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01.08.2008 BUILDING MAGAZINE
E C O N O M I C Sanalysis / facts / forecast
COST MODEL AIRPORT TERMINALSUK airport opera t o rs need to make
substantial investments in inf ra s t r u c t u re to pre p a re fo
r c o n t i n u i n glong-term demand fo r domestic and
international flights. Simon Raw l i n s o n of D avis La n g d o n
re p o r t s
01 / INTRODUCTION
A i r t ravel has become increasingly segmented,with budget
airlines introducing new sets ofre q u i rements fo r fast terminal
turnaround andminimal service. The types of flights and airliness e
r ved will determine many of the principaldesign fe a t u res of a
terminal, including airport-wide services, baggage handling, apron
(are adesigned fo r loading and unloading passengersand cargo) and
gate design, and retail.
The main re q u i rements of the diffe rent servicetypes are as
fo l l ows : Full-service airlines. These typically re q u i
repier/gate service and dedicated facilities fo r
p remium passengers. Full-service flights havel o n g e r t u r
n - a round periods and often run anopen gate boarding policy,
which reduces theneed fo r holding space at the gate. T h equantity
and size of baggage is likely to behigh and the security profile of
somedestinations may result in more bagsp ro g ressing to higher l
evels of scre e n i n g Budget airlines. These work on a model
ofmaximum throughput and minimal opera t i n gcost. Pa s s e n g e
rs are held at gates prior t ob o a rding but few gate services are
re q u i re d .Minimising turnaround time is v i t a l .
D i s c o u raging hold baggage simplifies apro no p e rations
but places more pre s s u re onp a s s e n g e r and hand-luggage
screening. Tosimplify landside operations, budget carrierse n c o u
rage e-ticketing and remote check-in C h a r t e r flights. These
have a profile of highbaggage loads, longer t u r n a rounds and
limitedp a s s e n g e r service. Pa s s e n g e rs also re q u i
ree x t e n s i ve, off-airport long-term parking.Within the
terminal, the key issue related toc h a r t e r flights is their
contribution to peakf l ows at holiday times determining the
sizingof many aspects of airport equipment.
Air traffic has grown exponentially over thepast decade. UK
passenger numbers totalled189 million in 2002 and are forecast to
growto at least 350 million by 2020, and possiblyas high as 480
million.
In response to forecast growth and withg overnment support,
airport operators areplanning and implementing substantiali
nvestment in additional capacity. The mostdynamic sector has been
budget airlines, i nw h i ch passenger numbers grew 300% in thef
ive years to 2005.
In addition to expansion, existing fa c i l i t i e ss u ch as
security need to be upgraded tomeet new requirements and countero b
s o l e s c e n c e .
H oweve r, the combination of an economic
d ownturn and high oil prices willu n d o u b t e d ly challenge
the business model ofm a ny airlines and the airports they serve .
Fo rairport operat o r s , there will be great e rpressure on
landing charges and operat i n gc o s t s . In providing a
high-quality service fo rp a s s e n g e r s , a ny new terminal
investment willneed to balance the scale of initial capitali nve s
t m e n t , p r ovision for future expansionand operational
efficiency, together with thei m p e r at ive to maximise revenues
from allavailable income streams.
The economic case for further expansion isdescribed in the 2003
white paper, The Futureof Air Tr a n s p o r t . Air travel
underpins the UKsexports and its general bu s i n e s sp e r fo r m
a n c e , as well as making a significant
c o n t r i bution to tourism. Air transporthas also had an
important social role inreducing the cost and time of
long-distancet r ave l .
The white paper ack n owledges thatcontinued investment should
be balancedagainst the environmental effects ofexpanded air trave l
, an issue that , c l e a r ly, h a snot been resolve d .
In the meantime, BAA is well advanced inthe implementation of a
6bn inve s t m e n tprogramme to fo l l ow on from Terminal 5, a n
dother operators in the privat e , public and PPPsectors are
preparing major programmes fo rregional facilities in locations
such asM a n ch e s t e r, B i r m i n g h a m , L iverpool
andLeeds Bradfo r d .
02 / TYPES OF AIRPORT TERMINAL
Airport facilities are developed torespond both to existing
levels ofdemand and future growth in traf f i c .I nvestment is
targeted at attra c t i n gt wo key clients passengers and
theairlines that serve them.
