Tag Archives: airport restaurants

Anatomy of a corporate restaurant executive

corpexecJPG1966Jan14localrestaurateurnowRAvpIt strikes me that much more has been written about and by chefs than those restaurant personnel who mostly work behind a desk. Business people lack the glamour of knife wielding chefs. They are not surrounded by flames. They have no dishes named after them.

But Frederick Rufe’s career in restaurants was as interesting as many chefs’ and he was undoubtedly more influential in shaping the dining experiences of countless restaurant patrons over his career of nearly 40 years. His entire working life had a single focus. In a 1974 interview he stressed, “Everything I’ve ever done has been with food.” As a management executive he was closer to the soul (or soullessness, depending how you see it) of both the upscale and the midscale American corporate-owned restaurant of the 1960s and 1970s.

Born in New Jersey in 1922 he came from a humble background, growing up in a one-parent household with his mother, who was a factory worker, and a brother. While a student at a teachers’ college, he spent one summer as a waiter for a Pennsylvania resort, leading him to detour from a teaching career to one in food service. Following WWII army duty (working in food supply), he obtained a degree from Cornell’s School of Hotel Administration, which excelled in turning out top hospitality industry executives.

He then went to work in Miami Beach as food and beverage manager at large hotels there, among them the Monte Carlo, Algiers, and Deauville. He was not shy about promoting himself. Aiming for a catering manager job in a hotel without such a position, he “invented” it for himself. He took over a vacant room, bought a desk, put up draperies, and hung out a “Catering Manager” sign. When challenged by his boss, he successfully convinced him that the hotel needed someone – him – in that position.

corpexecFourSeasonsAlbertStockli1960He joined Restaurant Associates in New York in the mid-1950s as the company was entering its most creative phase. RA was going from managing coffee shops and cafeterias to developing theme restaurants, some in the luxury class. In 1956 Rufe was made general manager of RA’s Newark Airport restaurants which included the famed Newarker, its kitchen headed by the inventive Swiss chef Albert Stöckli who would go on to the Four Seasons [pictured here]. Rufe helped develop the Four Seasons, the Forum of the Twelve Caesars, and La Fonda del Sol. At a time when out-of-season fruits and vegetables equalled the height of luxury, he obtained shipments of melons and new asparagus from the West for the Four Seasons, as well as miniature vegetables that allowed power-lunching VIPs to minimize awkward bites. With James Beard’s help he brought the blind cook Elena Zelayeta from California to plan Mexican and Spanish dishes for La Fonda del Sol.

corpexecJPG1960LaFondaDelSolMenuAmiable and worldly, Rufe could be mistaken for a European sophisticate. He was on James Beard’s holiday dinner guest list, and had easy access to the food columns at major newspapers where he promoted RA’s restaurants with recipes and interviews. While manager of the Latin-themed La Fonda del Sol, he explained to a reporter that a “broiling wall” of revolving stuffed flank steaks was based on a setup he had observed at an inn in Peru on a menu-collecting tour of South America with La Fonda’s chef John Santi. He was known for focusing on detail, so much so that his travel notes were said to look like research for a doctoral dissertation.

In 1964 he took on the task of rescuing the Top of the Fair, a failing de luxe restaurant atop the Port Authority’s heliport building adjoining the World’s Fair grounds. He was made a RA vice-president in 1967 and two years later put in charge of food operations at LaGuardia and Kennedy air terminals, as well as other airports in the Northeast. “Our places are genuine restaurants,” he insisted, “not just places to grab a quick meal and dash to your plane.”

corpexecJPG1978MayADVAfter a shift in RA’s direction, Rufe left for the Marriott Corporation where he was soon made VP of its dinner house division of moderate-priced theme restaurants in the DC area. The recession of the 1970s was on and Rufe explained in the press that Americans wouldn’t pay for $25 French dinners any more. Marriott’s new dinner houses were geared to more modest lifestyles. Phineas Prime Rib, Joshua Tree, Franklin Stove, Port O’Georgetown, and Garibaldi’s were management-driven eating places where every detail was arrived at through consumer research and economic calculation. Lunch was not profitable, so dinner only. No reservations because that resulted in less than 100% occupancy. Short menus with only America’s favorites, beef and seafood. All-you-can-eat salad bars. Fireplaces and ceiling beams evoking old-time hospitality. Friendly college student servers speaking from scripts. Cooking by step-by-step recipe cards. No chefs.

corpexecJPGADV1971At first the formula was wildly popular with modal guests – suburbanites with $15,000 annual incomes who ordered $6.95 meals and cleared out in 1.5 hours. “Seventeen million dollars and no chefs,” Rufe boasted in January of 1975. However, by 1978 competition was up and profits were down. Marriott decided to sell off its dinner house division and some of the restaurants closed under the new owner.

After a few years as director of food and beverage planning and development for Hilton International, Rufe retired, returning to Stroudsburg PA where he continued as a consultant.

