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P R O J E C T
P R O F I L E
97.330 Published by the British Cement Association on behalf of
First published 1994 the industry sponsors of the Reinforced Concrete Council.
ISBN 0 7210 14658 British Cement Association
Century House, Telford Avenue
Price Group C Crowthorne, Berkshire RG11 6YS
Telephone 01344 762676
© British Cement Association 1994 Fax 01344 727204

All advice or information from the British Cement Association is intended for those who will evaluate the significance and limitation of its contents and take responsibility
for its use and application. No liability (including that for negligence) for any loss resulting from such advice or information is accepted. Readers should note that all BCA
publications are subject to revision from time to time and should therefore ensure that they are in possession of the latest version.
 S. McGuckin BA, MSc, MBA, DipArch, RIBA
G. Stowell BA, DipArch, MA, RIBA
M.F. Southcott BSc, MBA, MICE
S.J.G. Martin BA, MA

FOREWORD
This publication was commissioned by the
Reinforced Concrete Council, which was
set up to promote better knowledge and
understanding of reinforced concrete
design and building technology.
Its members are Co-Steel Sheerness plc
and Allied Steel & Wire, representing the
major suppliers of reinforcing steel in the
UK; and the British Cement Association,
representing the major manufacturers of
Portland cement in the UK.
Stephen McGuckin was the co-
ordination architect with Nicholas
Grimshaw & Partners on the Waterloo
International project.
George Stowell, of Nicholas Grimshaw
& Partners, was the project architect for
platform finishes, secondary steelwork and
precast concrete.
Martin Southcott is project manager for
JO REID & JOHN PECK

the Reinforced Concrete Council.

Sean Martin is managing editor at the
British Cement Association.

CONTENTS
■ THE PROJECT 2
■ SPECIFICATION Location 3
Description 3
Services 4
Cladding and finishes 5
■ DESIGN Architecture 6
Structure 6
Roof 7
■ CONSTRUCTION General 8
Substructure 9
Superstructure 10
Roof 10
■ THE CONCRETE
CONTRIBUTION 11
■ APPENDIX Project details 12
COVER PHOTOGRAPH TREVOR JONES

1
P R O J E C T P R O F I L E

THE PROJECT
The opening of the Channel Tunnel will create a
continuous rail link between Britain and
mainland Europe. In 1985, as part of
this continental transport system,
Waterloo was chosen by
British Rail to be the first
terminal for the new
Eurostar high-speed trains.
These will run to and from
Paris and Brussels and will
be operated by European Passenger Services (EPS) in
conjunction with the national railways of France and
Belgium.
Completed in May 1993, Waterloo International
Terminal is a magnificent cathedral-like structure
which evokes the great age of Victorian engineering.
City links:the new Eurostar high-speed trains will bring Paris and Brussels within But, although inspired by the past, it has been
easy reach of Central London designed firmly with the future in mind. Described
as the ‘Gateway to Europe’, the terminal heralds a
new era of rail transport and has been compared to
an airport.
The analogy is appropriate. For the anticipated
15 million people who will use Waterloo Inter-
national each year, the terminal not only offers the
same high standards of comfort and service found in
major airports, but also access to a European
inter-city rail network that will compete directly
with the airlines forjourney time.
During construction, the station’s steel and glass
The 400 m-long concrete
platforms are enclosed by roof was the focus of much public interest and praise.
a striking steel and However, although striking, it accounted for only
glass roof
10% of the project’s £130 million budget. Below the
roof is an equally impressive triple-storey concrete
CHORLEY HANDFORD

structure comprising arrival and departure halls with

five 400 m-long platforms sitting above.
Concrete proved to be the ideal building material
for the fast-track construction programme,
accommodating design changes while maintaining
high-quality exposed finishes. Significantly, there was
a late conversion from steel to reinforced concrete on
the track support structure, bringing savings both in
cost and programme time. In total, nearly 100000
tonnes of concrete were used in the project.
By any standards the design and construction of
EUROPEAN PASSENGER SERVICES/NEWTON

Waterloo International was a challenge - not least

because the terminal had to be built alongside an
existing station serving 200000 commuters every
day. The result is a complex feat of ‘urban engineer-
ing’ and a tribute to the skill and imagination of all
who contributed to the project.
Fair-faced concrete columns reflect the high-quality of finishes throughout the terminal

