KCI

AIRPORT
RENOVATION

TERMINAL A

KCI TERMINAL
WORKSHOP
BACKGROUND:
After various studies, reports and deliberations the KCI Airport Terminal Advisory
Group (ATAG) has decided that renovation of any of the 3 existing Terminal
Buildings (A, B, & C) will not yield an appropriate solution for the airports future
requirements. Consequently all options for renovation have been shelved. Their
view is that a new terminal building on the site of existing Terminal A is the best
option to be further considered.
Contrary to ATAGs decision, we convened a two-day workshop (Dec 1st and 2nd)
in Kansas City to discuss renovation options for Terminal A at KCI. It seemed to
us that the problems associated with renovation identified by ATAG were worth
revisiting as the cost for a new terminal would surely be significantly greater than
a well-considered renovation plan. Also there are features within the existing
terminals such as short walking distances and no changes in level that are very
popular with users that KCI customers are afraid of losing if a new terminal were
to replace the existing facility. It is worth noting that KCI has consistently ranked in
the top-five airports in the North America Airport Satisfaction Study by J.D. Power
and Associates; in February 2010 the airport was the highest-rated medium-sized
airport; and in February 2008, U.S. News & World Report ranked the airport the
third least miserable airport in the US. (source Wikipedia)
The existing terminals have significant embedded value and retaining them
and reusing them is more sustainable than a teardown, both economically and
environmentally particularly considering the investment that the community made
within all three buildings about 10 years ago. The airport is well landscaped and the
terminals are architecturally distinguished with memorable spatial characteristics,
particularly if the interiors were to be returned to their original openness. These
are very appropriate qualities for the gateway to a city and its surrounding region,
explaining much of the affection for the airport felt by the Kansas City community.
That one of the terminals is currently unused is an extraordinary opportunity to
commence a phased airport upgrade in an efficient and cost-effective manner,
which is not an opportunity enjoyed by many airports. Forecasting future air traffic
patterns is full of uncertainties; a big bang approach to the provision of airport
infrastructure is a far riskier proposition than an incremental phased approach.
It is our Groups opinion that there are some very real and worthwhile options for
the renovation of Terminal A that can yield a new terminal through a combination
of judicious renovation and the addition of new space where required. The best
of these hybrid solutions yields a highly functional facility that can be repeated
at Terminals B & C if and when KCIs needs for further expansion is required over

time. Renovation, or a hybrid solution, is a very good value proposition when

compared to the cost of a new terminal facility after what would first necessitate
the demolition of Terminal A and the site made ready for new construction. A
new terminal would also involve considerable air-side apron reconfiguration and
construction.
CURRENT PROBLEMS:
Within Terminal A there are currently four security checkpoints between the public
and secure areas of the airport which are inefficient to operate, inadequately sized
and lead to congestion and delay in busy periods. Within the secure areas there
is a paucity of passenger amenities such as comfortable waiting areas, restrooms,
shops and food and beverage outlets, resulting in poor customer service and
amongst the lowest commercial revenue per passenger in the US. Commercial
revenue supports airport operations and reduces charges to airlines, helping
to keep ticket prices low. There is lack of space for baggage reclaim and poor
flexibility due to the ticketing and bag-drop areas interrupting the outer ring of gate
areas.
HYBRID OPTION:
Terminal A is approximately 60 wide and a very long building. In its day, the
width was adequate for gate holding area dimensions as there was no security
requirement for separation between ticketed and un-ticketed passengers. The
security measures now in place have rendered the terminals 60 width inadequate
as the dividing wall in place that separates secure from unsecure space splits the
width between these areas into an unacceptable, limiting dimension. The length
of the building and its single-level public space were central to the original design
requirement for drive to your gate convenience. Today with the need for security
check points after check-in, the length of the building has necessitated multiple
security combs and longer walking distances than before.
Our solution is to expand the width of the building where the extra space is needed
which is where ticketing/security, concourse and gate areas are layered against
each other. An approximate doubling of the existing terminals width from 60 to
120 is sufficient at these locations. To accomplish this we have sleeved new
construction on the inside (roadside) of the terminal ring. The 60 of expansion
takes the terminal out to about the center island of the roadway where currently
there are waiting areas for the commercial shuttles. An extra 60 of width is not
required along the entire arc of the existing terminal and in these locations the
addition has been kept to approximately 20. Relocating the boundary between
the public and secure areas to what is currently the front face of the building,
will open up the interior of the terminal to its original spaciousness and provide