Needless to say, the chain dinner house formula he helped develop prevails today, demonstrating that there is a sizable market for restaurants with pleasant decor, parking, clean bathrooms, and palatable fare that is affordable.

© Jan Whitaker, 2016

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Filed under chain restaurants, food, proprietors & careers, theme restaurants

Dining sky-side

airportO'Hare

Although a number of superior restaurants have opened in airports in the past several years, their run-of-the-mill food purveyors are often just passable. Customer comments reveal praise for certain restaurants, but opinions overall sound a negative note, rising to weak compliments such as “actually somewhat good” or “standard innocuous restaurant/hotel fare.”

In the beginning, there was no food at all. In the 1920s airports had no restaurant facilities. There were scarcely any commercial flights, facilities consisted mainly of fields and a hangar or two, and the few commercial passengers were lucky if they could get a cup of coffee.

By the mid-1930s more commercial flights were offered and airport conditions improved. The number of passengers multiplied more than 100 times between 1926 and 1935. To win greater traffic, bigger cities vied to create terminal facilities that could match those of their transportation rival, trains. Restaurants figured prominently among the amenities offered.

Most passengers in the 1930s, 1940s, and 1950s were businessmen or wealthy travelers who were unwilling to settle for bad food. Even though all air travel was essentially first-class then, passengers frequently rejected what was served on the plane and tried for something better in the terminal. Their demands, combined with the need to put airports in the black financially, brought about efforts to create first-rate airport eating places.

airportburbankskyroom (2)

The earliest image of an airport restaurant I’ve found is that of the Sky Room in Burbank CA’s Union Air Terminal (now Bob Hope Airport), in 1940, showing tables with white linens, goblets, and boudoir-style table lamps.

Airports were costly for cities and towns to build and run so income from concessions was needed badly. Managers expected income from non-aviation concessions at New York’s Idlewild airport to make up one third of revenues in 1949. Restaurants and coffee shops were the biggest single contributors of concession revenue in most airports.

But restaurants found it hard to operate profitably when serving only “captive customers,” particularly when their numbers were still relatively small. Beyond pleasing airline passengers, the solution for many airports was to reach out to customers living nearby. In 1947 the airport restaurant in Albuquerque NM went so far as to hire a chef who had studied with Escoffier and cooked for US presidents and royal families in Europe. His mission was to make the terminal restaurant one of the nation’s best known restaurants.

The early 1950s saw the debut of what might have been America’s premier airport restaurant, The Newarker in the Newark NJ terminal. With Joe Baum as manager and Albert Stockli as chef, it soon became famous, launching Restaurant Associates which owned many of NYC’s top dining establishments. Duncan Hines lauded The Newarker for its “flaming sword specialties, authentic East Indian curries, [and] regional Swiss specialties.”

airportCleveland1965Seattle1941

Evidently the tactic of pulling in locals worked, partly because even through the 1960s people were thrilled to see planes take off and land. Dining rooms typically overlooked the airfield. In 1953 Fort Worth’s new terminal at Amon Carter Field was touted as “a wonderful, quiet spot to have a leisurely evening meal and then sit on the observation deck and look at the bright lights of booming Dallas nineteen miles away.” Now it may seem an odd idea to go to an airport restaurant to celebrate a birthday or, even stranger, a holiday such as Thanksgiving or New Year’s Eve, yet these festivities did indeed take place [advertisements: Cleveland, 1965; Seattle, 1941].

airportClevelandshreiberrestaurantSome airport restaurants were operated by local restaurateurs. Among them was Marie Schreiber, who became a restaurant operator for Statler hotels after providing meals in Cleveland’s airport restaurant [pictured] as well as on-board meals for departing United Airlines flights. Food service operations of two Chicago departments stores, Marshall Field and Carson, Pirie & Scott, handled meals at O’Hare for years.

At the same time, chains that ran airport restaurants and prepared meals for service during flights developed rapidly. Some, such as Skychef restaurants, were operated by the airlines (in this case American Airlines), but existing chains such as Dobbs House and railroad caterers Fred Harvey and Interstate Hosts also migrated into airports. Dobbs House units in airports from Wichita to Miami also earned praise from Duncan Hines in 1959 for dishes such as pompano en papillote and Colorado mountain trout.

Southern airports were protest sites because of their discriminatory treatment of Black passengers. Until summer of 1961, Blacks were not served in Interstate Hosts’ main dining room or the coffee shop in New Orleans’ Moisant International airport, but only at the snack bar. After lawsuits, Black customers gained equal patronage at all airport restaurants in recognition that airports, like bus terminal facilities, were fundamental to interstate commerce.

In the 1980s theme restaurants – often flight-themed – began to locate in the vicinity of airports. But that’s a subject for a future post.

© Jan Whitaker, 2014

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Filed under family restaurants, Offbeat places