JNU TERMINAL RENOVATION SCHEMATIC DESIGN NARRATIVE · PDF fileJNU TERMINAL RENOVATION...

JNU TERMINAL RENOVATION SCHEMATIC DESIGN NARRATIVE 1



table of contents

TABLE OF CONTENTS

CONTRIBUTORS: JNU Project Manager: C. Fritz, AIA Architectural: Jensen Yorba Lott, Inc. HNTB, Inc Structural: PND, Inc Mechanical: Murray & Associates, PC Alaska Energy Engineering, CCG Electrical: Haight & Associates

EXECUTIVE SUMMARY

ARCHITECTURAL

STRUCTURAL

MECHANICAL

ELECTRICAL

APPENDIX Room Data Sheet & Key Code Analysis Schematic Architectural Design Drawings Schematic Design Structural Drawings Existing Electrical Panel Survey Drawings Metal Panel Product Literature Insulated Glazing Survey Sheet


executive summary

EXECUTIVE SUMMARY

This report summarizes the schematic design phase of the Juneau International Airport Terminal Renovation & Expansion, and represents the completion of approximately 35% of the entire design process for the project’s initial phase. It represents the collaborative efforts of airport management staff, the design team and stakeholders to achieve an important fi rst step in the modernizing the terminal to meet current demands. The renovation primarily consists of improvements to direct passenger services including:

• Renovation of approximately 20,000 square feet of interior space within the existing terminal

• Approximately 8,000 square feet of new fl oor area, primarily in the baggage claim area, and a new mechanical penthouse on the roof.

• Replacement of approximately 11,000 square feet of existing roofi ng

• Replacement of failed insulated glass at the south side of the terminal

• Improvements to curbside facilities, including wider sidewalk, bus staging area, and more canopies.

Guiding the confi guration of these new faculties are the following project goals:

• Maximize the economic opportunities of the Airport.

• Address functional and operational defi ciencies to improve passenger service.

• Create a new architectural aesthetic language that utilizes materials and forms that are more appropriate to Juneau’s climate.

• Modernize the building mechanical and electrical systems, improve the exterior envelope, and minimize the need for consuming fossil fuels.

• Confi gure improvements in such a way as to allow for future phases of work.

These goals are achieved by providing the following improvements:

• Expand baggage conveyor capacity to match current and future aircraft capacities projected to 5 years.

• Improve check-in and ticketing process, including reducing crowding:

• Increase effi ciencies of baggage and passenger screening activities.

• Improve food and retail concessions in the secure hold room area, and improve public access to existing concessions facilities

• Improve gathering areas for meeting and greeting arriving passengers.

• Improve gathering areas for group travelers

This Schematic Design Report builds off of the June 27, 2007 Conceptual Design Report and planning work that was done in 2005 (see www.juneau.org/airport/projects for previous related documents). It includes sections that deal with architectural, structural, mechanical and electrical elements of the building. It also includes an appendix with supporting and background information, as well as drawings that describe the new work.


BACKGROUND

The Juneau International airport terminal was originally constructed in 1948 with an area of approximately 5,000 sf. The last major addition occurred in 1984, which expanded the building area to the present size of about 78,000 sf. As with most airport terminals constructed prior to September 11, 2001, the building was designed to be operated far differently than is presently required. In addition to security concerns, changes in airline industry practices and traveler expectations have directed the project toward improving services and operation, and creating a stronger public image as gateway to Alaska’s capital city.

Juneau International Airport, as one of the few municipally owned airports in the state, faces signifi cant economic challenges as well as programmatic ones. While airport management has continually updated the terminal as funds and physical constraints permit, they recognized that they were unable to meet present and future functional needs with the existing building. Additionally, potential revenue was being lost due to inability of the existing building to support current aviation needs. Recognizing the need to update the terminal, airport management and CBJ worked with a team of consultants lead by Jensen Yorba Lott Inc, in association with HNTB, Aviation Planners, to develop a Terminal Master Plan, completed in 2005.

Out of the masterplan came a conceptual design phase that identifi ed the most critical Phase I components that could be accomplished with limited available funds. The Conceptual Design Report was completed in June 2007. Working with many community stakeholders, the current Schematic Design develops the spatial and visual characteristics, and selects structural, mechanical and electrical systems. This schematic design report of the terminal represents the 35% complete stage of the overall design effort.

OPPORTUNITIES AND CONSTRAINTS

The basis of this project is predicated on the maximum use of the existing building. This and other issues offer opportunities and well as design constraints.

OPPORTUNITIES: The opportunities present in this project are:

• The existing 1984 building is structurally sound and generally suitable for the new programs. Floor to fl oor heights are reasonable, and there are relatively few confl icts with existing columns or braces.

• Mechanical hydronic heat system is in relatively good shape and can be re-used.

• There is adequate space on the site for the scale of addition contemplated by this project.

• There are relatively few regulatory limitations to the use of project funds, providing a fair degree of fl exibility to project management staff in determining what elements of the building to renovate.

• The current design will allow for future phases to proceed without signifi cant disturbance of new construction.

• A very close working relationship exists among the parties to the work, which has helped to speed identifi cation and refi nement of solutions to design problems.

CONSTRAINTS: the following are challenges identifi ed by project staff:

• Funding is limited, so it is clear from the onset that not all defi ciencies can be addressed in the current phase.

• The new addition must connect to the existing building, which will remain relatively unchanged until future phases.

• Design solutions must recognize and be sensitive to the economic climate under which the airline industry operates. The design must foster, not hamper, the economic viability of all tenants.

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• It is not cost effective to relocate the existing escalator. Building circulation must be improved while maintaining the present escalator.

• Connection to the existing older portions of the terminal must be maintained.

• The phasing of the work must allow for ongoing airline and other terminal operations.

• It will be expensive to relocate existing duct chases, brace frames and seismic joints.

SCOPE OF WORK

Based on previous conceptual and other design research, it was determined that the most pressing needs of the terminal, and hence the focus of the fi rst phase of construction, should occur within the 1984 terminal area. This includes the areas that directly improve jet passenger arrival and departure at the airport- Alaska Airlines ticketing and baggage processing area; baggage carousel area; TSA baggage screening and passenger screening areas; services related to the existing hold room; and connecting lobby areas. It also includes replacement of critical building elements that are beyond their useful life- the failed insulating glass in the south facing windows, the 24 year old roofi ng, and upgrades to mechanical and electrical systems. The work in this phase has been confi gured to allow future phases to proceed without damaging the work accomplished in this phase.

There are two main elements to the schematic design. The fi rst expands the capacity of the baggage delivery system and addresses the overcrowding of the public baggage area. We studied numerous options to improving passenger baggage service, from multiple baggage carousels, circular, free standing carousel, and other options. A single, longer fl at plate carousel was selected that combines effi ciency of space with rapid delivery. It is sized to match the anticipated larger future generation Alaska airlines jets (737-800 series), baggage handling crew sizes and existing bag handling circulation traffi c. The fi rst fl oor is expanded to fi t the larger 190 ft long carousel (an increase from the current 118 lf) by approximately 90 x 50 feet.

