 3 used to stand is now used for aircraft parking by Delta Air Lines.

There has been a major media outcry, particularly in other countries, over the demolition of the Worldport. Several online petitions requesting the restoration of the original 'flying saucer' gained popularity.

International Arrivals Building
The International Arrivals Building (IAB) was opened in December 1957 and was replaced with the new Terminal 4 in 2001. It was designed by Skidmore, Owings & Merrill.

TWA Flight Center

The TWA Flight Center was opened in 1962 and closed in 2001 after its primary tenant, Trans World Airlines, went out of business; the terminal had seen increased capacity issues in the years prior. It was designed by renowned architect Eero Saarinen, with extensions designed by Roche-Dinkeloo opening in 1970.

The TWA Flight Center was not demolished after closure, as it was declared as a New York City Landmark in 1994. Instead, it sat abandoned until it was incorporated into the current JetBlue Terminal 5. It was then converted into the Jet Age-themed TWA Hotel, which opened in 2019.

Old Terminal 6

Terminal 6 opened as the Sundrome on November 30, 1969, for National Airlines. National was the tenant of this terminal until it was fully acquired by Pan American World Airways on January 7, 1980. Terminal 6 had 14 gates. It was designed by architect I.M. Pei.

Trans World Airlines then expanded into the terminal, referring to it as the TWA Terminal Annex, later called TWA Domestic Terminal. It was eventually connected to the TWA Flight Center. Later, after TWA reduced flights at JFK, Terminal 6 was used by United Airlines (SFO and LAX transcontinental flights), ATA Airlines, a reincarnated Pan Am II, Carnival Air Lines, Vanguard Airlines, and America West Airlines.

In 2000, JetBlue began service from Terminal 6, later opening a temporary complex in 2006 that increased its capacity by adding seven gates. Until 2008, JetBlue was the tenant of Terminal 6. It became vacant on October 22, 2008, when JetBlue moved to Terminal 5 and was finally demolished in 2011. The international arrivals annex of Terminal 5 now uses a portion of the site, and the rest of the site is used for aircraft parking by JetBlue, but will be occupied by the new Terminal 6, an annex to Terminal 5, planned to be fully opened by 2027.

Old Terminal 8
The original Terminal 8 opened in February 1960; its stained-glass façade was the largest at the time. It was always used by American Airlines, and, in later years, it was used by other Oneworld airlines that did not use Terminal 7. This terminal, along with Terminal 9, was demolished in 2008 and replaced with the current Terminal 8.

Terminal 9
Terminal 9 opened in October 1959 as the home of United Airlines and Delta Air Lines. Delta moved to Terminal 2 in 1972 when it fully acquired Northeast Airlines. Braniff International Airways moved from Terminal 2 to Terminal 9 in 1972 after swapping terminals with Delta. It operated out of Terminal 9 until its collapse on May 12, 1982. United used Terminal 9 from its opening in 1959 until it vacated the terminal in 1991 and became a tenant at British Airways' Terminal 7. Terminal 9 became the home of American Airlines' domestic operations and American Eagle flights for the remainder of its life. This terminal, along with the original Terminal 8, was demolished in 2008 and replaced with the current Terminal 8.

Tower Air terminal
The Tower Air terminal, unlike other terminals at JFK airport, sat outside the Central Terminals area in Building 213 in Cargo Area A. Originally used by Pan Am until the expansion of the Worldport (later Terminal 3), it was later used by Tower Air and TWA shuttle until the airline was acquired by American Airlines in 2001. Building 213 has not been used since 2000.

Runways and taxiways
The airport covers 5,200 acres or . Over  of paved taxiways allow aircraft to move around the airfield. The standard width of these taxiways is , with  heavy-duty shoulders and  erosion control pavement on each side. The taxiways are generally of asphalt concrete composition  thick. Painted markings, lighted signage, and embedded pavement lighting, including runway status lights, provide both position and directional information for taxiing aircraft. There are four runways (two pairs of parallel runways) surrounding the airport's central terminal area.

Operational facilities

Air navigation
The air traffic control tower, designed by Pei Cobb Freed & Partners and constructed on the ramp-side of Terminal 4, began full FAA operations in October 1994. An Airport Surface Detection Equipment (ASDE) radar unit sits atop the tower. At the time of its completion, the JFK tower, at , was the world's tallest control tower. It was subsequently displaced from that position by towers at other airports in both the United States and overseas, including those at Hartsfield–Jackson Atlanta International Airport, currently the tallest tower at any U.S. airport, at  and at KLIA2 in Kuala Lumpur, Malaysia, currently the world's tallest control tower at .

A VOR-DME station, identified as JFK, is located on the airport property between runways 4R/22L and 4L/22R.