plenty of space for a modern, locally-based concessions program that supports

regional businesses as well as providing a delightful, meaningful and memorable
experience for the passenger. Expanding the terminal inwards, towards the road
over the full length of the building will provide space for two spacious, state-ofthe-art ticketing and bag-drop areas, two high-capacity security checkpoints to the
latest TSA dimensional standards and a large, new central baggage reclaim area.
One of the favorite aspects of the current terminals is their original feature of
multiple drop-off and collection points for travelers. We have decided to maintain
this unique aspect of KCIs terminals in our design of the hybrid option and eschew
the central processing hall model favored by ATAG. ATAGs design also calls for
a two level terminal building that separates arriving and departing travelers and
associated vehicular traffic. We conclude this to be an unnecessary complexity,
while conforming to new terminal designs at other airports, is nonetheless more
expensive to build and less convenient for travelers than needed.
We have created two curbside drop-off zones that align with ticketing and bag
drop areas within the terminal building which are at the one-third points along
the buildings arc. Immediately adjacent to each ticketing location is a security
comb from where gate areas and associated amenities can be accessed. The
distance from each security comb to the farthest gate is under 900 which is less
than the maximum recommended distance to walk before moving walkways are
required. The maximum and median distances from checkpoints to gates are both
significantly less than appears to be the case in ATAGs preferred new terminal
concept. Reducing security checkpoints will only improve the airports current
operating cost from average to better than average.
There are currently four security combs in each terminal. Our proposal reduces
this number to two, correctly sized facilities. While one security comb would be
preferred, the balance between curb-side drop-off and walking distance within
the terminal has to be balanced. We believe that two security combs is a good
compromise between the ideal of one and the current number of four. From
an operating cost perspective it should be noted that KCIs current cost per
enplanement is average amongst its peer group.
Baggage reclaim is in three zones; one at each end of the building (where they
currently are), and one larger central facility within the new roadside construction
area adjacent to where it is currently. There is ample curbside length at these
locations and they are sufficiently distant from drop-off areas at ticketing locations
that they can operate effectively without congestion between the functions.
Beyond the secure boundary within the terminal there is a pair of retail/
concession hubs to which all departing passengers are exposed after exiting the
security combs. From a retailing perspective, this is an ideal arrangement as
all passengers should have the opportunity to become customers. KCI is last
amongst its peer group of 20 similar airports and currently generates only 40%
of the concession revenue compared to the average within this group and just
20% of the best performing terminal in the peer group (San Jose). If KCI could lift
its retail performance to that of the average, it would result in almost $10 million
additional in retail revenue each year. If retail could approach that of San Joses,
the figure rises to over $30 million additional annually.

PARKING GARAGE:
To increase the width of the building it will be necessary to re-align the road
on a tighter radius requiring modification to the existing parking garage. This
modification involves removing the three existing circulation towers and relocating
them clear of the new roadway. The towers are not structurally connected to the
parking levels, so their demolition and reconstruction out of the way of the new
road is simple and will result in little loss to parking capacity.
It is further proposed that two additional levels of car parking be added above
the top level of the existing garage. We expect that at least 650 cars per level of
parking will be maintained. Of the five levels of carpark we suggest dedicating four
of these to private vehicles (two existing floors + two new floors = 2,600 spaces)
and one level for commercial vehicles such as shuttle buses and taxis. This level
would be at the top of the existing garage and would have a clear height between
floor and structure of 15. Above this level would be the two new parking levels.
Our structural engineer has made a preliminary investigation of this proposal
and is of the opinion that the parking garage can be modified as suggested and
that our allowance within the cost plan is adequate. We have included $31.75
million for rebuilding the circulation towers, adding capacity to the existing footings
and columns, repairing any deterioration of the existing structure, new services
throughout, and adding two new floors of parking.
BENEFITS:
One existing terminal expanded in this way will provide one-half of the required
airport capacity at around one-third the cost of the proposed new terminal. After
completion of Terminal A, one of the other two terminals could be expanded in a
similar fashion with its timing synchronized exactly to suit actual air traffic growth.
This will result in more manageable capital expenditure for the City at lower risk.
The familiar and convenient curbside-to-gate, single-level terminal is retained, and
even though walking distances are slightly increased due to the reduced number
of security checkpoints, they are short compared to the majority of similar sized
airports and the greater ease of passing through the security checkpoint will be a
major benefit.
The passenger experience will be significantly improved through a return to the
open interior of the original terminals which can become an icon for Kansas City
providing all the amenities and opportunities afforded to passengers at the best
contemporary airports in the country. KCI can once again become a stand-out
amongst its peers.
With all new systems, a renovated structure, and expanded car parking, the new
Terminal A will have a long lifespan and will be efficient to operate. Revenue
should be substantially improved and operating costs will come down.
COST:
We have estimated the construction cost of our hybrid solution to be in the order
of $308 million including all construction, and an appropriate contingency (15%).
This solution would result in approximately 18 new gates; leaving terminals B &
C in their current operable condition for redevelopment in the future following the
same hybrid approach and at a similar cost, plus relevant escalation.