2
P R O J E C T P R O F I L E

SPECIFICATION
Location
Waterloo was chosen as the site for Britain’s first
international terminal after careful research into
travel patterns. Studies showed that a Central
London location was ideal for continental
destinations, providing a suitable departure point
from the UK in general and the densely populated
South East in particular. Although stations such as
Paddington, London Bridge and Victoria were
considered, the development of Waterloo promised
minimal disruption to existing services. Other
advantages included:
• ample space to build 400 m4ong platforms and
trackbeds CHORLEY & HANFORD

• good access and sufficient capacity on approach

roads
• London Underground interchange facilities
The new terminal snakes alongside the existing station, its funnel shape dictated by the narrow site
• reasonable proximity and access to a suitable site
for a major new servicing and maintenance depot
• space for back-up facilities.
Although independent from the domestic station,
the new terminal sits within the same site
boundaries. It is bordered by Network SouthEast
platforms and tracks to the east, 1960s office
accommodation to the west and the existing
concourse and station general offices to the north.

Description
Waterloo International is one of the world’s longest
LILLEY’S PHOTOGRAPHY

railway stations; its transparent arched roof snakes

The departure
gracefully for 400 m - the length of the Eurostar lounge: airport-style
trains - and tapers from a width of 48 m in the north comfort for Eurostar
passengers
to 32 m in the south. This funnel shape, clearly
apparent when the building is viewed from above,
was dictated by the width of the site and is carried
through the station’s four levels.
On level one is a basement that provides short-
term car parking; levels two and three house arrivals
and departures respectively; and level four; the upper
floor, is devoted to the platforms. The terminal has
the following principal features:
• basement car-parking
• five new platforms with arrival and departure
halls beneath
• M&E services, back-up services and accommo-
dation housed in refurbished vaults
• a glass and stainless steel roof enclosing the
platforms
• a high-level pedestrian link to Waterloo East
Station.
Arrival and departure areas are located beneath the platforms

3
P R O J E C T P R O F I L E

Passengers benefit from a spacious departure

lounge, partially lit by natural light coming in
through the glazed western elevation. The lounge
includes a section for first-class passengers; teletext
and telefax services; a customer care desk, shops,
cafeteria and bar; and a special room with facilities
for babies.
The arrivals area, with immigration and customs

EUROPEAN PASSENGER SERVICES/NEWTON

halls, has a double-height concourse which features
as-struck concrete columns reaching up to a waffle
slab. Left luggage facilities, a taxi pick-up area, and
Underground access are all nearby.
An attractive central cafeteria is
one of many facilities in the
Some 9500 m2 of space for essential back-up
departure lounge services, including a large catering suite, is located
within a labyrinth of brick vaults lying beneath the
existing station. The vaults were badly damaged
during the second world war but have been
extensively refurbished using mesh-reinforced
sprayed concrete linings.
The station’s five platforms and tracks pass
200 m beyond the terminal building and rest on a
new viaduct. In what is thought to be a first,
lightweight concrete was used for the trackbed itself
which provides thermal insulation to the passenger
areas below.
Immediately above the trackbed and track
support structure is the roof. This massive steel and
EUROPEAN PASSENGER SERVICES/NEWTON

glass envelope shelters the Eurostar trains, which will

arrive at the rate of four per hour. They will each
have 18 carriages and two power cars and will be
able to carry 800 passengers.
Throughout the station, lifts, ramps, escalators
and travelators ensure that passengers move with ease
and comfort. This is of particular benefit to the
The arrival level boasts a double-height concourse with as-struck columns
young, infirm or disabled, whose needs were
carefully considered when designing the building.
Lift controls are at wheelchair height, and ramps
have handrails and intermediate landings. For those
with impaired vision, there are tactile copers to all
the platforms.
As part of the associated works, a high-level
pedestrian link bridge has been built between
Waterloo Main Line and Waterloo East stations. This
allows passengers to pass quickly and safely over road
traffic around Waterloo, while an upgraded subway
gives access to the South Bank Centre.

Services
LILLEY’S PHOTOGRAPHY

The mechanical and electrical engineering services

are extensive; they ensure comfort, energy
efficiency, safety, easy access and movement.
A sophisticated fire safety installation controls
Travelators, ramps, escalators and lifts ensure ease of movement modern alarm and sprinkler systems.