Physical plant
JFK is supplied with electricity by the Kennedy International Airport Power Plant, owned and operated by Calpine Corporation. The natural gas-fired electric cogeneration facility uses two General Electric LM6000 gas turbine engines to supply a total of 110 megawatts, which is purchased by the Port Authority for airport operations. Excess energy is also sold to the New York Independent System Operator. The  facility was authorized in 1990, designed by RMJM, and first entered commercial service in February 1995.

Heating and cooling for all of JFK's passenger terminals is provided by a co-located Central Heating and Refrigeration Plant (CHRP) in conjunction with a Thermal Distribution System (TDS) that entered service in August 1994. Waste heat from the power plant powers two heat recovery steam generators and a 25-megawatt steam turbine, which in turn run chillers to generate 28,000 tons of refrigeration, or heat exchangers to create 225 million Btu/hour.

Aviation ground service
Aircraft service facilities include seven aircraft hangars, an engine overhaul building, a  aircraft fuel storage facility, and a truck garage. Fixed-base operation service for general aviation flights is provided by Modern Aviation, which possesses the airport's exclusive helipad.

Other facilities
The airport hosts an extensive array of administrative, government, and air cargo support buildings. In 2002, the New York metropolitan area accounted for 18 percent of import (and over 24 percent of all) air cargo volume in the nation. At that time, JFK itself was reported to have 4.5 million ft2 (418,064 m2) of warehouse space with another  under construction.

Three chapels, including Our Lady of the Skies Chapel, provide for the religious needs of airline passengers.

In January 2017, the Ark at JFK Airport, a luxury terminal for pets, opened for $65 million. Ark was built ostensibly so that people who were transporting pets and other animals would be able to provide luxurious accommodations for these animals. At the time, it was supposed to be the only such facility in the U.S. In January 2018, Ark's owner sued the Port Authority for violating a clause that would have given Ark the exclusive rights to inspect all animals who arrive at JFK from other countries. In the lawsuit, the owner stated that Ark had incurred significant operational losses because many animals were instead being transported to a United States Department of Agriculture facility in Newburgh.

Airport hotels
Several hotels are adjacent to JFK Airport, including the Courtyard by Marriott and the Crowne Plaza. The former Ramada Plaza JFK Hotel is Building 144, and it was formerly the only on-site hotel at JFK Airport. It was previously a part of Forte Hotels and previously the Travelodge New York JFK. Due to its role in housing friends and relatives of aircraft crash victims in the 1990s and 2000s, the hotel became known as the "Heartbreak Hotel". In 2009 the PANYNJ stated in its preliminary 2010 budget that it was closing the hotel due to "declining aviation activity and a need for substantial renovation" and that it expected to save $1 million per month. The hotel closed on December 1, 2009. Almost 200 employees lost their jobs.

On July 27, 2015, Governor Andrew Cuomo announced in a press conference that the TWA Flight Center building would be used by the TWA Hotel, a 505-room hotel with  of conference, event, or meeting space. The new hotel is estimated to have cost $265 million. The hotel has a  observation deck with an infinity pool. Groundbreaking for the hotel occurred on December 15, 2016, and it opened on May 15, 2019.

Airlines and destinations

Passenger

Cargo
When ranked by the value of shipments passing through it, JFK is the number three freight gateway in the United States (after the Port of Los Angeles and the Port of New York and New Jersey), and the number one international air freight gateway in the United States. Almost 21% of all U.S. international air freight by value and 9.6% by tonnage moved through JFK in 2008.

The JFK air cargo complex is a Foreign Trade Zone, which legally lies outside the customs area of the United States. JFK is a major hub for air cargo between the United States and Europe. London, Brussels and Frankfurt are JFK's three top trade routes. The European airports are mostly a link in a global supply chain, however. The top destination markets for cargo flying out of JFK in 2003 were Tokyo, Seoul and London. Similarly, the top origin markets for imports at JFK were Seoul, Hong Kong, Taipei and London.

25 cargo airlines operate out of JFK, among them:
Air China Cargo, ABX Air, Asiana, Atlas Air, CAL Cargo Air Lines, Cargolux, Cathay Pacific Cargo, China Airlines, EVA Air, Emirates SkyCargo, Nippon Cargo Airlines, FedEx Express, DHL Air UK, Kalitta Air, Korean Air, Lufthansa Cargo, UPS Airlines, Southern Air and, formerly, World Airways. Top 5 carriers together transported 33.1% of all revenue freight in 2005: American Airlines (10.9% of the total), FedEx Express (8.8%), Lufthansa Cargo (5.2%), Korean Air Cargo (4.9%), China Airlines (3.8%).

