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CN Projectreport 018-020 280711
CN Projectreport 018-020 280711
CN Projectreport 018-020 280711
Height restrictions mean crawler rather than tower cranes must be used on T2A
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Terminal 2B pier Phase 2 open Potential for station box for Track Transit System (TTS) to be built and Lima taxiway TTS tunnels to be safeguarded Baggage basement built and tunnel safeguarded across Lima taxiway conditioning
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Big projects will never fail to present challenges, and the redevelopment and consequent expansion of Heathrows Terminal 2 demonstrates a pretty good range of what can be thrown at contractors. The scheme involves the demolition and replacement of the passenger terminal (T2A), 10 new aircraft piers (T2B) and a possible future passenger terminal and car park expansion (T2C). BAA Eastern Campus programme director Joanne White says: Its very challenging because the T2B [aircraft piers and stands] work is all airside. This means vehicle deliveries must all be security screened, with the workforce vetted before arriving on site. T2A alone is one of the biggest construction projects in the UK. But the total current 2.2 billion project is one of the biggest in Europe, with only the likes of Crossrail exceeding it. And the proposed T2C expansion will also be in the same ball park.
Passenger capacity T2C would increase passenger numbers from 20 to 30 million by expanding the car park and terminal capacity. The overall purpose of the project, says BAA, is to develop Terminal 2 for the Star Alliance airline consortium to ensure it is a convenient hub for onward flight connections. The old T2 demolition was
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2.2bn
value of T2A and T2B
completed last year, and BAA says this included the recycling of 95 per cent of the material, adding that the new building will produce 40 per cent less carbon than the old one. An excavation that is currently under way will safeguard space for an underground baggage handling system as well as a light rail line connecting the main T2A transit building with the T2B aircraft pier (and later, the proposed T2C passenger expansion). This excavation requires 600 vehicles a day at the peak of the works, with soil either becoming backfill or being used to cap a nearby tip as a result, 90 per cent of it is reused. Ms White says: The new north-facing T2A passenger terminal will afford excellent solar gain protection and a canopy roof extension will provide more shade to prevent excessive summer heat, as well
as weather protection for passengers arriving from the car park. new aircraft The building Total number of has been stands at T2B site workers designed with several key things in mind that include biomass unit for supplying hot environmental considerations, water as well as heating the whole site constraints and speed of eastern campus. construction. Mr Pickard explains that being T2A programme leader Duncan an operating airport, the site Pickard says the north-facing has a variety of site constraints. windows within the roof still For example, work must not allow sunlight without the solar interfere with the line of sight gain. So you reduce your carbon from the control tower to the footprint by turning off the ends of the runway and lights, he says. The brise-soleil means you have sufficient canopy construction equipment must not block the overhead horizontal shading without preventing radar pulse. natural light. Other sustainability features include borehole water that feeds Heavy influence the cooling station negating the Although the busy airport need for potable water while environment necessitates a quick the energy centre incorporates a build, the site constraints have
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heavily influenced the construction sequence and methodology. We are aiming to build T2 in 40 months, that is from spring 2010 to autumn 2013, says Mr Pickard. But while T5 had 30-odd tower cranes, we cant use any because of the impact on the sight lines from the control tower. The inner horizontal surface is 45 m above the runway threshold, which provided another construction constraint.
This is an area that would be needed should a plane get into difficulty, he says. So we had to have a design that allowed crawler cranes to construct from T2As leading edge, which means a weight limit of 20 tonnes for any one element.
Building cores The passenger terminal building is based on 12 vertical cores measuring 9 m x 18 m x 24 m high. To maximise speed and quality, the project team opted for offsite manufacture for the M&E, using designed-for-manufactureand-assembly (DfMA) products, while the 27,000-tonne steel frame is being fabricated and erected. There is a an ethos on the project that if its simple do it onsite, and if its complex do it offsite, says Mr Pickard. The four-floor building has a composite metal deck while the roof is a traditional Kalzip aluminium standing seam design.
While T5 had 30-odd tower cranes, we cant use any because of the impact on the sight lines from the control tower
duncan pickard T2a programme leader
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The structure is glazed on the east, south and west faces, while the north face is temporary to allow the structure to be extended further to the north. Mr Pickard says the passenger experience is intended to give them the impression of following a wave as they walk beneath the undulating ceiling. Work has included excavation for a basement for the phase 2 baggage system installation a function that is currently being handled by Terminal 1 for outbound flights. The basement has a raft foundation to minimise
movement and spread the load. Mr Pickard says: Traditionally you might have designed a building and then worked out how to build it. What we have done is have a concept of what we wanted, and then taken into consideration all the constraints before deciding how to build it first. The design informs the method of construction. For example, the modular M&E and the steel roof sections and frame need to be assembled with crawler cranes. The steel sections must be able to be
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Technical
We only have about 400 people on site, which is perhaps half the amount needed for a traditional job of this kind
duncan pickard T2a programme leader
delivered by trucks without escort. Its all about minimising logistics as there is one main road tunnel entrance to the central terminal area. An escort would impact on Heathrow operations, as it takes out both of the three lanes coming in. Its all about being the invisible silent builder that does not impact on Heathrows daily operation.
Project director of the HetCo JV between Laing ORourke and Ferrovial Agroman Pablo Riesco says: In a project like this, in the middle of the airport, the most important thing is getting the logistics right from the very beginning. We have 25-30 lorries delivering steel every day. On T2A we have delivered 95 per cent of the materials to the landside. But
to the aircraft stands on T2B, they have to go airside. The project reached a milestone before the beginning of June by completing the entire basement and substructure, and we are talking about a 200,000 sq m construction area. Mr Pickard adds: To put that into context, the commencement of the excavation to having a
watertight box is 20 months. He concludes: The next big one is the building envelope, which is scheduled for February 2012. So by then we will have completed the substructure, superstructure and roof. Yet we only have about 400 people on site, which is perhaps half the amount needed for a traditional job of this kind.
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