4
P R O J E C T P R O F I L E

The heating, ventilation and air-conditioning

systems have been designed to bring air into the
building and to regulate it according to the season
and volume of passengers. Cooling is provided by
three 600 kW air-cooled chillers, and heating by
four 1465 kW gas-fired boilers located in the
existing arches beneath Waterloo Station.
The comprehensive communication system
provides passengers with information on train
departures/arrivals, and EPS staff with details on the
overall operation and performance of the terminal.

LILLEY’S PHOTOGRAPHY
To allow the services to be incorporated within
the main structure, cast-in channel fixings were used
where required. The services are located within the
ceiling voids, and the concrete design made it The western elevation is clad with transparent overlapping panels
possible to optimize the space without interference
from bracing members.

Cladding and finishes

The architects attached great importance to the
visual impact of surfaces; cladding and interior
finishes were therefore carefully selected to enhance
the appeal of the building.
The choice of glass as the principal cladding
material gives the station its exhilarating light and
airy feel. Some 2500 overlapping panels, up to 2.4 m
long and with flexible concertina joints, solved the
problem of covering the tortuous, irregular shape of
the roof The panels act like the scales of a snake: as
the building twists and turns, their horizontal joints

TREVOR JONES
overlap and provide a sock-like fit.
A fair-faced grc finish was specified for the wall
panels throughout the arrival and departure levels, Precast concrete was used for the more delicate elements
helping to create bright and attractive spaces. The
6000 m2 of platform surfaces were paved with
in-situ green and grey terrazzo.
For the large areas of exposed concrete - soffits,
structural columns, shear walls and edge beams - a
high-quality architectural finish was specified. This
was particularly important at departure level, where
passengers have time to sit and view the interior in
detail.
Platform slab soffits were treated with a tinted
TREVOR JONES

sealer to lighten the exposed concrete. To ensure that

surfaces would not discolour, and would be durable
and easily maintained, hardeners, sealers and
The large areas of exposed concrete demanded high-quality
anti-graffiti treatments were applied. architectural finsihes
In areas where the natural qualities of cast concrete
were preferred, surfaces have an as-struck rather than
a sealed finish. Precast concrete was used for more
delicate elements, such as balustrading at the
TREVOR JONES

interface with the existing station concourse, plinths,

and surrounds to windows and fire-hose cabinets.

5
P R O J E C T P R O F I L E

DESIGN
Architecture
In the words of EPS’s brief to the architects, the
design for Waterloo International had to be
‘appropriate to the 1990s, but in keeping with the
great tradition of British railway architecture’. Equal
emphasis was placed on safety and the creation of
streamlined, linear routes for arrivals and departures
(circulation paths had to take into account the
possibility of 1500 passengers arriving within the
space of 15 minutes).
From the outset, the unique nature of the rail
traffic planned for Waterloo - quarter-mile-long

JOHN EDWARD LINDEN

trains capable of reaching Paris in three hours and
Brussels in twenty minutes less - suggested that the
station would be unlike any other in Britain. After
Spanning the years: Waterloo International echoes the great age of Victorian engineering while
extensive analysis of traffic and passenger flows, and
establishing a new era of railway travel detailed study of the site geometry, the initial design
for the station was presented in mid-1988.
Subsequent modifications led the architects to move
the passenger areas below the platforms, where they
were separated into arrival and departure zones.
The unusual curved shape of the station was
determined by the turning radius of the trains and
the confines of the busy city-centre site. The five
platforms - two centrally located sets of double tracks
and a single track on the western edge of the station
- also determined the geometry and form of the
building.
JO REID & JOHN PECK

The terminal expresses the creative interplay

between some of the best architects and engineers in
the country. Combining respect for railway heritage
The unusual curved shape of the structure is clearly visible in the public areas with a wonderful opportunity for innovation, they
have produced a building that both captures the
grandeur of Brunel’s large-span iron-roofed stations
and establishes a distinctive identity for the new age
of European travel promised by the Channel Tunnel.

Structure
A 1.8 m-deep basement floor slab, spanning the
shallow London Underground Bakerloo and
Northern lines, forms a raft foundation to the
structure. The slab has been designed to
accommodate ground movements and the future
construction of the Jubilee Line Extension. Above
lies the arrivals floor slab, and together the two slabs
form a heavily reinforced concrete box which
carries the track support and platform structures.
The space formed by these structures contains the
arrival and departure areas, in effect creating a
The geometry and form of the building were determined by the five tracks building within a bridge.