Most cargo and maintenance facilities at JFK are located north and west of the main terminal area. DHL, FedEx Express, Japan Airlines, Lufthansa, Nippon Cargo Airlines and United Airlines have cargo facilities at JFK. In 2000, Korean Air Cargo opened a new $102 million cargo terminal at JFK with total floor area of  and capability of handling 200,000 tons annually. In 2007, American Airlines opened a new priority parcel service facility at their Terminal 8, featuring 30-minute drop-offs and pick-ups for priority parcel shipments within the US.

Statistics

Passenger numbers

Top destinations

Airline market share

Other

Information services
In the immediate vicinity of the airport, parking and other information can be obtained by tuning to a highway advisory radio station at 1630 AM. A second station at 1700 AM provides information on traffic concerns for drivers leaving the airport.

Kennedy Airport, along with the other Port Authority airports (LaGuardia and Newark), uses a uniform style of signage throughout the airport properties. Yellow signs direct passengers to airline gates, ticketing and other flight services; green signs direct passengers to ground transportation services and black signs lead to restrooms, telephones and other passenger amenities. In addition, the Port Authority operates "Welcome Centers" and taxi dispatch booths in each airline terminal, where staff provide customers with information on taxis, limousines, other ground transportation and hotels.

Former New York City traffic reporter Bernie Wagenblast provides the voice for the airport's radio stations and the messages heard on board AirTrain JFK and in its stations.

Notable staff
Stephen Abraham, colloquially known as Kennedy Steve, was an air traffic controller at JFK between 1994 and 2017. Abraham was known for his distinct "informal" tone and controlling-style while handling ground traffic at the airport. Many of his interactions with pilots were recorded and featured on various social media platforms, including various YouTube channels. In 2017, Abraham was awarded the Dale Wright Award by the National Air Traffic Controllers Association (NATCA) for distinguished professionalism and exceptional career service to NATCA and the National Air Space System. In 2019, he was hired as Airside Operations and Ramp Manager at JFK's Terminal 1.

Accidents and incidents

See also
List of memorials to John F. Kennedy
Christopher O. Ward
List of tallest air traffic control towers in the United States

References

Further reading
Bloom, Nicholas Dagen. The Metropolitan Airport: JFK International and Modern New York (University of Pennsylvania Press, 2015) x, 233 pp.

External links

John F. Kennedy International Airport (official site)

 John F. Kennedy International Airport aviation weather

1948 establishments in New York City
Airports established in 1948
Airports in New York City
Airports in Queens, New York
Foreign trade zones of the United States
Jamaica, Queens
Port Authority of New York and New Jersey

John F. Kennedy International Airport


The Liznjek Farm () is an ethnographic museum housed in a renovated 18th-century farmhouse, located in the centre of the town of Kranjska Gora, Slovenia, at the street address 63 Borovška cesta. It is administered by the Upper Sava Museum, based in nearby Jesenice. The farm presents the living conditions of a wealthy peasant family of the mid-19th century.

The house is of mostly brick construction, with a wooden upper story; there is a furnished attic, and a full basement level, including a cellar and stable. A large barn across the courtyard is also part of the farm.

The interiors include the original furnishings, as well as items drawn from the collections of the Upper Sava Museum.

The basement features an exhibit on the life and work of the local writer Josip Vandot, author of the Kekec series of children's books.

Gallery

References

External links
Upper Sava Museum website

Ethnographic museums in Slovenia
Municipality of Kranjska Gora

Liznjek Farm


El Velorio (Spanish for "The Wake") is an 1893 8-by-13-foot painting by Puerto Rican Impressionist painter Francisco Oller depicting a baquiné, a type of traditional wake. This painting is considered one of the most important pieces in the art history of Puerto Rico and is therefore considered a national treasure. It is permanently exhibited at the Museum of Art, History, and Anthropology of the University of Puerto Rico.

Title and subject
El Velorio depicts a traditional 19th-century baquiné or velorio del angelito ("wake of a little angel"), a specific type of wake with origins in Afro-Puerto Rican culture that was celebrated by jibaros and other countrymen as funerary celebrations for the death of a child. This practice originates in the syncretic Catholic and folk belief that the death of an innocent baptized child results in their automatic ascension and entrance into Heaven and that the occasion is therefore a cause not only for remembrance but for celebration. The baquiné in this portrait depicts the deceased child as a focal point dressed in white and adorned with flowers, lying on a table at the center of a traditional countryside house. The iconography of the child, reminiscent of a Christ Child, symbolizes his purity and innocence but also presents a lighter theme that separates the painting into two visual contrasts: one lighter in colors that depicts scenes of joy and celebration with food and music, and another with darker colors and shadows that depicts not only the sorrow of the child's parents but also a chaotic scene of a priest trying to perform wake rites while dogs are running around. This exemplifies the everyday clash between life and death, and between celebration and suffering, common in the life of poor countrymen in 19th-century Puerto Rico. The scene is intentionally portrayed as a judgmental satire, with Francisco Oller himself describing the scene as "an orgy of brutish appetites under the guise of gross superstition."

