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Issue link: http://airportbusiness.epubxp.com/i/122648
cover story t om Werner, executive director of Duluth Airport Authority, starts the conversation triumphantly, and with some noticeable relief: "We have finally built and opened our new terminal building." The new facility, more than a decade in the making, was definitely worth the wait. The $78 million state-of-the-art terminal at Duluth International Airport (DLH) both impresses and awes with a curved roof and mezzanine symbolizing the waves of Lake superior, rippled decorative glass representing the lake's water, haphazard lines in the terrazzo floors inspired by the body of water's cracked ice in the winter, and red paneled walls on the outside echoing the color of the iron ore boats that sail the Great Lake's waters. In addition, the new terminal meets post 9/11 federal safety and security requirements; includes sustainability features such as geothermal heating, natural lighting and an efficient water system; corrects passenger flow deficiencies in the old terminal; and positions the airport for future growth, an important fact as Werner points to signs that the air travel economy is recovering. "2012 was our second best year ever, with 322,000 passengers passing through," he says. "With our ability to attract new customers, our numbers will continue to grow. The new terminal will accommodate the four jet bridges that are not used at capacity; and our concourse, with seating for more than 400, which is rarely filled." Out With the Old The terminal lets in plenty of natural light, saving the airport money and giving passengers a view of the landscape outside. PHOTO: BERGERSON PHOTOGRAPHY The old terminal is scheduled to be razed this spring; a fact that wasn't a given at the project's onset. Originally, the airport considered remodeling the existing space for approximately $39 million instead of building anew. But the basic design of the old terminal worked against the modern security demands of a post 9/11 era. "In 2003, [when they began planning for the project], we were still trying to adjust to the TSA's new norm," Werner says. "After 9/11, it was not easy. There were a lot of unfunded mandates and, of course, the pre-9/11 passenger flow requirements were radically different." In addition, remodeling the existing facility would not have solved the airport's FAA Part 77 issue (tails penetrating restricted airspace), according to Brian Ryks, the former executive director at DLH (and now executive director at Gerald R. Ford (GRR) International Airport in Grand Rapids, Mich.). April 2013 www.AviationPros.com 13