APPENDICES
Cost Estimate
Existing Terminal
Conceptual Layout
Phased Development
Workshop Team

COST ESTIMATE

KCI RENOVATION BUDGET

Terminal A

New Construction
Renovated Construction

77,000
140,000

@ $
@ $

1,000
600

per sqf
per sqf

$
$

77,000,000
84,000,000

25,000,000

$
$

9,000,000
22,750,000

Services/Infrastructure/Utilities/Baggage
Systems

40,000,000

Roads/Sidewalk & Curb

SUB TOTAL

$
$

10,000,000
267,750,000

Airside Improvements
Renovated Garage
New Garage Levels (2 @ 650 cars)

1,300 cars, plus commercial shuttles on level 3

1,300 cars
@ $ 17,500 per space

Construction & Design Contingency

15% $
$

40,162,500
307,912,500

Design Fees
TOTAL PROJECT COST

9% $
$

27,712,125
335,624,625

EXISTING TERMINAL

CONCEPTUAL LAYOUT

-- Concessions Hubs*
-- Security Checkpoints
-- Ticketing & Bag Drop
-- Gate Areas & Amenities
-- Secure Concourse
-- Public Concourse
-- Baggage Reclaim
-- Secure Boundary
-- Arriving Passengers
-- Departing Passengers
-- Amended Roadway
-- Replacement Stairs & Lifts

Note(*): additional concessions

located throughout secure areas
plus some located in the public
concourse.
Overlay to City of Kansas City Aviation Department Drawing AC11P/101 (HNTB) of January 2001

MCI Terminal A
Conceptual Layout;
Expansion Inside the Ring

0'

50'

100'

200'

PHASED DEVELOPMENT

EXISTING

EXISTING TERMINAL A

TERMINAL A GARAGE PARTIAL DEMO - PHASE 1

TERMINAL A ADDITION - PHASE 1

TERMINAL A ROAD AND SIDEWALK - PHASE 1

COMPLETED TERMINAL A - PHASE 1

TERMINAL B - PHASE 2

TERMINAL C - PHASE 3

GARAGES - PHASE 4

HOTELS - PHASE 5

TRAM TO PARKING - PHASE 6

COMPLETED KCI PROJECT

WORKSHOP TEAM
WOODS BAGOT
San Francisco, CA
Woods Bagot is a global design and consulting
firm with a team of over 1000 people working
across studios in Australia, Asia, the Middle East,
Europe and North America. Specializing in five
key sectors Aviation and Transportation;
Education, Science and Health; Lifestyle; Sport;
and Workplace Woods Bagots diverse portfolio
spans more than 140 years, a legacy of design excellence. Over a period of 20
years, Woods Bagot has led dozens of projects in the air and transport industry
across Europe, Asia, the Middle East and Australia. The range of work
encompasses a broad spectrum of planning projects from aeronautical
requirements to freight, tourism and hotel precincts, logistics parks, corporate
office and business parks and ancillary infrastructure and development projects.
In the aviation industry alone, Woods Bagot has worked on projects for over 20
airline clients and over 30 airport clients. Professionals within the practice have
substantial experience across the full range of planning and design disciplines
required for airport master planning, terminal design and rail station planning
and design. The accumulated knowledge and expertise in all aspects of facility
planning, brief assessment, urban design and master planning, architecture and
interior design, documentation and construction enables Woods Bagot to provide a
full range of services, creating innovative and inspiring designs that are grounded
in sound technical performance, are easily deliverable and delight the traveler.
Woods Bagot, as lead designer, brings a substantial knowledge base and
innovative approach to the KCI Airport design workshop.
CRAWFORD ARCHITECTS
Kansas City, MO
Crawford Architects Kansas City office was established in 2001
when several of the industrys leading design professionals came
together to create one of the most unique firms in the country.
Their collective experience includes award-winning public
assembly and mixed-use projects around the world. They are a
full service architectural practice that specializes in the planning
and design of public assembly projects including convention
centers, stadiums and arenas. Their partners have more than 60
years of experience in designing projects on complex sites representing over $4
billion dollars of construction successfully in place.