Pa s s e n g e rs typically choose theirp refe r red airport on
the basis of theavailability of routes, services and
pricing, so being successful ina t t racting the right airlines
and ro u t e sis critical to commercial success.
Important fa c t o rs fo r p a s s e n g e rsalso include:
location; ease of access;and the range of services prov i d e d .H
oweve r, if the right flights are not onof fe r, passengers will
not come.
Key considerations in attra c t i n g
airlines include: accessibility; the sizeof the local market;
the availability ofr u nway capacity; the presence ofcompeting
airports and airlines; thel evels of landing charges; the speed oft
u r n a round at the stand; and theservices available to passengers
.
In response to the twin re q u i re m e n t sof passengers and
airlines, deve l o p e rs
will seek to address and balance thefo l l owing brief re q u i
re m e n t s :Pa s s e n g e r re q u i re m e n t s St re s s - f
ree experience, includingavoidance of queues Ease of access, with
good parking,public transport and hoteli nf ra s t r u c t u re
Quick processing times fo r s e c u r i t y
03 / CLIENT REQUIREMENTS FOR TERMINAL FACILITIES
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BUILDING MAGAZINE 01.08.2008
Terminal 4 at Barajas airport in Madrid, designed by Rich a rd
Rogers
P a r t n e r s h i p, won the Stirling prize in 2006
and baggage collectionShort travel distances and dire c t ,s i n
g l e - l evel access to departure gatesUp-to-date flight
information andc l e a r way - f i n d i n gTa rgeted retail and
catering thatmeet the needs of diffe rent groups Facilities and
information fo rm e e t e rs and gre e t e rs .
Airline re q u i re m e n t sCapacity to respond to
changingflight schedules and fleet Fa i l s afe operation of sys t
e m s Flexibility to respond to changingbusiness needs C o s t - ef
fe c t i ve design solutions tominimise landing charg e sC l e a r
p rocess routes thro u g h
d e p a r t u re and arrivals to preve n td e p a r t u re
delaysWe l l - o rganised apron services tominimise turnaround
time.
The airport opera t o r will also haveits own development
priorities. T h e s einclude: the optimisation of reve n u eg e n e
ra t o rs such as retail; securityp rovision; and the achievement
of
va l u e - fo r - m o n ey investment thro u g hphasing the
delivery of capacity inf i xed assets such as security andbaggage
systems.
T h i rd-party re q u i rements associatedwith security, airport
services,p a s s e n g e r services and b a c k - of-house
provision must also beaccommodated.
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The key elements of a baggage handling sys t e mdesign are : A
100% secure env i ronment baggage flowf rom check-in to airc raft
loading has to becompletely secure . Capacity and flow rates the
time of check-inc l o s u re is determined by the wo rst-case pro c
e s s i n gtime fo r bags through all levels of security. T h
etypical time fo r a bag to pass directly thro u g hs c reening and
straight onto the airc raft is about 12minutes. Meeting target
times depends on capacityof the first stage of hold baggage
screening thro u g hwhich all bags pass the latest machines
typicallyh ave a capacity of 1,800 bags per h o u r The adopted
baggage screening protocol thisvaries between countries and in the
UK invo l ves af i ve-stage sequence of increasingly
sophisticatedscanning techniques, including X- ray and CT
scanning processes. Many of these processes areautomated, but
input from specialist opera t o rs isre q u i red at defined stages
in the pro c e s s .
The main drive rs fo r sizing a baggage system are : The peak
busy hour p a s s e n g e r f l ow A i rc raft size Flight type
diffe rent types of flight haved i f fe rent load chara c t e r i s
t i c s Bag profile based on destination, flight type ando t h e r
fa c t o rs, the risk profile of baggage and thep rofile of
scanning operations can be determined.