The second main design element relocates the existing second fl oor mechanical room to a new rooftop penthouse. Larger mechanical areas such as this ordinarily are located in penthouse areas away from program areas because they block access and limit space utilization. However, when originally designed in 1984, the building height was limited by the sightlines needed by the old control tower, since replaced. Relocating the mechanical room to a new penthouse offers signifi cant opportunity to maximize interior spaces of the existing building. By far, the most cost effective way to relocate the mechanical room is to locate it over the new addition, rather than retrofi tting it over the existing structure. Due to budget constraints, the second fl oor space underneath the new penthouse will remain unfi nished.

These two elements resulted in an addition to the existing terminal of approximately 5,000 sf of new fi rst fl oor space, 2,600 sf of unfi nished second fl oor space, and 2,200 sf of penthouse mechanical space. Additionally, approximately 11,000 square feet of fi rst fl oor and 9,000 square feet of second fl oor space will be remodeled. This work includes re-arranging the existing second fl oor mechanical room with new TSA passenger screening, toilet rooms, concessions and other passenger services. On the fi rst fl oor, the Alaska Airlines ticketing and TSA bag screening areas will be reconfi gured to respond to Alaska Airlines new “2 Step” processing, new space provided for rental car concessions, and gathering areas for group travelers. A new passenger meeting lobby and stair will connect the two areas. The Alaska Airlines ticketing and TSA screening areas will be developed further by those entities as tenant improvements, as will concessions and rental spaces. Work in Phase I will provide the infrastructure for the tenant improvements. Due to budget constraints, sitework is limited to that necessary to support the other work.

PROGRAM DESCRIPTION

The basis of the architectural program is found in the 2005 Terminal Masterplan. The functional areas included in this phase were initially selected and described in the Conceptual Design report included in the appendix to

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this report. As part of that process, the original masterplan priorities were modifi ed to fi t revised funding and phasing requirements, and redefi ned as program goals. Further refi nement has since occurred. As refi ned in the current schematic design, the primary goals of the architectural program include:

• Expand baggage carousel capacity to match current and future aircraft capacities. Alaska Airlines overall strategy is to meet growing demand by increasing the size of aircraft, rather than increase number of fl ights. The present policy of maintaining a single ground crew will remain. Therefore a second baggage carousel is not as effective as simply expanding capacity of a single carousel. A fl at plate carousel was found to be more cost effective than a sloped plate one, and the new confi guration will greatly reduce overcrowding. Additionally, a new visual and audio system is being considered that will inform passengers of the bags that are on the carousel from specifi c fl ights.

• Reduce congestion and create greater effi ciency at Check-In Lobby: The fi rst fl oor is confi gured to allow Alaska Airlines to implement a two step ticketing process. The technology has been proven to increase check in processing at other airports and needs to also consider improvements to baggage screening. .

• Increase effi ciencies in passenger and baggage screening activities. Increasing the screening “through-put” of baggage is highly desirable and the TSA is committed to making improvements in these operations.

• Improve food and retail concessions in the secure hold room (departure) area, and improve public access to existing concessions facilities. New concession facilities will likely be “kiosk” type, with the ability to easily close down when the departure room is not in operation.

• Improve gathering areas for meeting and greeting arriving passengers as they arrive in the terminal and getting them oriented to their destination.

• Improve gathering areas for arriving and departing group travelers, such as sports teams and tour groups.

The refi nement process consisted of fi rst identifying the program components and then establishing the size, fi nish, equipment, furnishings, HVAC, lighting power, data and other needs for each. Additional interviews with stakeholders were conducted to test the previous established room criteria, and to ensure that the program goals were accomplished. Sizes and functions of spaces were modifi ed as required, and electrical, mechanical and other criteria modifi ed and expanded to suit. The information for each room is listed in the room data matrix included in the appendix. We have assumed criteria for some spaces, including concessions, ticketing, security etc. as placeholder criteria. Actual requirements for these rooms will be developed by others as tenant improvements.

SCHEMATIC DESIGN DESCRIPTION

In addition to the renovation and expansion already noted, other work in Phase I will include replacement of the 1984 era roof assembly, and the south elevation windows. Due to budget constraints, the remaining areas of the building will only be modifi ed as required to support the new renovation, such as work on electrical and mechanical distribution systems. There are a number of goals that shaped this design, guiding principles that have provided a strong thread of continuity through the various work efforts that have lead to the current design. Many of these derive from recognition of Juneau’s unique status as a community owned airport. These goals include:

• Maximize the economic opportunities of the Airport. By reducing operating and other costs, and maximizing tenant opportunities, the airport can positively affect the airport revenue picture.

• Address functional and operational defi ciencies to signifi cantly improve passenger experiences.

• Create a new architectural aesthetic language that utilizes materials and forms that are more appropriate


to Juneau’s climate. Make the building a place of public pride that refl ects its importance as a gateway to the state capital and the beauty of our region.

• Modernize the building mechanical and electrical systems, improve the exterior envelope, and minimize the reliance on fossil fuels for providing energy. These efforts will reduce costs, improve indoor environmental quality, and reduce the overall airport operating costs. A corollary to this is to maximize the use of the existing building before adding to it. In this way a more sustainable terminal is achieved.

• Allow for future phases of work. The work undertaken at this time is limited by funds presently available to the airport. Many pressing needs remain, including renovation or replacement of the oldest areas of the building. The confi guration of the current work must allow for an orderly transition of phasing with a minimum of disruption of ongoing airport activities.

Mindful of these goals, the present schematic design is a conservative, effi cient use of funds that addresses current passenger service defi ciencies without limiting future phases of work. Key elements of the project include:

SITE DEVELOPMENT: The main site defi ciencies noted in previous projects include the lack of: adequate sidewalk in front of the building; adequate curb frontage; limited covered parking. These defi ciencies can be distilled down to a critical need to improve the safe egress and ingress of passengers to the building. Because of the limited funds available, previous plans identifi ed in the Master Plan for relocating Shell Simons Drive and providing a parking structures have been dropped. The current plan addresses the fundamental safety concerns by:

• Widening the sidewalk between the building face and curb.

• Increasing the amount of covered curbside

• Provide bus and baggage vehicle pull out with covered curbside.

• Provide ice melt systems around building entries.

These modest efforts greatly improve the safe entry and exit of passengers and their companions. They are accomplished without the need to reduce existing rental car parking, and the present width of Shell Simons Drive has been maintained.

BUILDING EXTERIOR: A critical need at the airport is to improve the weather resistance of the exterior envelope, which is failing, offers poor climatic control, and which is shoddy in appearance. It was recognized that the renovation must improve the building appearance by creating an image that is achievable within the present building structure, can be repeated in future phases of airport redevelopment, is cost effective and easy to maintain, and which refl ects a positive image of our community and region. The new design addresses these and other needs by implementing the following strategies:

• Use the existing building as a basis for the form. Few structural modifi cations are required of the existing building, improving the effi cient use of project funds.

• Exploit the potentials offered by the new addition to create a new and evocative image for the airport. The mechanical penthouse, in association with the new arriving passenger stairway is located to help create a stronger anchoring element at the east end of the building.