6
P R O J E C T P R O F I L E

Over 200 m long, this building extends from the

concourse at Waterloo Station to a series of road
bridges over Leake Street. Its roof is formed by the
platform structure, which extends a further 200 m
on existing brick arches and is mounted on sliding
bearings to accommodate thermal expansion.
Concrete double-height shear walls are located
below the platforms, providing both longitudinal
and transverse fixity Transverse fixity is also provided
where a load-carrying wall marks the end of the
track support structure. The shear walls are exposed
and comprise twin diagonal strut/tie members
enclosing feature voids. The walls provide restraint
for the braking, traction and centrifugal loads
generated by the trains.
The track support structure was required to have
two-hour fire resistance and to form an insulation
barrier against condensation and noise from the
trains. This meant that any design using structural
steel would need whole or partial concrete
encasement. By 1989, design and cost studies had
indicated that a reinforced concrete structure was
suitable, but with certain steel elements to reduce
dead weight.

TREVOR JONES
Since an office development was proposed for
above the terminal, design work was undertaken for
a partly concrete-encased steel structure. Although A cross-bracing shear wall - an excellent example of concrete workmanship

the plan was dropped in summer 1990, the design

remained unchanged. However, at bid stage an
alternative structural form was presented using
reinforced concrete. The cost and time advantages
proved decisive and the new design was accepted,
but with steel for some elements such as the plate
girder bridges that span Leake Street and an enclosed
service mezzanine bridge that links the back of
Waterloo International with the domestic station.

Roof
The single-span roof is the focal point of the project;
it forms a steel and glass crown to the four-level
concrete structure and provides a lasting impression
for passengers arriving from, or departing for, the
Continent.
Asymmetrical in shape, the roof is essentially a
flattened three-pin bow-string arch. The centre pin
is moved to one side so that the arch rises steeply on
the west to allow headroom for trains. Here, the
elevation acts as a large ‘picture’ window, vividly
displaying passenger and train movements especially
when lit at night.
JO REID & JOHN PECK

The graceful
The roof edge below is expressed through a series asymmetrical roof
of perforated stainless steel cladding panels which provides a lasting
impression for
hide a longitudinal services route. passengers

7
 P R O J E C T P R O F I L E

Underneath the edge panels is a double height

transparent wall, comprising 1200 m2 of toughened
glass sheets, which enables the arrivals concourse to
be visible to all. Along its length it is punctured by
two cross-bracing shear walls with inset louvres - a
marvellous example of concrete workmanship.
The selection of materials was given careful
consideration - particularly since a structural design
life of at least 125 years was requested by EPS.
Overall, 10 000 m2 of glass and 7000 m2 of stainless
steel sheet were used in the roof.

CONSTRUCTION
TREVOR JONES

Double height glazing

throws light into the arrival
General
and departure areas
Any major development on a restricted city-centre
site presents a challenge; at Waterloo the problems
were particularly complex.
First, there was the difficulty of building the
terminal alongside a fully operational railway station.
Careful planning was therefore needed to prevent
any disruption to train services and passenger
movements.
The narrowness of the site, flanked by office
blocks and Network SouthEast platforms, meant that
footprint space was at a premium. Construction
depth was limited by two London Underground
tunnels, and height by the desire to keep the new
platform as close as possible to the level of the
domestic station. Other obstacles included a new
Underground station concourse, a British Rail
tunnel, four banks of escalators, and neighbouring
buildings. In addition, there was also the hazard of
LILLEY’S PHOTOGRAPHY

working close to live electric rails.

To ensure that none of the structures either
beneath or bordering the site was damaged by
Construction on the narrow site, flanked by existing buildings, required demolition, excavation or construction, one of the
careful planning to avoid disruption to services most extensive geotechnical surveys ever
commissioned in the UK was undertaken. This
included drilling 40 boreholes to depths of between
15 m and 70 m; high quality sampling using thin wall
tubes and rotary coring; in-situ testing; 20 trial pits
next to the existing foundations; and 15 rotary cores
of the existing foundations.
The complexity and diversity of the project,
coupled with the requirement for a fast-track
programme, led EPS to choose construction
management as the method of contract
procurement. From inception to completion the
LILLEY’S PHOTOGRAPHY

Concrete was placed

project took just five years, with only the last 38
by a variety of months involving on-site construction.
methods, including
pumps, booms and
The works were divided into nearly a hundred
skips packages, phased from north to south to free