Crawford Architects is a national practice with Kansas City roots and in this
capacity will be associate architect to Woods Bagot contributing their experience
of the local Kansas City design and construction environment to the KCI Airport
design workshop.
MOTT MACDONALD
London, UK
Mott MacDonald is a global management,
engineering and development consultancy adding
value for public and private clients on agendasetting, next-generation projects worldwide. As
one of the worlds most experienced aviation
consultancies, Mott MacDonald provides aviation
advisory services to governments, civil aviation authorities, airport companies,
equity investors and providers of debt finance in addition to project finance,
technical, business planning and transaction advice for over $75 billion of airport
assets in over 100 countries.
Their global expertise includes the following specialist areas:

Technical advisory and traffic forecasting

Airline advisory services
Airport planning and development strategies
Operational concept, critical systems and IT
Design and capital delivery
Sustainability and environmental management
Asset management, operations and maintenance

Mott MacDonald aviation consultants have undertaken projects for over 16

governments, 240 airports, and 12 airlines and have a deep understanding of the
aviation industry from all viewpoints.
THE S-A-P GROUP
San Francisco, CA
The S-A-P Group is a San Francisco-based
consulting firm that provides planning services
for airports worldwide. Specializing in assisting
airports with the creation of business-oriented

development strategies, The S-A-P Group consultants integrate both financial

analysis and facility planning to optimize an airports development goals. This
ability comes from staffs prior employment in the airport, airline, real estate, and
government sectors. It is supplemented by direct and recent project experience
with numerous airport operators -- both large and small -- and with other clients,
such as investment banks and property developers.
Their expertise is in the following areas:

Facility development plans

Airport commercial and other revenue enhancement programs
Airport business plans
Activity forecasts (passengers and aircraft operations)
Operating budgets (expenses and revenues)
Capital expenditure programs
Financial plans
Airline negotiations
Airport privatizations
Aeronautical regulation and fee-setting

One of the unique attributes of The S-A-P Group engagements is the incorporation
of best-in-class assessments of the worlds top airports, the result of our
consultants knowledge of more than 220 domestic and international airports in
74 countries.
AUSTIN COMMERCIAL
Dallas, TX
Austin Commercial is one of the largest, most diversified builders
in the United States. It is nationally recognized for exceptional
safety records, diversity inclusion programs and innovative
construction solutions in the following markets: advanced
technology, aviation, corporate/office, healthcare, hospitality,
mission critical, mixed-use/retail/residential, public assembly
and sports, and university. Completed aviation work includes
facilities for the cities of San Francisco, CA; Phoenix, AZ; Los
Angeles, CA; and Charleston, SC.
Austin Industries provides nearly every type of civil, commercial and industrial
construction service, capitalizing on the depth of expertise in three operating
companies Austin Bridge & Road, Austin Commercial and Austin Industrial.
Austin Industries is one of the 10 largest general contractors based in the southern
half of the U.S. and is the third largest merit shop contractor in America. The
company is consistently ranked in the top 50 of Engineering News Record (ENR)
magazines Top 400 contractors.

WALLACE ENGINEERING
Kansas City, MO
Wallace Engineering provides structural engineering
services to a wide array of clients: architects, engineers,
contractors, developers, governmental entities, industries
and institutions. Wallace has extensive expertise in the
design of new buildings as well as in the evaluation,
renovation and repair of existing structures and building
design experience ranging from 60 story buildings and aircraft hangars to single
family residences. Wallaces experience also encompasses large-scale projects
such as investigation and repair of football stadiums and multi-building office
complexes to small-scale projects such as a building renovations and residential
additions.
BHC RHODES
Overland Park, KS
BHC Rhodes is a customer service focused
civil engineering and surveying consultancy
committed to serve clients in an environment
of collaboration, quality and with the highest
level of integrity. Founded in 1992 to deliver outstanding expertise in engineering
and surveying services, BHC Rhodes strives to be recognized by staying engaged
with customers and in the profession. They bring local civil engineering design
expertise and relevant knowledge from working at KCI on projects unrelated to
the current terminal project.
RIDER LEVETT BUCKNALL
Denver, CO
Rider Levett Bucknall is an independent, global property and
construction practice with over 3,500 people in more than 120
offices across the Americas, Asia, Europe, Middle East, Africa,
and Oceania, providing cost management, project management
and advisory services. The firm is committed to delivering high
quality outcomes through advice focused on the cost, quality
and sustainability of the built environment.

CRAWFORD ARCHITECTS LLC

1801 McGee Street Suite 200
Kansas City, MO 64108
Stacey Jones
stacey.jones@crawford-usa.com
816 421 2640 telephone
816 421 2650 facsimile