• Provide a sloped roof over portions of the new addition. It is recognized that a full second fl oor will not be required in the future, as expansion can continue to move eastward if necessary. The sloped roof provides much needed volume within the baggage and arrivals area, improving environmental qualities, providing greater daylighting opportunities, and creating a positive aesthetic experience to visitors. It has been designed to allow for extension and expansion of the hold room and hold room services when required in the future. The sloped roof will be a concealed fastener standing seam metal roof similar in durability and life cycle as the membrane roofi ng. It will be detailed to facilitate replacement when its useful life is expired.

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• Provide metal siding in a rain screen confi guration. Metal siding has long been proven to be the most cost effective fi nish material in southeast Alaska. It is relatively inexpensive, very low maintenance, with extremely durable fi nishes available that extend the useful life of the product. When properly detailed it is also one of the most effective weather barriers available. We propose to use two types of metal wall panels, both in a rain screen type confi guration. A wide fl at panel will be used to minimize joints and create a simple bold image that will blend with the existing building. We propose to use a factory foam insulated panel to increase the overall stiffness of the panel and further reduce reliance on joints. The fl at panel will be contrasted with a vertical ribbed panel that will help transition to the sloped roof and provide needed vertical contrast to the largely horizontal base panels. The panels will be installed in a rain screen confi guration. The rain screen is designed to repel most water. However, it recognizes that water intrusion is virtually impossible to eliminate so it is designed to provide a path for water to leave the wall assembly before it can intrude any further into the building. To achieve this, the siding is spaced from the substrate, and installed over a continuous, breathable water barrier. We will use either a high quality sheet barrier such as “Vaproshield” or a liquid applied breathable barrier. Examples of such products are found in the appendix. The rain screen will be installed over a conventional steel stud wall with fi berglass batt insulation. Total wall R value will be established once the heating system design is further refi ned, but it is expected to be in the R-30 range.

• Replace the existing 1984 roof assembly with an exposed TPO welded seam roof membrane assembly. We can greatly increase the thermal effi ciency of the roof by eliminating the old “IRMA” roof confi guration and optimizing the insulation type and thickness. Durability is increased and maintenance needs reduced by utilizing a mechanically fastened exposed membrane confi guration which is far easier to maintain. Modifi cations can be accomplished with hot air welders without reliance on adhesives. The TPO product is a “green” formulation that does not rely on chlorine or other harmful chemicals that can have signifi cant disposal implications in the future. Thickness and type of roof insulation to be sued will be calculated after more refi nement of the heating system is accomplished, but it is expected to offer an R value of as much as R-50.

• Glazing and windows: two types of glazing are proposed. The south side will be glazed with a high heat, reduced light admitting glazing. This will reduce summer heat gain and year round glare in this area. We will use a high light admitting glazing elsewhere on the building where heat gain and glare are less of a factor, and to maximize the daylighting potentials available. Window systems will likely be aluminum framed to match the existing building and to take advantage of their inherent high resistance to wind driven rain.

• Canopies: Canopies will be provided to shelter drop off areas and to control shedding snow. The canopies are one area where wood may be used on the building exterior to celebrate our northern forests. They are highly visible, and also protected from the weather. If funds permit, we will use treated glued laminated timber beams and columns with steel knife plate connectors to support the canopies. They would be set on concrete bases elevated to protect them from the weather. They would support steel roof decking covered with roofi ng described elsewhere.

BUILDING INTERIOR: The building interior is in need of updating both in terms of appearance and the manner in which functional needs of the terminal are served. It is recognized that more durable, lower maintenance materials are required and that new materials must be aesthetically compatible with many of the existing materials that will not be affected. However it is important to stress the importance of developing an image expressive of the unique qualities of Southeast and Juneau in particular. Wood has been noted to be an important material for use in weather protected areas. Juneau has a very limited history of the use of stone in vertical construction because of the relative scarcity of suitable materials. However, wood is almost universally used across cultures. It is easily formed and offers a warmth and familiarity that that is comfortable in almost any setting. It will be used where it can be protected from impact and where suitable as an accent. Typical interior fi nish assemblies will include the following:

• Floors: Hard fl oors will be used in high traffi c, stairs and wet areas such as toilet rooms. Stained

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concrete has been proven to be a durable cost effective material in such applications. Stone tile will be used as accents in such areas, in thickness necessary to support wheeled traffi c, and with non grouted joints. In toilet rooms we propose stained concrete or terrazzo if achievable within project funds. Carpet tiles will be used in offi ces, low traffi c areas and as prudent to provide sound attenuation.

• Walls: Porcelain tiles are recommended in high impact areas, installed over cement backing boards. The tile wall area appearance will be softened by wood panels above, as well as fabric panels. Areas of lesser impact can be fi nished with vinyl wall fabric. Painted drywall will be used in tenant and other general areas.

• Ceilings: Open structure will be maintained in sloped roof areas, with additional sound attention panels as appropriate to reduce sound reverberation. Acoustical panel ceilings will be used elsewhere, with gypsum drywall soffi ts and wood accents.

• Relites: An important improvement of the building interior will be the improved sense of space and light in the building. Where required for security and sound control, glass relites (interior “windows”) can be used, with frosted or art glass used as features or if visual control is required.

• Sound Attenuation: Softer materials will be used to improve sound absorption and reduce the reverberation of noise. Additionally acoustic clouds can be used where required to further temper the sound characteristics of the interior.

CODE ISSUES: Because this project is a renovation of an existing building, upgrade to current codes of al elements is neither required nor feasible. The primary goal will be to provide prudent exiting strategy and protection to building occupants and structure. Some of the key issues addressed are:

• The 1984 addition was the last major renovation of the terminal and was accomplished under the 1982 Uniform Building Code. At that time it was apparent that the existing terminal, renovated and expanded at least 7 times over the years, would not easily fi t within normal uniform building code descriptions. At that time, the entire facility was assumed to be Type II-A construction, although in fact the existing building was Type V-B. Attempts were made to separate the 1984 addition from the existing building, but physical and operational realities make an area separation wall virtually impossible to install.

The present design has been evaluated using the current code, the 2003 International Building Code. It too assumes construction type II-A. All new work will be accomplished in compliance with the requirements of this construction type, including fi re sprinklers. However, the functional impossibility of an area separation wall between the old areas of the terminal and the 1984 addition remain. In discussions with the CBJ building offi cials, we have recommended that a deluge type sprinkler system be installed in lieu of an area separation wall. The deluge system will help prevent the spread of fi re across the two areas, allow occupants to egress across the deluge, and will conform more readily to the vague separation line. We also proposed to close all concealed open areas an the separation line, to further prevent the spread of fi re from one area to the other.

The code analysis is included in the appendix. Discussions with the building offi cials will continue as the design is developed.

• Another signifi cant issue potentially affecting development of the existing terminal is the plumbing fi xture count- specifi cally, the number of toilets, urinals and sinks provided. Signifi cant changes have taken place over the years, especially with respect to numbers of women’s plumbing fi xtures provided in buildings. Our approach to establishing the design number of plumbing fi xtures is two-fold. First, we established a baseline of fi xtures by evaluating the entire building requirement, in consultation with CBJ offi cials. The plumbing fi xture analysis, included in the appendix, documented that the existing building plumbing fi xture count was well above that required by the 2003 International Plumbing Code. We next evaluated how fi xtures were distributed through the building, and ensured that an appropriate number were available in all areas of the building. Thus, more fi xtures are provided than the bare minimum required by code, but they are distributed to ensure that both the secure and non

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secure sides of the building are appropriately served.