O t h e r cost drive rs fo r baggage systems include: Redundancy
and fa i l s afe provision particularlyfo r e x p l o s i ves
detection systems and baggagesortation machines, which have high
costs Load-sharing systems these enable baggage tobe directed
evenly across all scanning lines so thatall elements of the system
are utilised, maintenance
can be carried out without disruption, andmechanical systems we
a r at the same ra t e Management information systems covering bagt
racking, processing times and other o p e ra t i o n a lkey
performance indicators
I n d i c a t i ve costs of baggage sys t e m s
/ sys t e m
X- ray MVTHR scanner 2 0 0 , 0 0 0CT e xa m i n e r 6 0 0 , 0 0
0N e t work interfa c e 5 0 , 0 0 0X- ray scanner (hand baggage) 7
0 , 0 0 0Tilt tray sorter c o m p l e t e 1 0 , 0 0 0 / mM a ke-up
caro u s e l 7 5 , 0 0 0Reclaim caro u s e l 9 0 , 0 0 0All costs
are net of builders work, preliminaries andp rofessional fe e s
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01.08.2008 BUILDING MAGAZINE
4 2 / economics / cost model
Capacity Terminals are being designed toaccommodate sustained
expansion,which may invo l ve a phasedd evelopment of baggage
handling,gates and stands.
Capacity is determined by twomain variables: total annualp a s s
e n g e r f l ow and peak passengerf l ow. Total flow is used to
calculated e p a r t u re and airside spacea l l owances, while
peak flow is usedto size elements linked w i t hp a s s e n g e r p
rocessing such ass e c u r i t y, check-in and baggagehandling. In
the UK, the designs t a n d a rd adopted is the 30th peakb u sy
hour.
Level of service International bodies including theInternational
Civil Av i a t i o nO rg a n i zation and the InternationalA i r
Transport Association assess
p e r formance fo r check-in, security,queuing times and so on.
These areused to justify landing charges, anda re a key element of
competitionb e t ween hubs.
Pa s s e n g e r experience Important aspects to managei n c l u
d e : Rapid completion of check-in ands e c u r i t y. Clearing
security is a majors o u rce of stress, so an ef f i c i e n tp
rocess will make a majorcontribution to the passengerse x p e r i e
n c e . C l e a r way-finding and orientation.Terminal buildings
have becomel a rg e r and more complex, w i t hmultiple piers and
gates. Ease ofn avigation, direct routes to gatesand information on
travel times togates also reduce stress and help tog i ve more time
fo r p a s s e n g e rs touse airside facilities.
Humanising the scale Terminal buildings are necessarilyl a rge,
but a clear l ayo u t ,well-signalled navigation fe a t u re sand
high-quality signage all help tomitigate the scale. Re p e a t e
delements of structure or c o l o u rb reak up very large spaces
intos m a l l e r, more easily unders t o o dunits, as do repeated
designfe a t u res at a variety of scales.
Security Baggage-handling and holdbaggage screening are the
principalelements of the security sys t e m ,but other elements
includep e rsonnel screening, phys i c a lsecurity elements such as
barriers ,the rationalisation of circ u l a t i o nroutes, the
provision of clear lines of sight and the consideration of blast
resistance in the s t r u c t u ral design.
Transit systems Fo r l a rg e r terminals and piers ,t ransit
systems become necessarywhen distances exceed 300m. Inaddition to
the cost of the trave l a t o rsystem itself, the impact ofi n c
reased circulation re q u i re m e n t son the footprint of the
building alsoneeds to be taken into account
Retail of fe rAirport retail diffe rs from highs t reet shopping
in that customersa re captive and are passing thro u g ha process.
Some terminals aredesigned to direct passenger f l owt h rough the
retail of fe r. Optimisingfo o t fall and retail frontage
isimportant, as is avoiding cold spotsin the flow of passengers
around theterminal. In some terminals, the fo o dand drink of fe r
is treated as thea n c h o r destination and retail isplanned
around it.
04 / DESIGN ISSUES
05 / BAGGAGE HANDLING
The large scale of terminals means that in public areas there
are fewsignificant sources of heat load other than the building
occupants. T h i ss o u rce fluctuates considerably in response to
peak travel hours, so are s p o n s i ve ventilation system is
essential. Low - l evel displacementventilation has become common,
as comfort conditions need to bemaintained only in the passenger
zone, and systems can take advantage ofl a rge building volumes fo
r h i g h - l evel extraction of exhaust air.
System capacity has to be designed to cope not only with
anticipatedt raffic levels but also with the consequences of flight
disruption and the
l i ke. Design of air m ovement in public areas also needs to
take account ofs m o ke extraction and contro l .
S h a red airport systems such as common user terminal equipment
(CUTE)and flight information are increasingly run across a common
fibre-optic ITbackbone using internet protocols. While the
distribution installation issimplified and more scalable, the
actual on-site addressing of systems ishighly complex and needs an
extended installation and commissioningp ro g ramme. Use of the
common backbone also permits easier i n t e g ra t i o nand re c o
nf i g u ration as the building adapts to new re q u i re m e n t s
.