History
Francisco Oller, considered the only Latin American exponent of French Impressionism, was particularly interested in the social causes of the 19th-century everyday Puerto Rican men. As such he dedicated much attention to traditional scenes of Puerto Rican life in his paintings at the time. He began work on the painting in 1891 in Hacienda Santa Bárbara, a sugarcane plantation in Carolina that was owned by the Elzaburu family. José and Pedro Elzaburu served as models to the priest and sacristan, respectively; their housekeeper served as a model for the child's mother. He also used many of the farm workers and their families as models for the characters in the painting.

El Velorio was somewhat unpopular when it was first showcased in Puerto Rico, during the 1893 Exposition of Puerto Rico in San Juan, as it was perceived as a negative and vulgar representation of the superstitious rural Puerto Rican life. It was however popular among the public, with educator and chronicler Alejandro Infiesta writing that many who saw it at the time exclaimed to have family or know people who resembled the individuals depicted in the painting. The piece was also well received in France when it was first exposed at the Paris Salon in 1895 where it was described as a successful depiction of "tropical Impressionism".

The painting was owned by the Insular Library of Puerto Rico until 1915 when it was acquired by the University of Puerto Rico. El Velorio was instrumental in the development of the Museum of the University of Puerto Rico, the first of its kind in Puerto Rico and the first purpuse-built museum in the island. The painting can still be seen there today.

Legacy

El Velorio is considered today to be Francisco Oller's masterpiece, a Puerto Rican national treasure and the foremost example of Impressionism in Latin America. El Velorio has inspired numerous reinterpretations. For example, El Velorio de Oller en Nueva York (1974) by Jorge Soto Sánchez, now showcased at the Smithsonian American Art Museum, depicts a similar scene to the original piece but incorporating visual elements of Santeria and the culture of the Puerto Rican diaspora in New York City. Artist Rafael Trelles also created a special exhibition at the Museum of Art of Puerto Rico dedicated to Francisco Oller's masterpiece with Visitas a "El velorio" (Visits to El Velorio) (1991), a mixed media contemporary art installation.

See also
 Puerto Rican art

References

External links
 Museo de Arte UPR

1893 paintings
Death in art
Impressionist paintings
Paintings in Puerto Rico

El Velorio


Misako Takashima (known professionally as Misako Rocks!) is a Japanese comic strip artist and writer/illustrator of children's books, known for her illustrations in the column "Savage Love" and other features in The Onion, and for her appearance in the BBC documentary Story of Drawing. She has also published work in the United Kingdom manga anthology Manga Mover and has signed with Hyperion Books to publish manga in the United States.

According to art critic Andrew Graham Dixon, she is "an artist who follows many of the ancient visual and narrative traditions from which manga has evolved, but at the same time brings them into the modern world and gives them her own deeply personal interpretation." A shy child, she has said that she spent her childhood drawing, and hiding. "I just wanted to put my fantasy world on paper."

Career
Misako Rocks! developed a love for comics and manga at an early age and drew her first comic at the age of 13.
She moved to New York in 2001 and worked as a puppeteer, face painter, animal balloon maker, and art teacher while still developing her comics own work. Her entry into the industry came when The Onion decided to use her illustrations for their weekly "Savage Love" column.

Misako Rocks! was influenced by the work of Daniel Clowes, which she encountered while living in New York City. "I picked up a copy of Eightball and thought What's this! It's so good! Who did that! - his humor - so cynical , and so great." Like her character, Biker Girl, "she seems to embody the very spirit of manga, on the one hand she's introverted, full of the Japanese work ethic, but she's also got this manic wild child energy, which comes out after dark, when she puts away her sketchbook and jumps on stage in nightclubs."

References

External links

 Homepage
 "Girl Power Fuels Manga Boom in U.S.", George Gene Gustines, The New York Times, December 28, 2004.

Manga artists
Living people
Year of birth missing (living people)

Misako Rocks!


Abraham "Abe" Waddington, sometimes known as Abram Waddington (4 February 1893 – 28 October 1959), was a professional cricketer for Yorkshire, who played in two Test matches for England, both against Australia in 1920–21. Between 1919 and 1927 Waddington made 255 appearances for Yorkshire, and in all first-class cricket played 266 matches. In these games, he took a total of 852 wickets with his left arm fast-medium bowling. Capable of making the ball swing, Waddington was admired for the aesthetic quality of his bowling action. He was a hostile bowler who sometimes sledged opposing batsmen and questioned umpires' decisions, behaviour which was unusual during his playing days.