SUSTAINABILITY: An important goal of this project is to improve the sustainability of the terminal. In this context, it means to reduce operating costs and increase life cycle cost. It means to provide a healthy interior environment. It also means that we plan for the replacement of materials when they have reached the end of their useful life and that we demonstrate a high level of understanding of the characteristics of the materials that are selected. We have already discussed a number of sustainable features of the building. Others include:

• Use of occupancy controls: We should at the very least use these in the traditional manner for securing the lighting in rooms that become unoccupied for a longer period of time. This typically includes offi ces and storage rooms. We also often use this strategy in restrooms, but in this case, the public nature of the restrooms may make it undesirable. However, in a less traditional manner, occupancy sensors can be integrated with dimming controls to cause the lighting to dim to a reduced level when occupancy becomes sparse or non existent. This could be applied to restrooms as well as waiting and holding areas.

• Daylight Control: We should consider this for those areas with good exposure to daylight. The lighting may be dimmed as the brightness of daylight adequately illuminates the room. The larger rooms, such as the holding area may be feasible. The area near the window will be more responsive as compared to the area toward the interior.

• Lamp Technology: Recent technology is bringing lamps with smaller dimensions, allowing the fi xture manufacturers to produce luminaries with much better overall effi ciencies. The lamp at the forefront is the T5 or T5HO lamp. It is nearly half the diameter of the currently popular T8 lamp allowing the luminance to be better controlled by the contours of the fi xture's refl ective surfaces. Compact lamps are now characterized with more ratings allowing better positioning and utilization of smaller fi xtures in optimal manners - better utilizing the light from the fi xture. A new technology yet to be tried in this region is the induction lamp, which will be explored in the next phase of design.

• Lighting Control: In addition to the dimming and occupancy sensor type control mentioned above, we will also utilize traditional scheduling and daylight control will be utilized. The scheduling will secure lighting for areas scheduled to be inactive for reasonably long periods of time. Additionally, daylight/night-time control will be utilized to secure entrance and exterior lighting when daylight is adequate.

• Alternative Heat Sources: A separate study that parallels the schematic design is the investigation of a ground source heat pump as a source of heating and cooling. It will be incorporated into the design if and when it is demonstrated to be feasible and achievable within available funds.

• Consideration is being made for using a ground water cooling system instead of mechanical cooling, similar to a system in Juneau’s new high school presently under construction.

• Several different size boilers will be considered as the design proceeds, sizing boilers at 25%, 45%, 45% boilers so a small, more effi cient boiler is available during warm weather.

• A domestic hot water heat pump (air-to-water) will be considered that will reclaim heat from the boiler room for heating hot water. The heat pump can also heat water during summer so boilers can be turned off.

BUDGET: Presently this phase is funded at approximately $7.5 M construction cost. It is likely that the full scope of work described in this report will be over that amount. The schematic cost estimate will be crafted components can be subtracted or added from the work allowing informed decisions about the scope within the available construction funding.

NEXT STEPS: Once the schematic design is completed and approved, the design team will begin construction drawings which will be suitable for bidding and construction purposes. Construction is anticipated to begin in Summer, 2008.

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structural

STRUCTURAL NARRATIVE

BACKGROUNDAvailable structural information for the Juneau International Airport Phase I renovations includes structural plans for the 1984 Terminal Building Expansion project and geotechnical information in an R&M Consultants, Inc. March 18, 1983 report. The 1984 structural plans are marked as-built.

The existing structure consists of a two-story, steel-framed building supported by a conventional reinforced-concrete, spread-footing foundation. The roof deck consists of 3 inch deep metal deck supported by wide-fl anged beams. The second fl oor deck consists of a 2 inch deep steel deck with a concrete cover creating a 4.5 inch thick composite deck. This deck is supported by wide fl anged steel beams acting compositely with the concrete fl oor deck. The ground fl oor is a concrete slab on grade. The lateral load resisting system is a concentrically braced frame system using tube steel braces, tube steel columns and wide fl ange beams at the bracing locations.

The 1984 terminal expansion consisted of two separate structures with an earthquake or seismic joint along Grid 4. When laterally loaded the portion of the building south of Grid 4 acts independently of the portion north of Grid 4.

In the 1984 construction the site was over excavated and backfi lled with structural fi ll prior to construction of the foundation and slab on grade.

DESIGN CRITERIA

The proposed addition will be designed and constructed in accordance with the International Building Code, 2003 Edition, (IBC) as amended by the City and Borough of Juneau. The load criteria for this new addition includes the following:

Snow LoadsGround Snow Load: 70 psfThermal Coeffi cient: 1.0Exposure Coeffi cient: 1.0Importance Factor: 1.2Balanced Roof Snow Load: 60 psfDrift Loads: Criteria per ASCE 7

Live Loads:Mechanical Room: 125 psf or equipment weightSecond Floor: 100 psfExits and Corridors 100 psfStorage Areas: 125 psf

Wind LoadsWind Velocity (3 second gust) 110 miles per hourExposure DImportance Factor 1.15

Seismic LoadsSite Class D0.2-second acceleration: Ss = 0.65 g Fa = 1.28 Sds = 0.55g


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1 second acceleration: S1 = 0.30 g Fv = 1.80 Sd1 = 0.36 gDesign Category DR = 6, Special Concentrically Braced FramesSeismic Response Coeffi cient: 0.14g

It should be noted that due to the height of the proposed structure, ordinary concentrically braced frames can not be used.

For the existing structure, renovations will be designed in accordance with the International Existing Building Code, 2003 edition (IEBC). For most loading, the IEBC requires that the design and construction meet the IBC. However for seismic loadings, if the modifi cations result in an increase in the seismic base shear by more than 5% then an analysis of the existing structure is required. In that analysis reduced earthquake loads can be used. The reduced loads can be 75% of what the IBC requires.

The IBC, under Chapter 34 Existing Structures, requires that if an addition or alteration results in increasing stresses in the existing members over 5% beyond their capacity then that element needs to be brought up to current code requirements. It also states that “Additions or alterations shall not be made to an existing building or structure which will cause the existing building or structure to be in violation of any provision of this Code”.

PND recommends that the new addition be seismically isolated from the existing structure by a gap in the structure and that any modifi cations to the existing structure be limited to the extent that the modifi cations not require that the existing structure to be signifi cantly upgraded. If some alterations are necessary some additional strengthening of individual members or connections may be necessary.

MATERIALS

The structural system will be constructed using materials that are typically found on Juneau area construction projects. These materials require trades and skilled workers that are either found in Juneau or that can easily be mobilized to Juneau.

The following materials will be used:

Concrete: 4,000 psi 28 day strengthConcrete Reinforcing: ASTM A615, Grade 60 reinforcing barsAnchor Bolts: ASTM A307 bolts, galvanizedSteel Plates ASTM A36 or ASTM A572, grade 50 Steel Wide Flange Beams ASTM A992 (50,000 psi yield strength)Steel Tube Sections ASTM A500, Grade B, Type E or S (46,000 psi yield strength)Steel Bolts ASTM A325, high strength boltsWelding: In accordance with American Welding Society Structural Welding Code Steel Deck: Galvanized steel decks with Code rated vertical and lateral load capacity

PRELIMINARY FRAMING

Preliminary framing was sized based upon current architectural fl oor plans. The structural system consists of a conventional reinforced-concrete, spread-footing foundation supporting tube steel columns. The columns will in-turn support wide fl anged steel beams, open webbed steel joists and steel decks. At fl oors the steel decks will be covered with concrete to create a composite fl oor deck.