06 / BUILDING SERVICES INSTALLATIONS
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BUILDING MAGAZINE 01.08.2008
The cost model fe atures the new - bu i l dconstruction of a
regional-scale airportterminal handling both domestic andi n t e r
n ational flights, with a gross internalfloor area of 25,000m2. The
costs in theb r e a k d own exclude piers, air bridges
andbaggage-handling systems, as well as allcosts of site preparat i
o n , external wo r k s ,drainage and external services. The costs
ofCUTE are also excluded.
Costs are current in Ju ly 2008, based on al o c ation in
south-east England.The level ofpricing assumes procurement on the
basis ofa two-stage competitive tender, with designresponsibility
for elements such as thecurtain walling and engineering
servicesbeing taken by specialists as part of a pre-contract
services agreement. A d j u s t m e n tshould be made to the costs
detailed in themodel to account for va r i ations in phasing,s p e
c i f i c at i o n , site conditions, p r o c u r e m e n tr o u t
e , programme and market conditions.
Location fa c t o rsThe cost breakdown is based on price leve l
scurrent in the South-east and should beadjusted by the fo l l
owing location fa c t o r s :South-east England 1 . 0 0S o u t h -
west England 0 . 9 6East Midlands 0 . 9 3West Midlands 0 . 9 2East
A n g l i a 0 . 9 6Yo r ks h i re and Humbers i d e 0 . 9 6N o r t
h - west England 0 . 9 2Northern England 0 . 9 7S c o t l a n d 0 .
9 9Wa l e s 0 . 9 6Northern Ire l a n d 0.75
The complex operations found particularly w h e nworking in
restricted airside zones create a w i d erange of additional cost
drive rs.
Security clearance is a key issue,particularly with airside
working, and makes thep rocessing of personnel and d e l i veries
potentiallysubject to long delays. Contra c t o rs tend to
useestablished supply chains, which already havesecurity clearance
and trained opera t i ves, althoughthis may reduce competitive pre
s s u re inp ro c u rement.
As airside working adds significantly to pro j e c tcosts, sites
should be conf i g u red w h e reve r p o s s i b l eso that they
can be managed as landside pro j e c t swith conventional pro c e d
u res.
Re q u i rements and restrictions associated w i t ha i rside
working include: H i g h e r costs of third-party legal liability
insura n c e Cost of training associated with driving andwo r ks
permits Maintenance of restricted zone boundary C o n t rol of
airborne dust and debris to avo i dingestion by airc raft engines V
i b ration limits when working in proximity tos e n s i t i ve
buildings Remote facilities, including we l fa re ,a d m i n i s t
ration, storage and parking, owing top re s s u re on airside
space.
O t h e r airport-specific constraints thatcan af fect terminal
design and constructioni n c l u d e : Re q u i rement of stake h o
l d e rs, including theDepartment of Transport, customs special bra
n c hand so on Civil Aviation Authority (CAA) restrictions
onpermanent building heights within safety glides l o p e s
Enhanced acoustic control and monitoring
m e a s u re s P revention of electromagnetic interfe rence
andthe minimisation of ra d a r s i g n a t u re s CAA restrictions
on crane heights within s afety glide slopes and restrictions on
the use of ra d i o s O u t - of - h o u rs working and phased
development to minimise disruption to passengers and a i rc raf t C
o n t rols on delivery and construction traffic top revent airport
road congestion.
P ro c u rement of specialist equipment is anotherkey
consideration. Airport opera t o rs are adopting arange of
alternative pro c u rement routes in acontinuing search fo r the
optimum balance of riskand competitive pricing.
H oweve r, terminal development invo l ve sm a ny specialist
systems such as baggagehandling, air bridges and shared info r m a
t i o nsystems and these re q u i re specialist designto be
completed alongside the initial designd evelopment. Two-stage
approaches to thea g reement of package contract sums enable
designinput and co-ordination to be secured during earlystages of
the pro j e c t .
T h e re are a large number of stake h o l d e rs invo l ve din
a terminal project, with interests ranging fro ms e c u r i t y,
passport and customs control, to theo p e rational and commercial
interests of multipleairlines. In a global industry, the securityre
q u i rements of destinations such as the US mayalso need to be
taken into account.