Waddington first played for Yorkshire after the First World War, when the team had been weakened by injuries and retirements. He made an immediate impression in 1919, his first season; he took 100 wickets and was largely responsible for Yorkshire's victory in the County Championship that year. After a similarly successful season in 1920, he was selected for the 1920–21 Marylebone Cricket Club (MCC) tour of Australia, during which he appeared in two of the five Tests. However, the England team were outclassed; used in an unfamiliar tactical role, Waddington took just one wicket and never played for England again. He continued to be effective for Yorkshire, particularly against the weaker counties, but was often inconsistent. His reputation as an uncompromising opponent was cemented when he was found guilty of dissent and inciting the crowd in a game against Middlesex. A succession of injuries reduced his effectiveness and he retired from first-class cricket in 1927. He continued to play league cricket and worked for the family business, a fat-refining firm, but maintained his connection with Yorkshire cricket.

In the early 1920s, Waddington played several football matches for Halifax Town as a goalkeeper, and after his retirement from cricket enjoyed some success as an amateur golfer. He was in trouble with the police on more than one occasion and after the Second World War was charged with defrauding his wartime employers, the Ministry of Food; he was found not guilty. He died in 1959 at the age of 66.

Early life
Abraham Waddington was born in Clayton, Bradford, on 4 February 1893, the eldest of three brothers. His family owned a fat-refining business managed by his father, Sam. When he left school, Waddington joined the family firm as a lorry driver, occasionally working in the refinery. He began playing cricket for Crossley Hall in the West Bradford League at the age of 11; as a teenager he played in the Bradford League for Lidget Green and then Laisterdyke, gaining a local reputation as a fast-medium bowler. He helped Laisterdyke win the League championship in 1913, before moving to Wakefield for the 1914 season, where he took 98 wickets at an average of 12.00. He played for Yorkshire Second XI in August 1914, alongside future First XI teammates Herbert Sutcliffe and Cec Tyson, but the outbreak of the First World War prevented him making any further appearances for the county.

When war was declared, Waddington volunteered for Lord Kitchener's New Army, joining the Bradford Pals battalion of the West Yorkshire Regiment. On 1 July 1916, during the first day of the Battle of the Somme, Waddington was wounded by shrapnel at Serre, and took shelter in a crater in no man's land with other wounded soldiers. One of these was the Yorkshire cricketer Major Booth, who was mortally wounded. Waddington comforted Booth while the cricketer died in his arms, an experience which haunted Waddington for the rest of his life. After recovering, Waddington transferred to the Royal Flying Corps.

First-class cricketer

County debut
Yorkshire's bowling attack was severely depleted when cricket resumed in 1919 owing to a combination of retirements and deaths in the war. Additionally, George Hirst was past his best, meaning that Yorkshire needed to recruit new fast bowlers. In May and June, the team struggled to dismiss opposing sides on hard pitches; their results were poor and when two important matches were lost in June, Wisden Cricketers' Almanack suggested that "things looked very black".

At this point in the season  the Yorkshire cricketers Roy Kilner and Arthur Dolphin, who like Waddington had also been wounded at the Somme, recommended him to the Yorkshire committee, probably after seeing him take part in cricket matches in the army. Having returned to play for Laisterdyke in the Bradford League, Waddington was called into the Yorkshire side at the beginning of July for the County Championship match against Derbyshire. On his first-class debut, he took four for 26 (four wickets for 26 runs) in 26 overs, and after missing the next match, he followed up with nine wickets against Essex in his second game, taking his first five-wicket haul in the second innings of that match. From Waddington's debut, Yorkshire's results improved and the team won the Championship. Wisden judged that Waddington's contribution was crucial: "Without him Yorkshire would certainly not have won the Championship". He and Wilfred Rhodes formed an effective bowling partnership and, according to Wisden, "Rhodes and Waddington, with E. R. Wilson, for a few weeks, and [Emmott] Robinson to help them, carried the eleven from success to success". It described Waddington as bowling "left-hand, medium pace inclining to fast", with a "delivery that seems part of himself—free from any suggestion of labour or undue effort"; it noted that he always bowled a good length and made the ball bounce sharply after pitching. The writer judged Waddington's first season had been one of "exceptional promise" and predicted that Waddington would go on to "great things". In the official history of Yorkshire County Cricket Club, Derek Hodgson suggests that Waddington's versatility brought him success, as did the line which he bowled to the batsmen. He finished with 100 wickets at an average of 18.74, with eight five-wicket returns. Waddington was only the sixth bowler in first-class cricket history to reach 100 wickets in his debut year.