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The lateral load resisting system will include diagonal tube steel braces and steel beams with headed studs to effectively engage the fl oor decks. This bracing system will need to comply with the Code provisions for a special concentrically braced frame system.

See attached sketches that show preliminary framing design for the addition

At this time, the project planning and budgets should anticipate over-excavating the existing site, 8 feet below the fi nished fl oor slab or 2 feet below column footings and backfi lling with well-graded sands and gravels to the underside of footings and the underside of the slab on grade. Subsequent design work should include an effort to locate plans for the parking lot at the proposed building site and determine the extent of earthwork done in the construction of the parking lot.

The braced frames in the existing structure may be altered but braces should remain along the same grid line and in generally the same location as existing braces. During subsequent design phases an effort should be made to determine where braces can be relocated and what will need to be done to maintain the existing lateral load paths without increasing loads to existing connections, beams, columns and footings beyond code determined capacity. Where loads to elements are beyond code determined capacities, the amount of strengthening will need to be determined.


mechanical

DIVISION 15 - MECHANICAL

SECTION 15100DESIGN CRITERIA: The mechanical systems will be designed and constructed in accordance with the following codes:

• 2003 International Building Code• 2003 International Mechanical Code• 2003 Uniform Plumbing Code• 2003 International Fire Code• National Fire Protection Association• ASHRAE - American Society of Heating, Refrigeration, and Air-conditioning Engineers• City & Borough of Juneau Title 19 Modifi cations

GENERAL SCOPE OF WORK: The scope of mechanical work includes demolition of the existing airport facilities heating plant and the main air handling system (SF-11/RF-11 and SF-12/RF-12) for the 1984 portion of the facility. A new heating plant and main air-handling system would be located in the Third Floor Mechanical Room. Heating, sprinkler, and plumbing systems for the renovation and addition would be connected to existing systems. Variable speed mechanically cooled ventilation would be utilized to maximize effi ciency and energy usage for the renovation and addition area. Ductwork would be connected to existing systems. Direct digital controls would be utilized for all new mechanical controls.

Demolition of Mechanical Systems: The existing heating plant in Mechanical Room 124 consisting of two cast-iron section boilers, primary circulation base-mounted pumps P-14 and P-15, radiation heating loop pump P-16, related pneumatic and electric controls, and underground 10,000 gallon single wall oil storage tank, will be demolished. The main air handling units for the 1984 facility and located on the second fl oor will be entirely demolished including supply fans SF-11 and SF-12, return fans RF-11 and RF-12, insulated hot and cold decks for each fan system, pipe mounted circulation pumps P-11 and P-12, will be demolished. Mechanical systems east of grid line J would be demolished completely on the second fl oor and roughly 50% on the fi rst fl oor for connection to the new work.

Existing Mechanical Room 124 will continue to house the fi re sprinkler header, domestic water headers, pneumatic temperature control compressor to continue to serve the north terminal, domestic hot water heating generation plant, and north terminal circulation pumps P-1 and P-2. Tower and kitchen mechanical systems would remain largely as existing.

Heating Plant: A new heating plant, with three oil-fi red boilers for effi ciency and diversity, and variable speed circulation pumps, are to be located in a Mechanical Room on the Third Floor of the Addition. Boiler capacity is sized at 40% total facility capacity. Heating piping with variable fl ow will circulate to heating coils at air handling units (AHU’s), booster coils at terminal boxes, cabinet unit heaters in entries, fi nned pipe convectors in large exposed areas, and unit heaters in mechanical rooms. Heating piping will also be routed to old Boiler Room location and connected to all existing heating mains. Existing heating plant room will remain a hub for connections to existing heating mains.

New Heating Plant to consist of the following equipment:Three oil-fi red cast-iron section boilers at 1400 MBH Net each.12-inch diameter individual chimneys connecting to a common 20-inch diameter chimney through the roof. Each boiler with a circulation pump (3/4 hp), three total. Two base mounted variable speed circulation pumps; CP-1 and CP-2, 300 gpm (5 hp).


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ALTERNATE HEATING PLANT: Two electric boilers, each with 50% total capacity of 600 kW each, would provide necessary heating water for the hydronic heating system. The two base mounted pumps mentioned above would still circulate the heating water but boiler circulation pumps and the chimney system would be eliminated. Interior zone ventilation terminal boxes (12) would be confi gured with electric element heating coils instead of using the hydronic system to save initial cost of the piping system.

PLUMBING: Existing cold water header would remain utilizing the existing 8-inch underground cold water main routed under the tarmac. Existing domestic hot water generation of a 300 gallon storage tank with indirect heater will continue to serve the facility but an additional 300 gallon storage tank with indirect heater is anticipated to be installed adjacent to the existing tank for diversity and to supplement the kitchen heavy hot water use times. Domestic water branch mains for new toilet fi xtures will be routed from the existing domestic water mains in Mechanical 124 to new plumbing fi xtures in the building addition and renovation.

VENTILATION: New air handling units will be located in the Third Floor Mechanical Room to serve the renovated area and addition. Roof mounted chiller would supply chilled water to the cooling coils of the new fan system. Variable air volume boxes will supply ventilation to exterior rooms and VAV boxes with hydronic booster coils (electric heating elements in Alternate Heating Plant), controlled by wall mounted room thermostats, will supply heating and ventilation air to most interior areas. Toilet rooms, janitor closets, and other areas will be served by general duty exhaust fan system. Boiler Room will have a supply fan with heating coil for combustion air and temperature control.

Ventilation equipment to consist of the following equipment:SF-11/RF-11 with capacity of 57,000 cfm/48,000 cfm supply and return air respectively.Boiler Supply Fan with capacity of 3,000 cfm.Main Exhaust Fan EF-1 with capacity of 5000 cfm.Roof mounted Chiller with capacity of 50 tons cooling.Chilled Water Circulation Pump: 50 gpm.Terminal Boxes, Variable Volume: Estimate 30 terminal variable volume boxes total, average volume of 2000 cfm each, with 12 internal boxes with reheat coils. Alternate electric heating plant would include electric reheat coils instead of the hydronic.

SPRINKLERS: Existing sprinkler header will be retained and new branch mains will connected at approximately grid line J for the new addition. Existing areas to be renovated will require sprinkler head and branch piping modifi cations. All sprinkler heads in renovated are will be replaced. installed at the new water service entrance in Boiler Room.

CONTROLS: The new portions of the airport facility will have a direct digital control system complete with a computer terminal, graphics interface, phone modem, and web access. The existing pneumatic control system will be retained for use in the older portion of the airport facility.