With so many interests to be re c o n c i l e d ,finalising and
adhering to project briefs andsecuring strong decision-making is a
challenge.St a ke h o l d e r management should be a key
clientresponsibility but also needs to be facilitated by thep
roject team.
07 / PROJECT MANAGEMENT AND PROCUREMENT 08 / COST BREAKDOWN
Kohn Pedersen Fox s Midfield Terminal at A bu Dhabi
a i rport will process more than 50 million passengers a ye a
r
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01.08.2008 BUILDING MAGAZINE
4 4 / economics / cost model
/ m2 G I FA %
S u b s t r u c t u re 4 , 3 0 7 , 0 0 0 1 7 2 . 2 8 6 . 0 2
U n d e rc roft construction; re d u c e d - l evel exc avation,
200mm-thick re i nfo rced con-c rete ground slab, hard c o re,
damp-pro of membrane: 8,550m2 @ 300G round slab; 200mm-thick re i
nfo rced insitu concrete bed, hard c o re, damp-pro ofm e m b rane:
1,050m2 @ 120E x t ra fo r retaining walls, l inings etc: item @
320,000E x t ra fo r foundations; isolated pad and raft
foundations: 9,600m2 @ 105A l l owance fo r b e l ow - g round
drainage and incoming services: 9,600m2 @ 30
F ra m e 3 , 5 8 5 , 8 0 0 1 4 3 . 4 3 5 . 0 1
A l l owance fo r s t r u c t u ral steel framing based on 80kg
/ m2 ( ave rage rate fo r u n i ve rs a land hollow sections):
1,330t @ 2,300A l l owance fo r s t r u c t u ral steelwork to
office mezzanine, based on 35kg / m2: 25t @ 1 , 9 5 0A l l owance
fo r additional framing/trimming to service risers and openings fo
r b a g-gage conveyo rs: item @ 160,000C o l d - rolled galvanised
steel ro of purlins; 1.6m centres, 4.5kg/m ave rage we i g h t
:9,300m @ 10Intumescent 1hr f i re - resistant paint finish:
15,000m2 @ 15
U p p e r f l o o rs 1 , 5 7 0 , 0 0 0 6 2 . 8 0 2 . 2 0
P re s t ressed, precast concrete structural suspended floor
units; 50mm-thick struc-t u ral topping: 14,800m2 @ 95E x t ra fo r
7 . 5 k N / m2 f l o o r loading to plant room areas: 500m2 @ 8E x
t ra fo r formation of openings, l ift and escalator pits etc: item
@ 160,000
Ro of 5 , 5 5 1 , 5 0 0 2 2 2 . 0 6 7 . 7 6
Ro of cladding, including perfo rated fe a t u re cladding,
raised-seam aluminium ro of i n g ,s t r u c t u ral deck,
insulation, va p o u r b a r r i e r and liner: 9,200m2 @ 285E x t
ra fo r ro oflights, with sealed double-glazed units, powder-coated
aluminiumf raming and secondary steelwork including perfo rated
panel sunscreens: 900m2 @ 9 5 0A l l owance fo r work to
boundaries, gutters, ro oflights, openings etc: 7,500m @ 80P recast
concrete ro of slabs; 7.5kN/m2 f l o o r loading, fo r ro of - l
evel plant, with wa t e r-p ro of membrane, plinths and bases:
450m2 @ 250Full-length entra n c e / s e t - d own canopy, complete
with hollow-section framing, curve daluminium raised-seam ro ofing,
ro oflights: 1,300m2 @ 900A l l owance fo r ro of safety system:
1,200m @ 160
St a i rs 8 0 7 , 0 0 0 3 2 . 2 8 1 . 1 3
Steel fe a t u re stair and half-landings, ove rall rise 5.50m,
with toughened, laminatedglass balustrade, stainless steel
handrails, finishes: 2 nr @ 40,000Steel fe a t u re stair, ove rall
rise 3.00m, with toughened, laminated glass balustra d e ,stainless
steel handrails, finishes: 2 nr @ 32,000P recast concrete stairs
and half-landings, ove rall rise 5.50m, with stainless steelh a n d