Yorkshire fell to fourth in the Championship in 1920; most of the bowling responsibility fell once more on Waddington and Rhodes, and the other bowlers provided little support. Despite a good start to the season, the team faded in the latter part of the year. Wisden suggested that "in the circumstances [Rhodes and Waddington] did wonders, Waddington having some irresistible days against the weaker counties." He took 141 wickets in the season at an average of 16.79. His best figures came in the two matches against Northamptonshire: in the first game he took 11 wickets, and in the second took 13 wickets for 48 runs, including seven for 18 in the first innings, and a hat-trick. Waddington's season concluded with his selection for the professional "Players" teams in the prestigious Gentlemen v Players match at the Scarborough Festival. He was one of four players from Yorkshire chosen to tour Australia that winter with the MCC. Hodgson suggests that he was chosen as "the discovery of the first post-war period".

Test selection and leading bowler

The 1920–21 MCC tour to Australia was unsuccessful for the tourists. Captained by J. W. H. T. Douglas, the team was overwhelmed by Australia, losing all five Test matches. Wisden stated that the "chief cause of failure was the bowling". The MCC had been reluctant to tour so soon after the war, and critics had predicted the bowling would be weak in Australian conditions, where the pitches were generally hard and good for batting.

At the beginning of November, before the first-class matches began, Waddington was operated on for abscesses, and missed the first five games. He played only one first-class match before the first Test, but took wickets in several minor matches. Selected for the first Test, he took the first wicket to fall in the game, that of Charlie Macartney, but failed to take another wicket in the match while conceding 88 runs, hampered by a leg injury in the later stages. He did not play another Test until the fourth, where he bowled five overs for 31 runs. Waddington ended the tour with seven wickets at an average of 46.71; his single Test wicket was at a cost of 119 runs. The tour was a frustrating experience for Waddington, who found the heat difficult to deal with; he was also unhappy that most of his appearances came in the non-first-class country matches, many against opponents fielding more than eleven players to make a more even fight. Throughout the tour, the press criticised Douglas for the way he used bowlers. Although Yorkshire used Waddington in short bursts with the objective of taking wickets, Douglas used him to bowl long defensive spells with the prime objective of   run-saving, a task to which Waddington was unsuited. Considered a failure—Wisden later described his tour as "a sad disappointment"—Waddington did not play for England again and was never seriously considered for a recall. He did have one batting success on the tour, scoring his maiden first-class fifty against an "Australian XI".

In the 1921 season, Waddington took 105 wickets at an average of 18.94. The introduction of the pace bowler George Macaulay into the team gave him more support, but according to a later edition of Wisden, Waddington's form was poor that year. The almanack's review of the 1921 season suggested that, when at full strength, Yorkshire had the best bowling attack in the championship, but the team finished third. Both Waddington and Yorkshire were more successful the following year: the county won the first of four successive championships, and Waddington took 133 wickets at an average of 16.08. He was often effective in the most important matches. Wisden suggested that "Yorkshire were very good at every point, but their main strength lay in the excellence and variety of their bowling ... [Waddington] was, on occasions, more successful against strong sides than he had ever been before. He had days of astonishing success and once, at least, bowled with a bewildering swerve [i. e. swing bowling] that recalled George Hirst at his best." Among his best performances were figures of eight for 34 against Northamptonshire (the best of his career), seven wickets for six runs in a Sussex total of 20 and eight for 35 against Hampshire. His season ended with festival games at Eastbourne, where he represented the North against the South and played for a team of ex-Royal Air Force servicemen.

Injury and controversy
Waddington was less effective in 1923, and despite a good bowling average, he was inconsistent. In July, he slipped on wet grass when he was about to bowl against Leicestershire at Fartown Ground, Huddersfield; the subsequent shoulder injury effectively ended his season, apart from one match against Lancashire in which he bowled just six overs. In September, the injury required an operation to repair a torn ligament. The injury affected the remainder of his career and his bowling was never as effective. In total, before his injury, he took 65 wickets at 18.23 in 1923. That season, he recorded his best figures with the bat; after never having a first-class batting average better than 12 in an English season, he scored 317 runs at 24.38, including his first fifty in England.

On his return in 1924, Waddington bowled little in his first matches, but was used more in Yorkshire's defeat by Middlesex at Lord's where he bowled 42 overs to take three for 116. Several Yorkshire players were absent, playing representative matches, but the game had consequences later in the season. In the return match at Sheffield in July, the Yorkshire players seemed determined to have revenge but could only secure a draw. Critics thought that the Yorkshire bowlers appealed excessively to the umpires, and the Middlesex players were barracked by the crowd. The journalist Alfred Pullin described the match as "a sorry exhibition of ill feeling and bad manners."