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SECTION 15110VALVES: Domestic and heating water valves shall be provided rated for 400 psig working pressure. Valves 3-inches and smaller are to be bronze body, two piece, quarter turn full port ball valves. Valves over 3-inches shall be gate valves and shall have fl anged end connections. Valves 3-inches and smaller shall have threaded end connections with a union installed within four lineal feet of the valve. Valves 1” and smaller may have solder ends. Valves will be installed accessibly to individually shut off domestic/heating water piping to each room. A main cold water and hot water shutoff valve will be located accessibly behind an access door in each of the public toilet rooms or immediately outside the toilet room in order to quickly shutoff water service to the entire toilet room. Domestic water drain valves shall have vacuum breakers and caps. Heating water drain valves shall have caps.

SECTION 15200PIPE AND EQUIPMENT INSULATION: Pipe Insulation for domestic cold, hot and re-circulating water piping, and vent piping fi ve feet from roof penetration insulated with sectional pipe covering, mineral fi ber, 1 inch IPS thick with vapor retardant jacket. Heating water shall be 1-1/2 inch thick. Duct insulation for outside air duct, exhaust duct from louver to fan, all supply air ductwork will be insulated with faced 1-1/2 inch thick glass-fi ber blanket having a minimum density of 1 pound per cubic foot and vapor barrier facing consisting of aluminum foil laminated to a sheet of fl ame-resistant 30 pound paper with glass-fi ber reinforcing mesh between. Duct insulation within Mechanical Rooms shall be 2-inch thick rigid insulation.

SECTION 15300SPRINKLER SYSTEMS: The existing wet sprinkler systems will be modifi ed for new room and space layout changes as required in the renovated portion of the facility and for the addition. Piping will be concealed with recessed sprinkler heads in all occupied areas.

SECTION 15400PLUMBING SYSTEMS: New Plumbing fi xtures will be installed where shown on the Architectural layout.

TOILET ROOMS: All plumbing fi xtures located in toilet rooms, unless otherwise noted, shall be vitreous china. Water closets and urinals will be wall mounted and adjusted for height as required for ADA. Water closets and urinals will have battery operated infra-red sensor activated fl ush valves for use in all toilet rooms. Lavatories will be wall mounted or counter mounted as applicable with battery operated sensor type automatic faucets. The plumbing fi xtures will be institutional type as manufactured by Kohler, American Standard, or Eljer unless otherwise noted. ADA fi xtures will be provided where required. All fi xtures will be the water saving type. Floor drains with trap primers will be installed in all Public toilet rooms. Single staff toilet rooms will not have fl oor drains. A lockable, recessed type hot and cold water hose bib will be installed in all large public toilet rooms.

Drinking fountains will typically be a double unit, ADA approved type, of stainless steel construction. Custodial Janitor Rooms shall have fl oor mounted cast-iron service sinks with wall mounted faucets, hose attachments, and pail hooks.

Sinks shall generally be of stainless steel construction and provided throughout the building as needed according to the building layout. ADA approved shallow depth basins will be installed where required. Restricted swing gooseneck type faucets with wrist blade handles will be installed at sinks. All sinks shall have cleanouts on the waste piping.

Various sinks, individual toilet fi xtures, kitchenette sinks and dishwashers, fl oor drains, fl oor sinks, and other plumbing fi xtures will be provided as needed in the new and modifi ed areas according to the building layout. ADA fi xtures will be provided where required. The new east building exterior will have one non-freeze, lockable, recessed type wall hydrant to provide cold water to the building exterior and landscaping. Hot and cold water hose bibs will be provided in the Mechanical Room with vacuum breakers and threaded caps.

The domestic piping material shall be hard-drawn copper tubing, ASTM B 88, Type L with 95-5 solder fi ttings or equivalent press fi t type fi ttings. Belowground domestic piping shall be Type K with brazed fi ttings.


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Sanitary waste piping will be routed through the building and connected to the existing 4-inch main sanitary waste piping at approximately grid lines 3 and G. Waste and Vent material shall be cast-iron bell and spigot piping below grade and cast-iron no-hub piping above ground. Heavy duty stainless steel clamp-and-shield joint assemblies equal to Clamp-All or Husky Series 4000 for no-hub piping shall be used, no substitutions. Copper DWV shall be acceptable as permitted by code and only for horizontal above ground waste and vent for pipe sizes 2-inch and under. Equipment drains will be copper DWV or Schedule 40 black steel.

Roof drains shall be installed where required. Rain leader piping will be distributed through the building and connected to the building storm sewer below grade at approximately grid lines 3 and H or as required by location. Material shall be cast-iron no-hub above ground and cast-iron bell and spigot piping below grade. Heavy duty stainless steel clamp-and-shield joint assemblies equal to Clamp-All or Husky Series 4000 for no-hub piping, no substitutions. Overfl ow drains will be installed where required. Cleanouts and hose bibs will be located where piping penetrates concrete slab for ease of draining and cleaning.

Domestic hot water will be supplied by the existing 300 gallon storage tank and a new 300 gallon indirect fi red hot water heater heated by the heating water and located in Mechanical 124. The two hot water tanks will be manifolded together with appropriate valving so that either hot water tank could be used, or both tanks could be used together. A circulating pump will circulate domestic water between the two tanks to maintain the domestic water temperature supply as needed. Nickel plated lining will be used to provide a minimum 10 year warranty on the tanks. A tempering valve installed at the hot water tank will temper the water for a maximum of 120F water temperature to be supplied to lavatory and sink faucets. A existing hot water recirculating pump (HWRP) located in the Mechanical Room 124 will circulate water throughout the building hot water mains to reduce hot water wait time at remote fi xtures.

SECTION 15500HEATING SYSTEMS: (3) Hot water boilers sized at 40% capacity each (approximately 1.2 million BTU’s each) will be installed in the boiler room to provide the heating for the entire facility Boilers will operate in a lead/lag/standby confi guration to provide optimum effi ciency. A double wall insulated chimney (approximately 20-inch diameter) will be extended 8 feet above the roof directly above the boiler room. 10-inch or 12-inch breeching will be connected to each boiler.

Two new premium effi ciency 5 hp primary heating pumps with variable speed drives (VFD’s) will provide heating for the entire facility. The VFD’s will modulate to allow reduced fl ow through the building during warmer days in order to provide better energy effi ciency. Smaller (3/4 hp) in-line pumps will be located at each boiler to inject heat into the main heating loop when heating is required.

Heating piping will be extended from the new boiler plant and connected to the existing mains located at the old boiler room Mechanical Room 124. New heating piping will be distributed to each of the terminal mixing box booster coils and perimeter heating units. Piping mains at the boiler room header will be Schedule 40 black steel. Heating piping mains downstream of the main heating pumps and throughout the building shall be hard-drawn copper tubing, ASTM B 88, Type L with 95-5 solder fi ttings or equivalent.

Existing perimeter heating units will be utilized as appropriate. Additional fi nned pipe heating convectors will be installed on the second fl oor areas while the fi rst fl oor addition areas will be air heated. In new vestibules to exterior ceiling mounted cabinet unit heaters will be utilized to supply air heating.