rails, finishes: 2 nr @ 26,000P recast concrete stairs and
half-landings, ove rall rise 5.50m, with polye s t e r p
ow-der-coated steel handrails, finishes: 16 nr @ 20,000B a l u s t
rade and handrail to mezzanine and first floor with toughened
laminated glassb a l u s t rade and stainless steel handrail: 190m
@ 900A l l owance fo r access platforms and stairs to plant rooms:
item @ 100,000A l l owance fo r ro of access, stairs and hatches:
item @ 20,000
External walls, w i n d ows and doors6 , 8 4 0 , 2 0 0 2 7 3 . 6
1 9 . 5 7
Wall cladding; aluminium-faced composite panels with 25% glazing
in aluminium-f ramed sealed double-glazed units, flashings and
accessories: internal lining,including 140mm-thick blockwork
backing wall: 7,000m2 @ 650Curtain walling; silicone-sealed
double-glazed units, colour-coated aluminium fra m-ing, flashings
and accessories: 1,750m2 @ 900
E x t ra fo r s h o pf ront fe a t u re curtain walling to
entrance areas: 100m2 @ 400E x t ra fo r triple-glazing and
increased depth of framing to airside curtain wa l l i n g :4 8 0
m2 @ 240Lo u v re panels to plant areas, of powder-coated
aluminium: 250m2 @ 400Principal entrance double doorsets (2 nr) and
wind lobby, fully glazed with iro n m o n-gery and accessories: 6
nr @ 50,000A l u m i n i u m - faced powder-coated vision-panel
double doors and frames, with iro n-mongery: 10 nr @
10,000High-speed sectional doors to baggage handling, electrically
operated, includingc o n t rols: 4 nr @ 15,000
Internal walls and partitions 2 , 0 9 9 , 0 0 0 8 3 . 9 6 2 . 9
4
Insitu concrete shear walls to stair c o res and service risers,
250mm ave rage thick-ness: 2,500m2 @ 140B l o c k work partitions,
140mm ave rage thickness, with head re s t raint: 7,700m2 @ 6
0Metal stud partitions; 5.0m high, single-laye r i m p a c t -
resistant board, single-laye rwa l l b o a rd, each side, to public
areas: 2,500m2 @ 80Metal stud partitions; double-laye r wa l l b o
a rd, each side, to office areas: 1,050m2 @ 6 0Metal stud
partitions; shaf t wall construction, double-laye r f i reline
board, single-l aye r c o re board, one side only: 2,000m2 @
100Fascia panel to ticket sales desks: 40m @ 800Fully glazed shopf
ronts; fascia panel: 160m @ 3,200Toilet cubicle partitions: 50 nr @
1,600M e l a m i n e - faced solid-laminate access panelling to WCs
etc: 150 nr @ 800A l l owance fo r additional screens and
partitions: item @ 80,000
Internal doors 3 7 1 , 1 0 0 1 4 . 8 4 0 . 5 2
Flush doors to public areas, solid-core laminate/ve n e e r -
faced with hard wood fra m e sand ironmongery: 100 nr @ 1,450Flush
doors to administration areas, solid-core laminate/ve n e e r -
faced with hard-wood frames and ironmongery: 72 nr @ 1,300Duct
access doors: 100 nr @ 1,125A l l owance fo r additional services
access panels: item @ 20,000
Wall finishes 1 , 2 2 4 , 6 0 0 4 8 . 9 8 1 . 7 1
Independent wall lining; plasterboard lining to inner face of
external walls: 4,600m2
@ 50E x t ra ove r p l a s t e r b o a rd linings fo r
laminate-finish wall panelling: 2,500m2 @ 15Laminate-finish wall
panelling to blockwork: 3,700m2 @ 65C e ramic tiles with sand
cement backing to concrete or b l o c k work: 300m2 @ 6513mm
double-coat lightweight plaster and two coats emulsion paint tob l