The umpires reported Waddington to the cricket committee of the MCC for inciting the crowd through his appeals and gestures of displeasure when batsmen were not given out. Waddington maintained his innocence but the MCC supported the umpires, finding him guilty of dissent, and the Yorkshire president Lord Hawke persuaded him to write a letter of apology to the MCC secretary. After the game, Middlesex threatened to cancel their future matches against Yorkshire; rumours circulated that the Yorkshire captain Geoffrey Wilson had offered to resign and that Waddington would be dropped. Later in 1924, Yorkshire had another controversial match, this time against Surrey, where there were disputes on the field, but no official complaint was made. The editor of Wisden suggested that a handful of players were the root cause of Yorkshire's problem; Geoffrey Wilson resigned at the end of the season, and these events probably cost Macaulay a place in the England Test team. The Yorkshire cricketer and journalist Bill Bowes later recalled a story in circulation that Waddington had deliberately tripped and injured the Middlesex player J. W. Hearne around this period, although he did not specify if it was during the 1924 Sheffield match. Waddington ended the season with 69 wickets at an average of 21.55, but appeared less effective than before his injury.

Decline
Waddington took more than 100 wickets in a season for the final time in 1925. Although his form was mixed, he achieved some good performances. Wisden attributed Yorkshire's championship victory to their bowlers and suggested that "Waddington enjoyed a well-merited success". In total, he took 109 wickets at an average of 20.24. In 1926 both he and the other bowlers were less successful as Yorkshire slipped to second. Wisden noticed a decline in his bowling, but expected him to recover his form. He took 78 wickets at an average of 23.30, and scored his highest aggregate with the bat in a season, making 525 runs with two fifties. In the English winter of 1926–27, he travelled to India and worked as a cricket coach.

Waddington's bowling declined further in 1927, to the point where Wisden suggested his record was poor and his "work was only occasionally worthy of his reputation". The effectiveness of the other bowlers was similarly reduced, and combined with a cautious, safety-first approach, Yorkshire had a mixed season and finished third. Waddington took 45 wickets at 32.02, and conceded a high number of runs on many occasions. However, in what was his last season, he scored his only first-class century, an innings of 114 against Worcestershire. His final first-class appearance was for the North against the South at the Folkestone Festival, where he bowled 16 overs without taking a wicket. At the end of the season, Waddington was offered a new contract despite his decline in bowling and continuing problems from his injured shoulder. He turned it down, ending his county cricket career. In all first-class matches, Waddington took 852 wickets at an average of 19.75 and scored 2,527 runs at an average of 12.89 with four fifties as well as the century. The following season, Yorkshire awarded him a testimonial of £1,000.

Style and personality
Waddington bowled with control, maintaining a good length while his action made the ball swing away from the batsman. For variation, he delivered an off-cutter and when he bowled, the ball seemed to increase its speed after bouncing. He often bowled around the wicket. His curved run-up began from the on side of the wicket, and he ran behind the umpire. He then released the ball from the corner of the bowling crease, creating a sharp angle for the batsman to face, sometimes using short deliveries with a ring of leg side fielders. Waddington modelled his bowling on that of George Hirst, a fellow left-arm paceman who also acted as a coach and mentor to him in his early career, but Derek Hodgson notes that the two men were very different in personality: Waddington was far more quick-tempered than Hirst. Waddington's bowling action was noted for its excellence and perfection. Neville Cardus, the journalist and cricket writer, described it as "gloriously rhythmical", and "so lovely that one simply cannot deny he is a good bowler." But too often, Cardus suggested, he was "ever raising hopes that real greatness will come from him, only to disappoint again and again".

Although Waddington scored a first-class century in his final season, he did not live up to his batting potential despite a good style. A lower-order batsman, he was inclined to be dismissed through playing irresponsible shots. Herbert Sutcliffe believed that, had he not been a bowler, Waddington may have developed into a leading batsman; he wrote that Waddington "had as delightful a batting style as he had a bowling style." But Sutcliffe suggested that Waddington did not possess the required patience: "He used to hit up a brilliant 30 or 40 before making a perfectly silly shot".

Waddington resented the class divisions in English cricket, his feelings fuelled by experiences of officers in the war and possibly his tour to Australia in 1920–21. He fully embraced Yorkshire's hard-edged competitiveness in the early 1920s: he questioned the decisions of umpires and sledged opposing batsmen, both of which were unusual at the time. His Times obituary noted that some disagreements came because Waddington played to win and was an enthusiastic appealer, although he was unlikely to win many appeals for leg before wicket because of the angle at which he bowled. Anthony Woodhouse, the cricket historian, describes Waddington as a "wild and irresponsible ... quick-tempered individual". But there was another side to his personality; he was a good talker and liked to wear smart clothes, including monogrammed silk shirts. Sutcliffe, a close friend and teammate of Waddington, called him "a genial fellow in the dressing room; a man with a rare personality, proof of which is shown by the fact that whenever there was a discussion of any kind in the dressing room, Abe generally ruled it, to all intents and purposes, the chairman." The cricket writer Jim Kilburn wrote that "at his best, [Waddington] was a magnificently hostile bowler with one of the most beautiful actions ever seen in cricket, and his pace and break-back were a problem for the greatest of batsmen". The historian Leslie Duckworth summed him up: "Yes, a man of temper, Waddington, but a fine cricketer."