The fuel oil system will consist of a double wall fi berglass belowground 5000 gallon fuel tank and fuel piping meeting all EPA and ADEC regulations. The tank will be located adjacent to the new boiler room. The fuel oil tank will include trim for anti-spill containment fi ll manhole, fi berglass collar for piping connections, spill prevention trim, and monitoring manhole. The tank will have a leak detection and monitoring system. The main tank, sized on a keep full basis, will provide Diesel oil #2 to the (3) boilers. Underground fuel oil piping between the tank and the boiler room will consist of double wall primary/secondary containment fuel oil supply and overfl ow piping located inside a 4-inch fl exible containment conduit. Aboveground piping will be schedule


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40 black steel. 1-inch fuel oil supply and 1-1/2 inch fuel oil overfl ow pipe sizes are anticipated between the main tank and the boiler day tank. A day tank will be located in the Third Floor Mechanical Room with ½-inch fuel oil supply and return piping routed to the boilers

SECTION 15600MECHANICAL COOLING SYSTEMS: New roof mounted 50 ton capacity air cooled chiller unit will be located at the south end of the Third Floor Mechanical Room to supply a chilled water-glycol mixture to the SF-11 cooling coil. 2-inch chilled water supply and return will transport the chilled water between cooling coil and chiller plant. A 50 gpm (2 hp) circulating pump will circulate the chilled water.

SECTION 15800VENTILATION SYSTEMS: New air handling units (SF-11/RF-11) will be located in the Third Floor Mechanical Room to serve the new renovated and addition areas. SF-11 and RF-11 system will consist of low leakage mixing dampers and mixed air section, pre and fi nal fi lter (30% and 60% effi ciency respectively) sections, cooling coil section with stainless steel drain pan, heating coil section, and internally isolated supply and return fans. Variable air volume boxes will supply ventilation to exterior rooms and VAV boxes with booster coils, controlled by wall mounted room thermostats, will supply heating and ventilation air to most interior areas. 100 square foot storm proof type louvers will be located on the east side of the Mechanical Room for outside air. Same type of louver, 100 square foot, will be located on the west side of the Mechanical Room for the exhaust air.

Galvanized sheet metal will be utilized for all ductwork except for fi nal connections to diffusers could be fl exible duct to allow for diversity of grille placement and sound dampening. All grilles and diffusers will have a branch damper for adjustment purposes.

SECTION 15900ADJUSTMENT OF MECHANICAL SYSTEMS: All new ventilation systems will be measured and adjusted. Adjustment of the entire new heating system and the branch mains to existing heating systems is also anticipated.

DIVISION 17 – BUILDING AUTOMATION SYSTEM

Scope of work includes a complete removal of all pneumatic controls, automatic valves, and damper operators and installation of a new Direct Digital Control (DDC) building automation system for the renovated and addition areas. The existing terminal will continue to utilize pneumatic-electric controls. A central host station with computer terminal and graphics will be installed as a user friendly interface with the building mechanical control system. The new computer station with monitor and printer is anticipated to be located in the new Third Floor Fan. Approximately 200 points will be required for the renovated and addition areas controls. All occupied area will have “smart” thermostats that can monitor room temperatures and settings remotely.

END OF MECHANICAL NARRATIVE


ELECTRICAL SYSTEMS DESIGN NARRATIVE

FACILITY POWER SUPPLY & DISTRIBUTION

The Juneau International Airport terminal is supplied with power at 480Y/277 volts, three phase from an AEL&P padmounted transformer adjacent to the north end of the building. The service feeder and main switchboard are rated for a capacity of 1600 amperes (non-continuous).

The power demand and energy consumption for the facility are measured and recorded on a single meter located on the service switchboard in the generator room on the north end of the building.

Records from AEL&P indicate the greatest load demand by this facility is 400 KW, which occurred in January 2007. AEL&P began recording the facility power factor this past May. The readings have been between 84 and 86 percent. Based on a power factor of 85 percent, the load is approximately 470 KVA (567 amperes).

The switchboard is segmented with two main distribution panels. One facilitates utility power to loads with no standby generator support. The other serves loads supported with utility and standby generator power. Loads not supported by the generator include the trash compactor and panel H1P, which appears to power Jetway Nos. 3 & 4. The loads supported by the generator were recently measured with a non-continuous demand of approximately 525 amperes (The continuous demand appears to be approximately 470 amperes.).

The generator is rated at 500 KW with a power factor of 80 percent (625 KVA/753 amperes). The portion of the system employing the generator has an excess capacity of approximately 220 amperes.

The service, switchboard, and generator were all installed with the last major addition to the terminal in 1984. All appear to be in good condition with more than 10 years of service life remaining.

If the facility heating system is modifi ed to utilize electrically fi red boilers, the current switchboard will be inadequate for the load. A new outdoor rated service switchboard (3000 ampere) will be installed outside the facility at the north end with two feeders (1000 amperes each) designated for the electrically fi red boilers and one feeder (1000 amperes) designated to feed the current switchboard. This switchboard will include a new utility meter for the entire facility and a customer meter for each feeder.

The service switchboard MDP feeds power to an older switchboard located near the entrance to the Commuter/Air Taxis Lobby Entrance. This feeder voltage is reduced to 208Y/120 volts with a 225 KVA dry type transformer. This switchboard serves panelboards in the original terminal facility, exclusively.

The service switchboard MDP also feeds power to distribution panels H1, H1P, and H2 all located in the 1984 addition. The distribution panels H1 & H2 provide power to branch circuit panelboards in the addition. The feeders from the switchboard appear to be located below grade, outside the building from the generator room to the main entrance, and then beneath the fi rst fl oor slab to their destination. These feeders and distribution panels appear to be in good condition.

It appears that distribution panels H1 and H1P will not require replacement or relocation. Distribution panel H2 is currently located in a fan room that is being relocated to the third fl oor. H2 will have to be relocated, replaced, and upgraded. H2 is currently rated for a non-continuous load of 400 amperes. H2 will be located in the new fan room on the third fl oor and upgraded to a capacity of 600 amperes. A new feeder from the service switchboard will be required with 2 each 3 inch conduits containing 3 No. 350 MCM, 1 No. 1 Neutral, and 1 No. 1 Ground.

The new feeder(s) from the switchboard(s) to the new addition will be routed along the front of the facility, below grade. In addition to the required feeders, spare conduits will be installed to facilitate future renovations of the original terminal building. These will include two 2 inch conduits to replace the Control Tower feeders with a future project.

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Branch Circuit Panels

On the fi rst fl oor, branch circuit panels, L1A, L1B, and L1C will be removed. These panels are fed from distribution panel L1. Additionally 480Y/277 volt branch circuit panel H1A will be removed. Panel H1A and distribution panel L1 are fed from distribution panel H1.

Panels L1E, L1F, and L1G may be retained, but the branch circuiting will be greatly modifi ed for the new circuit requirements.

A new panel L1A will provide circuits for Alaska Airlines, and a new panel L1B will provide circuits for the TSA screening area. A new L1C will provide circuits for the new Lobby and Baggage Claim area. A new panel H1A will be provided with circuits for the lighting systems on the south and east part of the terminal. It will also provide circuiting for some small equipment.

On the second fl oor, branch circuit panels L2A, L2B, and L2D will be removed. These panels are fed from distribution panel L2, which will also be removed. A new panel, L2A will provide circuits for the new Concessions and Unfi nished area. A new panel L2B will be installed to provide circuits for the restrooms and part of the Hold Room. A new panel L2D will be provided with circuits for the main lobby area. And a new panel H2A, fed from distribution panel H2 will provide circuits for the lighting systems on the south and east part of the terminal.