o c k wo r k / c o n c rete: 10,900m2 @ 20Two coats emulsion paint
to blockwork: 6,650m2 @ 5Skim coat and two coats emulsion paint to
plasterboard: 5,900m2 @ 12Wall pro t e c t o rs, stainless steel
pro t e c t i ve rails: 1,500m @ 250
F l o o r f i n i s h e s 1 , 7 2 0 , 5 0 0 6 8 . 8 2 2 . 4
1
Sand cement screed, ave rage 40mm thick: 10,040m2 @ 24G ranite
terra z zo floor tiles, 300 x 300mm, including allowance fo r
skirtings, move-ment joints and brass division strips: 6,540m2 @
130Vitrified ceramic tiles, 400 x 400mm, including allowance fo r
skirtings and move-ment joints: 1,100m2 @ 95Raised access floor,
carpet tile, to office areas: 800m2 @ 65H e avy-duty carpet tiles,
including allowance fo r skirtings: 2,400m2 @ 45V i nyl floor tiles
and levelling screed, including allowance fo r skirtings, to core
are a s :2 , 5 5 0 m2 @ 40E x t ra fo r finish to WCs: 400m2 @ 76C
o n c rete hard e n e r to concession shells, plant rooms and
baggage handling, andskirtings: 10,300m2 @ 8A l l owance fo r
additional floor finishes: item @ 100,000
A / COST BREAKDOWN
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BUILDING MAGAZINE 01.08.2008
economics / cost model / 4 5
A l l owance fo r mats and matwells: item @ 50,000
Ceiling finishes 1 , 1 4 8 , 9 0 0 4 5 . 9 6 1 . 6 1
Suspended ceilings, open-grid ceiling, generally: 3,400m2 @
120Finish to ro of soffit generally: 8,300m2 @ 30Suspended
ceilings, including metal pan tiles and lay-in grid: 1,650m2 @
65Suspended ceilings, including minera l - f i b re tiles to core
areas: 440m2 @ 40E x t ra ove r ceiling finishes generally fo r
acoustic treatment: 6,000m2 @ 35E x t ra fo r m o i s t u re -
resistant ceiling tiles to WC areas: 400m2 @ 10C o n c rete sealant
to concession shells, plant rooms and baggage handling:1 0 , 3 0 0
m2 @ 10E x t ra fo r 4 h r f i re protection to areas of underc
roft plant room soffit: 500m2 @ 1 0 0
F u r n i t u re and fittings 1 , 7 7 0 , 0 0 0 7 0 . 8 0 2 . 4
8
Check-in desks: 64 nr @ 5,000O u t - of-gauge baggage counter:
item @ 40,000I nformation and security desks: item @ 80,000T i c
ket desks: 20 nr @ 10,000Statutory and directional signage: item @
240,000Seating to check-in and departure lounge areas: 400 nr @
250A l l owance fo r f i x t u res and fittings generally to public
areas: item @ 320,000A l l owance fo r f u r n i t u re and
equipment to check-in and ticket sales areas (exc l u d i n gI T
installations): item @ 320,000A l l owance fo r fittings to
back-of-house areas: item @ 150,000
Sanitary fittings 1 1 4 , 5 0 0 4 . 5 8 0 . 1 6
WCs, urinals, hand basins generally: 150 nr @ 650A l l owance fo
r fittings fo r disabled WCs: item @ 8,100C l e a n e rs sinks: 6
nr @ 650A l l owance fo r d r i n k i n g - wa t e r fountains:
item @ 5,000
Disposal installations 4 4 5 , 0 0 0 1 7 . 8 0 0 . 6 2
Ra i nwa t e r disposal, including cast-iron downpipes and
fittings: 25,000m2 @ 6Waste, soil and vent installation: 25,000m2 @
8A l l owance fo r pumped disposal from underc roft: item @
95,000
B o i l e r p l a n t s 4 5 0 , 0 0 0 1 8 . 0 0 0 . 6 3
Hot and cold wa t e r service, including calorifiers, hot and
cold wa t e r s t o rage and dis-tribution: 25,000m2 @ 18
Space heating and air t re a t m e n t 9 , 6 1 0 , 9 0 0 3 8 4 .