8
P R O J E C T P R O F I L E

completed sections for fitting out. Once the viaduct

beyond the main body of the terminal was in place,
and the substructure at the northern end complete,
construction progressed south on the track support
structure, following successive pours of the basement
raft and arrivals slab. Concrete was placed by a
combination of pumps, booms and tower crane

LILLEY’S PHOTOGRAPHY
skips. While the concrete superstructure was still
being completed, the roof trusses were erected Existing arches were broken back
so that construction at all levels progressed and their ends strengthened and
underpinned
simultaneously.
To have completed the structure so swiftly and
without any major delays is a credit to the close
working relationship between the client, the
construction manager, the consultants and the trade
contractors.

Substructure
Before the basement could be built, 55 000 m3 of
LILLEY’S PHOTOGRAPHY

excavations, 300 m of sheet piling and the Staged construction of the

construction of a 200 m cofferdam were required. basement involved temporary
propping off the new raft
These major groundworks were needed to place the foundation
terminal’s upper floor on the same level as
Waterloo’s existing platforms, which sit on brick
vaults built in the early 19th century.
The restricted site meant that foundations had to
be completed in three stages. To begin, the first
portion of the raft foundation was cast in the middle
of the site, from which the perimeter diaphragm wall
and sheet-piled walls were propped during the
second stage. Finally, when the perimeter works
were finished, the props were removed and concrete
poured to complete the raft. This phase of

LILLEY’S PHOTOGRAPHY
construction saw 2000 m3 of concrete pumped per
week in complex pours, with early striking and
modular formwork.
It was necessary to underpin and strengthen the
truncated ends of all existing arches. Generally, the The station superstructure was formed entirely in reinforced concrete

arches followed an east-west alignment but some

required skew cuts. Strengthening was mainly
LILLEY’S PHOTOGRAPHY

achieved by reinforced concrete relieving oversaddles

and guniting inside the arches where necessary.
As a result of the removal of the original ground,
the basement raft had been predicted to heave by up
to 20 mm during the life of the structure. During
construction next to the existing arches, downward
settlements were predicted; since the structure is
continuous across the interface, induced bending
from differential settlements was considered.
Investigations showed that, provided the
magnitude of differential movement was limited, Concrete construction
followed in sequence
the bending induced by the deck could be down the length of
accommodated during the construction period. the terminal

9
P R O J E C T P R O F I L E

Monitoring of the structure was carried out regularly

so any excess settlements could be catered for by
jacking the structure at the bearing locations.
Inevitably, construction of the substructure was
affected by refinements to the superstructure design.
In particular; the thermal stresses imposed by a
concrete superstructure required around 500 tonnes
more reinforcing steel. To avoid a delay, manpower
and resources were increased. After only 15 months,
fit-out trades were able to move into the concrete
shell.

LILLEY’S PHOTOGRAPHY
Superstructure
Construction of the track support structure began
over the arches at the north end of the terminal.
The track and platform structure was completed first to allow roof construction; the departure floor
slab was cast at a later stage
Columns in this area were precast to shorten
construction time. Once the shear walls had been
completed and tied into the slab, the temporary
restraining falsework was taken away and moved
forward for the next section. Falsework erection,
fixing of formwork and reinforcement, and concrete
pours followed in sequence down the length of the
terminal. The programme required the track and
platform structure to be finished first to allow
erection of the roof to begin on time. The departure
floor slab, constructed at a later stage, used traditional
falsework supported from the arrivals slab below and
back-propped to basement slab.
The maximum concrete strength required by the
design was 50 N/mm2, and this was used throughout
to minimize differential shrinkage. Ground
granulated blastfurnace slag (ggbs) was used as a
cement addition and to help give a mix capable of
being pumped under summer conditions. High early
LILLEY’S PHOTOGRAPHY

strengths were needed for striking, and rather than

use cubes to monitor the strength gain, the in-situ
Abcon method was adopted (measuring the rate of
Lightweight concrete was used for the trackbed, insulating the passenger areas below exothermic reaction and extrapolating likely
strengths). The concrete finish was achieved using
grp coffer moulds for the slab soffits and special
sandblasted steel shutters for the columns. Retarding
and plasticizing additives were used in the mix where
reinforcement was particularly congested.