In the Mechanical Room on the third fl oor, a new distribution panel H2 will be installed (as noted earlier) with feeders to a new distribution panel L2 (208Y/120 volt), existing panel H1O (Elevator Machine Room),the new panel H2A, and a new MCC. A new distribution panel L2 will be installed with feeders to new panels L2A, L2B, & L2D, and to existing panels L2C, L2E, L2F, & L2G. A new MCC in this room will serve the new HVAC equipment.

Power Circuits

All new power circuits will utilize single conductors installed in raceways. Conductors 1/0 AWG and larger may be stranded copper or equivalently sized aluminum. Smaller conductors will be stranded copper.

Lighting Systems

Entrance Canopy: The current lighting beneath the entrance canopy is performed utilizing recessed cans with HID lamps. The effect is good illumination of the walking surface and low glare, but limited vertical illumination of people and objects. For new canopies, the lighting may be a combination of recessed cans and sconces mounted to the support columns providing uplight, all with compact fl uorescent lamps. The effect will retain good illumination of the walking surface, limited glare, and a brighter, more inviting appearance at the entrance.

Entrance Vestibules: The existing entrance vestibules are illuminated with 2x4 fl uorescent troffers. This scheme will be replaced with one utilizing recessed cans and sconces providing uplight. The effect will be similar to that for the canopies, but more importantly, the objective will be to give the entrance the appearance of being larger, more open.

Lobbies: Currently, the lobbies are predominantly illuminated with 2x4 fl uorescent troffers. Over the escalator, narrow fl uorescent strips are integrated into an architectural ceiling. The effective illumination is uniform with

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little contrast. The ceilings in the lobbies are relatively low requiring care to avoid a dark ceiling and uninviting area. The new lighting scheme will employ a combination of down lighting utilizing recessed cans over main passages, some cove strips along walls where refl ectance is possible, and indirect illumination of the ceiling in select areas utilizing wall or column mounted sconces and suspended single stem pendants. All lamps will be fl uorescent. Specialty lighting will be provided to add some architectural character and to enhance displays. The specialty lights may include recessed fi xtures with LED lamps, recessed fi xtures with halogen lamps, recessed or suspended strips with fl uorescent lamps, and/or fi beroptic fi xtures. The overall effect will be a bright space with positive contrasts, yet retaining conservative energy consumption.

Stairways & Corridors: The stairways and corridors are presently illuminated with 2x4 fl uorescent troffers. In stairways and corridors open to the lobbies, the new lighting will be similar to that for the lobbies with stress toward illuminating the walls and ceilings in select locations to give the space a taller and wider effect.

Restrooms: The restrooms will be illuminated with wall mounted architectural strips with direct and indirect illumination over the sink and toilet areas. Recessed cans in the ceiling will be positioned to supplement illumination of the passages.

Baggage Claim: The illumination of the baggage claim area will be similar to that for the lobbies. However, in the baggage carousel area the lighting will be focused to provide good vertical and horizontal illumination of the baggage on the belts.

Hold Room & Concessions: The lighting for the Hold Room and Concessions area will be similar to that for the Lobbies.

Mechanical & Storage Rooms: The mechanical and storage spaces will utilize surface mounted and suspended industrial fl uorescent strips with refl ectors and wire guards. Surface mounted fl uorescent fi xtures or troffers may be mounted in storage rooms with suspended ceilings.

Exit & Emergency: The new emergency lighting will be integrated with fl uorescent luminaires to illuminate passages per code. Exit signs will be recessed with suspended edge-lit elements illuminated by LED lamps.

Controls: The existing controls for the project area will be removed. The lighting in the Mechanical and Storage Rooms will be controlled with manual switches. Their status may be reported to a new lighting control system. In the remaining areas, the lighting will be controlled with a new lighting control system. Select luminaires will be left uncontrolled as needed to support facility security and surveillance cameras. The exterior lighting will be controlled active with darkness. The lighting in the public areas with good lighting from the exterior may be dimmed in accordance to the daylight levels. The lighting in all of the public areas will be controlled active during scheduled occupied times. The existing system will be retained to control the portions of the facility outside the project area. The new control equipment will be located in the maintenance offi ce.

Most of the lighting will be powered from the 480Y/277 volt power system.

Communications & Network Systems

In this project area, the Communications and Network Systems predominantly belong to the tenants. The tenants will be obligated to furnish their own spaces as needed.

The utilities presently provide cable TVand telephone to a Communications closet on the fi rst fl oor. This space and system confi guration will be retained. The closet will be utilized for tenant demarcation apparatus, only. Tenant equipment including network and telephone equipment will be located within the respective tenant spaces.

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New cable trays will be installed in the ceiling cavities from the Communications Closet through the renovated and added space in a strategic manner to facilitate routing cables to each of the tenant spaces, and for cables routed from tenant space to tenant space.

Terminals with cables will be installed to facilitate public telephones in the baggage claim, lobbies, and holding area. Additionally, terminals with cables will be installed in the holding area and perhaps the second fl oor lobby for televisions.

Empty boxes and raceways will be installed in the smaller tenant areas (example: car rentals) for tenant telephone and network connections.

Public Address System

A new public address system will be installed with capacity for the entire terminal facility. It will involve new head-end equipment for the entire system with new speakers within the project area. The speakers outside the project area will be retained, but connected to the new head-end.

The system will be confi gured in a distributed manner with approximately one speaker for every 100 square feet of fl oor area.

The system controls will allow tenant use within their select areas, and airport management or security use throughout the facility.

Fire Alarm System

A new fi re alarm system will be installed with capacity for the entire facility. This system will include all new devices within the project area, but utilizing existing devices in the remainder of the facility.

The system will employ addressable initiation devices with non-addressable notifi cation devices. Manual Pull Stations will be located at each exit and at the top of stairways. Heat and Smoke detectors will be located in the Electrical and Mechanical areas. Duct detectors will be located in each fan return duct. The sprinkler system will be monitored with addressable devices for fl ow alarm conditions, as well as valve tamper and low pressure supervisory trouble conditions.

The initiation devices outside the project area will be integrated into the new system as zones utilizing addressable relays.

The new fi re alarm control panel may be located in the security offi ce with a remote graphic annunciator located at the main entrance.

Surveillance System

The present system employs analog type cameras and system with the headend equipment located in the maintenance offi ce.A new system will be employed to monitor the project area with capacity for all of the facility. The system will involve IP addressable cameras located strategically to monitor the public spaces.

The cameras will be installed in semi-recessed domes on the ceiling. They will employ a form of Pan/Tilt/Zoom lens or image control.

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The images may be recorded in a streaming manner in select locations during active times. The videos may be recorded to a set of hard drives and saved for a select period of time (ex 24 hours). Other cameras may be controlled to transmit images or video streams only when the space is active. All cameras may be controlled to an inactive state during inactive times, but controlled active if associated motion detectors sense activity in the respective area.

The system will be confi gured to monitor the cameras on a continuous basis. However, recorded images and video streams may be reviewed at any time.

The system will be confi gured with the head-end equipment in the security offi ce. The primary monitor will be located here. Additional monitors will be located in the Airport Manager’s offi ce and in the Facility Maintenance offi ce.

The system will be fully secured as a stand-alone network. Access from the monitors will require password control.

The components of the existing system monitoring the facility outside the project area will be retained.

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