4 4 1 3 . 4 4
Gas installation: item @ 32,000Low - t e m p e ra t u re hot wa
t e r heating (boiler plant), including stainless steel flues,pumps
and va l ves, distribution within plant rooms, insulation: 25,000m2
@ 24 Low - t e m p e ra t u re hot wa t e r heating (perimeter
heating), including LT H W e l e m e n t sand distribution:
25,000m2 @ 38Chilled wa t e r installation, including chillers and
cooling towe rs (total load 2,500kW),p ressurisation unit, pumps
and va l ves, distribution pipework, insulation and tra c eheating:
25,000m2 @ 64Supply and extract ventilation: air-handling unit with
heating and cooling batteries;d u c t work in risers and plant
rooms: 25,000m2 @ 32Supply and extract ventilation: displacement
system; ductwork, grilles and dif-f u s e rs, insulation; to public
areas: 13,500m2 @ 290Air-conditioning: four-pipe fan-coil
installation to office areas, check-in etc; LT H Wand chilled wa t
e r distribution, condensate drainage, fan-coil units, ductwork,
insula-tion, grilles and diffusers: 1,650m2 @ 250A l l owance fo r
services to comms rooms: item @ 240,000Mechanical ventilation to
baggage handling and plant rooms: 7,400m2 @ 80Toilet extract
installation: 25,000m2 @ 8A l l owance fo r s m o ke extract to
public areas, ro of - l evel extract: 13,500m2 @ 10
E x t ra fo r s m o ke extract to baggage handling: 4,200m2 @
32
Electrical installations 6 , 9 1 3 , 8 0 0 2 7 6 . 5 5 9 . 6
7
H V sw i t c h g e a r, 5mVA, tra n sfo r m e rs, HV cable, LV
switchgear: item @ 1,600,000St a n d by generation (1,750kVA) fo r
essential services only: item @ 800,000Mains and sub-mains
installation: 25,000m2 @ 46Small powe r distribution: 25,000m2 @
16Lighting and luminaires to public areas: 13,500m2 @ 120Lighting
and luminaires to check-in, ticket sales and offices: 1,650m2 @
90Lighting and luminaires to core, plant and baggage handling:
9,850m2 @ 65E m e rgency lighting installation: 25,000m2 @ 15Powe r
to mechanical services: item @ 180,000
Lift installations 1 , 5 6 0 , 0 0 0 6 2 . 4 0 2 . 1 8
2 6 - p e rson, 0.6m/s electro - hyd raulic lift serving 2
floors: 4 nr @ 150,0002 , 0 0 0 kg goods lift serving 3 floors: 2
nr @ 160,000E s c a l a t o r, 0.5m/s, 1m step-width, 5.2m rise,
glass balustrade: 4 nr @ 160,000
P ro t e c t i ve installations 1 , 2 1 0 , 0 0 0 4 8 . 4 0 1 .
6 9
Lightning protection: 25,000m2 @ 3Earthing and bonding: 25,000m2
@ 5S p r i n k l e r installation, with storage tank, pumps and
pipework: 25,000m2 @ 32A l l owance fo r d r y - r i s e r and
hose-reel installations: item @ 160,000F i re - s u p p ression
installation to comms room: item @ 50,000
Communications installations 4 , 0 7 5 , 0 0 0 1 6 3 . 0 0 5 . 7
0
Fully addressable fire and smoke detection and alarm system:
25,000m2 @ 30Voice/public address system with interfaces to flight
information, fire and securitysystems: 25,000m2 @ 16I n t r u d e r
detection: 25,000m2 @ 10A l l owance fo r s e c u r i t y, CCT V
and access control: 25,000m2 @ 32W i reways fo r telephones, data
and structured cable: 25,000m2 @ 13St r u c t u red cable
installation, linking check-in, ticket desks and security contro
lpoints: 25,000m2 @ 30A l l owance fo r flight information display
system; 100 LED displays, 150 monitors :item @ 800,000
Special installations 1 , 3 5 0 , 0 0 0 5 4 . 0 0 1 . 8 9
Building management system: 25,000m2 @ 54(Baggage-handling
installation exc l u d e d )
B u i l d e r s work in connection 7 7 0 , 0 0 0 3 0 . 8 0 1 . 0
8
A l l owance fo r forming holes, chases etc @ 3%: item @
770,000
P reliminaries and contingencies1 4 , 0 5 0 , 2 0 0 5 6 0 . 2 1
1 9 . 5 9
A l l owance fo r c o n t ra c t o r s overheads, site
establishment and site supervision @18%: item @ 10,387,000A l l
owance fo r commissioning management: item @ 250,000A l l owance fo
r design re s e r ve @ 5%: item @ 3,368,200
Total construction cost (building only)7 1 , 5 0 0 , 0 0 02 8 6
0 . 0 0 1 0 0 . 0 0
Ac k n ow l e d g m e n t s:D avis Langdon would like to thank
Rich a rd Gammon of CapitaA rch i t e c t u re and To ny Potter,
Nigel A d dy, John Grounds and Dav i dUnwin of Davis Langdons
airports sector for their assistance inproducing this cost
model