Later life
When Waddington retired from first-class cricket, he took over the family business. He played as a professional for West Bromwich Dartmouth CC in the Birmingham League in 1928, and for Accrington in 1929 and 1930. He maintained friendships with several members of the Yorkshire team and was a pallbearer at Kilner's funeral in 1928. In 1954–55, the Yorkshire player and England captain Len Hutton invited Waddington to accompany the members of the MCC team to Australia. En route by sea, the team visited the grave of Hedley Verity, the Yorkshire bowler who was killed in Italy in the Second World War and buried there. Including his visit as a player, Waddington made five trips to Australia.

Waddington had success in other sports, especially as an amateur football goalkeeper. He was with Bradford City in the 1920–21 football season, but did not play a match for them. For the 1921–22 season, he played for Halifax Town, making seven appearances in the Football League. He was a good enough golfer to represent Yorkshire, to partner Henry Cotton, and to play in the qualifying rounds of the Open Championship in 1935 and 1939. Sutcliffe wrote that leading golfers told him that had Waddington not been a cricketer, he had the talent to have succeeded as a golfer, although he was prone to carelessness in his play. One Bradford golf club banned him after he poured a glass of beer over the captain, who Waddington believed had used inappropriate language in front of a woman. A motorcycling enthusiast, he regularly attended the Isle of Man TT, although his love of fast cars brought him trouble from the police at times.  After one incident in 1938, he was fined £5 for assaulting a policeman and using obscene language after being asked to dip his headlights. In 1950, he was fined and banned from driving for a year after being found drunk while attempting to start up his car. In mitigation, his lawyer claimed he was suffering from "overwork, worry and insomnia."

At the start of the Second World War, Waddington was appointed chairman of the North Eastern Division Advisory Committee for the Control of Oils and Fats and became an agent of the Ministry of Food. His responsibilities included arranging for the storage of fats. When the war concluded, he was charged with conspiracy to defraud the Ministry of Food when it was discovered that a letter detailing amounts of money had been altered. The prosecution alleged that between 1943 and 1944, Waddington and the manager of another fat storage firm shared £1,600 between them which should have gone to the latter's company when the price paid by the Ministry for storage increased. Waddington denied all knowledge; his brother Priestley, another director at the family firm, said that he made the arrangements to pay a portion of the increased fees to Waddington's co-defendant without the knowledge of Waddington. Waddington was acquitted when a judge ruled that there was no way that it could be proven that he had known of the alteration to the letter, or that he was in any way responsible.

Waddington was married twice. In 1925, he married Mabel Fawell; none of his Yorkshire teammates were aware that he was getting married. In 1952, he married Doris Garforth; on this occasion, many of his former cricketing colleagues attended. After a long illness, Waddington died in a Scarborough nursing home on 28 October 1959 aged 66. He was cremated in Bradford.

Notes

References

Bibliography

1893 births
1959 deaths
People from Clayton, West Yorkshire
England Test cricketers
English cricketers
Yorkshire cricketers
Royal Air Force cricketers
Players cricketers
English men's footballers
Men's association football goalkeepers
Bradford City A.F.C. players
Halifax Town A.F.C. players
English Football League players
Cricketers from Bradford
Marylebone Cricket Club cricketers
North v South cricketers
English cricketers of 1919 to 1945
People acquitted of fraud
Military personnel from Yorkshire
British Army personnel of World War I
West Yorkshire Regiment soldiers
Royal Flying Corps soldiers

Abe Waddington


Diadochite is a phospho-sulfate mineral. It is a secondary mineral formed by the weathering and hydration of other minerals. Its formula is Fe2(PO4)(SO4)OH·5H2O. Well crystallized forms are referred to as destinezite, which has been given official recognition by the International Mineralogical Association with diadochite being the poorly formed to amorphous variety.

It has a greenish yellow to brown colour and forms nodules or crusts. Its appearance has been compared to cauliflower.

Identified originally in Belgium in 1831, it has been found in many places throughout the world.

It occurs as a secondary mineral in mineral gossans, coal deposits, phosphate rich pegmatites and cave guano deposits.

References

Webmineral

Iron(III) minerals
Phosphate minerals
Sulfate minerals

Diadochite