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Issue link: http://airportbusiness.epubxp.com/i/122648
cover story "When we decided how to site the new building, we considered Part 77 clearance requirements; to get aircraft far enough away from each other," Werner explains. "And we found the old building simply would not work. It wasn't just Part 77, however. When we considered passenger comfort and utility issues, the old [1970s-era] building had to go." As airlines phase out many of their 50-seat jets in favor of larger aircraft, compliance with Part 77 will become even more significant, according to Werner. "… and we'll be ready for it," he says. "If we need to expand, we can add to either end of the facility, without major interruptions." Ryks says he and the board also considered the long-range effects of predicted changes in commercial aviation, when determining whether to Werner adds, "This was a 10-year process, design plus construction — a big project." Given the airport's small staff of 21, they decided it best to hire a consulting firm with experience in erecting commercial buildings to manage the project. They ultimately decided upon Kraus-Anderson Construction, a Minn.-based firm with more than a century of experience managing commercial construction. "Kraus-Anderson's Mike Dosan, the senior project manager, was with us day to day, handling the construction plus the administrative hoops," Werner says. "One of the best things we did was hire Kraus-Anderson (in nearby Bemidji)," says Ryks. "I didn't have the staff for a project — we had an airport that we had to keep running. [KrausAnderson] ensured that we got good bid prices." SERVING UP SUSTAINABLE FEATURES The new airport terminal incorporates a host of green features to net it a LEED Silver Rating. Some of its green features include: • A $5.2 million geothermal system • Extensive use of natural light • Low-flow faucets and toilets in the restroom renovate or move forward with a new construction. They determined the existing terminal's floor plan was impossible. "There were two separate security checkpoints for about 120 passengers each, and no restrooms!" Ryks says. The original terminal had been built for far fewer passengers than the airport sees today. While airline tenants remain stable with Delta (to MSP, DET), United/SkyWest (ORD) and Allegiant Air (to LAS; seasonal service to SFB Orlando/Sanford); and IWA (to Phoenix/Mesa twice-weekly service), passenger growth continues. "Over the last 30 to 40 years, traffic has grown tremendously," says Werner. "Even before 9/11, we were facing capacity issues, which became more and more obvious as we ramped up to our record year (2007), when we had 350,000 passengers." 14 airportbusiness April 2013 • Energy-efficient lighting fixtures • Radiant heat in the floors • Triple-pane glass to reduce noise Also key to the project's success was keeping the FAA involved and informed, from the start. "In Minneapolis, Chicago, and D.C., they were up to date. They understood our frustrations; and they were very helpful in keeping this program rolling along," Ryks says. Beyond Borders All of DLH's international flights are unscheduled; the airport's "international" segment is on-demand. And, the old terminal's international space was unworkable. The airport's new international space utilizes flexible floor planning to meet fluctuating international demand, an idea that came from Minneapolis International Airport (MSP). Ryks was connecting through MSP and noticed "they had walls that dropped from the ceiling, for those times when there were [international] flights. That's when I got the idea [of flexible space]." The entire terminal now handles domestic passengers and reserves a gate on the end, to serve as a part-time international/customs facility. With the remodel, this section can be partitioned with a metal curtain for international arrivals. "This positions us well to airlines' international requirements," Werner says. John E. Hippchen, project engineer and architect at Reynolds, Smith and Hills Inc., a national facilities, infrastructure, and aviation consulting firm, says, "The new terminal is roughly the same square footage as the old, but much more efficient. The federal inspection station was separate; now, it's behind movable partition walls, so that when there is no international flight, we can use the space for normal operations. The international baggage carousel is also thus available." Going Green The Reynolds, Smith & Hills-designed terminal is Leadership in Energy and Environmental Design (LEED) certified because of the green features it incorporates. "We embraced 'green' construction," says Werner. "We're LEED Silver certified. We looked at a lot of long-lasting innovations." The goal, however, wasn't necessarily to be "green," though that certainly is a nice benefit. The goal was to make as much use of everything available naturally. During construction, they used regionally made products and recycled materials as much as possible and 75 percent of the construction waste was diverted from the landfill. To create a geothermal heating and cooling system, crews drilled 80 wells, 500 feet deep and 10 inches in diameter into a geothermal water table, where water is 54 degrees Fahrenheit and thus can be used for both heating and cooling. The $5.2 million geothermal system is predicted to save the airport $30,000 in annual utility costs. But it is unknown at this point what the actual savings will be since the system has only been in use since January.