Roof
The roof was thoroughly tested before being erected
on site, including a trial assembly of a 48 m-span bay
at Wetherby in Yorkshire.
After assembly of the truss sections on the
concrete deck, the 36 arches were positioned by
mobile cranes. A new bay was started every
TREVOR JONES

Arch thrusts are

contained by elegant
two-three weeks, and was clad immediately after
structural concrete completion.

10
P R O J E C T P R O F I L E

THE CONCRETE CONTRIBUTION

August 1990
The fast-track programme dictated that the design
could not be ‘frozen’ before letting the structure
packages. Concrete was the most suitable building
material as it allowed changes to the layout and the
service penetrations much later than would have
been possible with a steel-frame design. The
conversion to reinforced concrete on the
superstructure was a crucial decision which resulted
in a saving of over £2 million and an 8% reduction

LILLEY’S PHOTOGRAPHY
in programme time. In addition to this economic
advantage, reinforced concrete provided the
following benefits:
• Mass - a strong, robust structure was required to
absorb the braking forces of the 400 m-long,
800 tonne trains.
• Stiffness - concrete’s innate stiffness meant fewer
cladding joints and flexible fixings than in a steel-

LILLEY’S PHOTOGRAPHY
framed structure.
• Versatility - concrete was an economic means of
accommodating a complex variety of surface
finishes and adjustable fixings. Precast elements September 1991
ensured factory-quality finishes and a reduced
construction programme.
• Aesthetic appeal - the monolithic, stone-like
quality of concrete offered an attractive
counterbalance to the lightweight, transparent
LILLEY’S PHOTOGRAPHY

roof. It also allowed the architecture to express the

structural form as much as possible.
• Fire resistance - concrete’s inherent fire resistance April 1992
easily achieved the required two-hour standard.
• Noise insulation - the ability of concrete to absorb
noise and vibration was particularly useful.
• Fatigue resistance - concrete structures are
generally less sensitive to live load effects than a
lighter steel structure with discrete elements and
connections.
• Buildability - the geometry of the site required a
building material that was versatile and flexible.
Concrete was able to overcome site restrictions
(especially the low construction depth), speed the
sequencing of trades, and meet the fast-track
construction programme.
Completed on time and within budget, Waterloo
International is the first major railway terminal to be
built in Britain since the Victorian era; the first to
provide facilities for a direct high-speed inter-city
European service; and the first to extend airline-style
JOHN EDWARD LINDEN

travel to rail passengers. The project’s success can be

attributed to excellent design, effective teamwork on
site, and the selection and creative use of concrete as
the principal building material. Waterloo arrival: the challenging construction programme was completed on time and within budget

11
P R O J E C T P R O F I L E

A P P E N D I X THE PROJECT TEAM

Client British Rail Board (European Passenger Services Ltd)
Project manager British Rail Project Management
Construction manager Bovis Construction Ltd
Architect Nicholas Grimshaw & Partners (ITW) Ltd
Structural engineers
Roof YRM Anthony Hunt Associates
Foundations and external works Sir Alexander Gibb & Partners
Viaduct Cass Hayward & Partners
Tony Gee & Partners
BR Board Network Civil Engineers
Services engineer J. Roger Preston & Partners
Quantity surveyor Davis Langdon & Everest
Concrete trade contractors
Substructure, trackbed and platform finishes R. O’Rourke & Son Ltd
Track support Birse Construction Ltd
Precast concrete suppliers Empire Stone Ltd
Conallcrete Ltd

THE PROGRAMME

AREAS CONSTRUCTION TIME

m2 Start February 1990
Roof 23860 Finish May 1993
Platforms (inc. track beds) 18104 Duration 38 months
Departures 9148
Arrivals 8417
Basement 8351
Arches 8044 Long section

12
P R O J E C T P R O F I L E

CONSTRUCTION COSTS
£ million
Organization 16.9
Demolition 3.7
Structure 32.5
Roof steelwork 3.5
External fabric 3.0

JOHN EDWARD LINDEN

Roof cladding 7.7
Internal fabric 8.4
Fit-out 8.4
Services 27.6
External works 4.1
Infrastructure 15.0
Total 130.8

Cross-section

Perspective of
departure level

13
PROJECT PROFILE: WATERLOO INTERNATIONAL

S. McGuckin, G. Stowell, M.F Southcott and S.J.G. Martin

BRITISH CEMENT ASSOCIATION PUBLICATION 97.330