10 L 13 SOW ATT 9 Elevator Final Study DLR.pdf

General Services Administration – P.B.S. National Capital Region

Lafayette Federal Building No. DC0026ZZ Building Elevator Modernization Study

811 Vermont Avenue, NW Washington, DC 20571

100% Final Submission February 16, 2018

419 7th Street NW, Washington, DC 20004 o: 202/393-6445 w: dlrgroup.com

4201 Northview Dr., Ste. 314, Bowie, MD 20716 o: 301/805-7944 w: lerchbates.com

5180 Parkstone Dr., Ste. 250, Chantilly, VA 20151 o: 703/560-2200

Lafayette Federal Building No. DC0026ZZ 100% Final Submission Building Elevator Modernization Study February 16, 2018

DLR Group

Table of Contents

A. Executive Summary

B. Current Conditions

1. Architectural

2. Mechanical Systems

3. Electrical, Lighting, & Fire Alarm Systems

C. Elevator Audit and Modernization Survey

1. Part 1- Maintenance Audit

Section 1 Maintenance Audit Section 2 Adjustment and Operation of Individual Elevators Section 3 Maintenance Review Section 4 Recommended Owner Improvements Section 5 ABA Review and Conclusion

2. Part 2- Modernization Study

Section 1 Modernization Recommendations Section 2 Code Related Items Section 3 Modernization Plans

Appendix A Elevator Performance Evaluations Appendix B Elevator Maintenance Contractor Deficiency Reports Appendix C Tenant Deficiency Reports Appendix D Supporting Audit Photographs Appendix E Supporting Elevator Photographs

D. Estimate of Probable Cost

E. Appendix

1. Existing Plans for Elevator Lobbies and Elevator Machine Room

DLR Group / Lerch Bates /Forella Group

A. Executive Summary

Introduction

The primary objective per the Scope of Work provided by the General Services Administration is to provide a report based on a study and analysis of the building systems supporting the elevators, the elevator equipment, and the elevator machine rooms within the Lafayette Federal Building that houses the U.S. Department of Veterans Affairs and the Export-Import Bank of the United States. Built in 1940, the Lafayette Federal Building was designated a 12 story steel frame limestone clad office building located in Washington DC at 811 Vermont Avenue NW bounded by the diagonal of Vermont Avenue on the west, I Street on the north, 15 th Street on the east and H Street on the south. The federal government assumed ownership of the Lafayette Building in 1947 and the building has been designated a National Historic Landmark by the Secretary of the Interior.

Process

A team of engineers and technicians from DLR Group and Lerch Bates conducted a survey of the elevators, elevator equipment, and elevator machine rooms and the building systems supporting the elevators during the week of November 8-10, 2017.

The Elevator Study report is organized in two basic parts: 1) Building Systems which include architectural, mechanical, electrical and fire protection system analysis conducted by the DLR Group team and, 2) an Elevator Audit and Modernization Audit conducted by the Lerch Bates team, and 3) Estimation of Probable Costs conducted by the Forella Group.

The elevator modernization study references ASME 17.1 Safety Code for Elevators and Escalators for the modernization upgrades to the elevators, elevator pits, and elevator machine rooms, and ASME 17.2 which is an inspection guide. The ASME 17.3 Safety Code for Existing Elevators and Escalators guides all parties engaged in the safe installation, inspection, testing, operation, and/or insurance of existing elevators and escalators. All three codes have been considered and included in the study.

Elevator Location Plan

Findings

There are 14 elevators at the Lafayette Federal Building as listed in the table below. There are two Elevator Lobbies for the Passenger Elevators that can be accessed from the ground floor of the Lafayette Building near the main entrance and screening/security check-in entrance of the building. Passenger Elevators 1-6 are grouped together in one bank, and Passenger Elevators 7-12 are grouped together in an adjacent elevator bank. Passenger Elevators 7-12 do not stop at floors 2-6. The freight elevator 14 and service elevator 13 are located on opposite ends of each passenger elevator bank and adjacent to the stair cores.

During the elevator survey the following was observed regarding elevators cars not in service:

Elevator No. Type Capacity (pounds)

Floors Served

Target Speed (f.p.m.)

1, 2, 3, 4, 5, 6 Gearless, Passenger

1-12

7, 8, 9,10, elevators 11 & 12 (only stop at B, 1, and 7-12)

Gearless, Passenger 3500

1, 7-12

13 Gearless, Passenger/

Service

C-1 Loading

SB, B,

1-12 500

14 Gearless Freight

C-1 Loading

SB, B,1,

LD, 2-12 400

Elevators 1,11,12,13, and 14 were not responding to hall calls while on site. All cars except No.1 are now back in service. The maintenance contractor is to provide a plan to place Elevator No. 1 back in service

After a follow up weeks later, it was found that Elevator No. 1 is still out of service. This time it is a bad obsolete contactor. A replacement part had been ordered and the elevator was anticipated to be back in service the following week.

Elevator 11 was out of service due to a bad position module. The component has been repaired and the elevator is back in service.

Elevator 12 was out of service due to a bad selector board. The selector board has been repaired and the elevator is back in service.

Elevators 13 and 14 were not responding to calls during our site survey visit on the Friday, November 10, 2017. Upon further discussion with the elevator contractor and the building maintenance staff, it appears the elevators were keyed off due to Friday being a government holiday.

Justification

A full modernization of the elevators and escalators is recommended within the next three years. As explained in the Recommended Owner Improvements section of the report, the equipment has reached the end of its anticipated life. From a life cycle cost standpoint, Lerch Bates does not typically recommend having small discontinuous repairs done, as it is not an efficient use of capital. In addition, the markup on repairs can be as much as three times the cost in a non-competitive repair type of situation. However, the mark up on a competitive bid modernization can be low as 10%.

It is recognized that resources for a full modernization may not be available, therefore, this report includes a Short Term Upgrade Recommendations priority list that will outline repairs that should be considered within the next 1-3 years along with the estimate of probable cost for both the elevator repair/upgrades and associated building systems costs associated with those short term upgrades. They are listed as Short Term Elevator Upgrades and are not to be confused with the base recommendation for a full modernization shown as Elevators and Escalators Modernization in Estimate of Probable Cost section of the report.

The original elevator equipment was manufactured by Otis Elevator in 1940. Several elevator modernizations have occurred over the years. The original cabs were replaced in the late 1950’s. The first modernization may have been performed by Armor, but very little remains. Another modernization was performed by Mid-America Elevator Company using their controls in 1994. Those controls were subsequently upgraded in 2005.

The existing Mid-America controls for typical passenger cars were engineered in approximately 2005 and for compliance with ASME A17.1 1987 code. The technology is outdated and the parts, support and technician’s knowledge of this product is limited. New controllers and selectors are recommended to provide reliable operation.

The existing gearless G.E. hoist machines for passenger cars and Imperial machines on the service/freight elevators are DC and have an indefinite life when properly maintained and are suitable for refurbishment and reuse.

New A/C machines are not recommended at this time due to their proprietary design and 20-year life expectancy.

The door operators and related equipment on cars 1 through 12 have been recently replaced with GAL MOVFR door operators and will be retained as part of the modernization program. These door controls on passenger elevators provide improved operation with the addition of closed loop technology and consistent reliable operation.

All elevators are not reporting to single fire control room as required by current codes. A central fire command center panel will be provided with any elevator modernization.

The modernization of the passenger cars in one contract should be considered for compatibility, interchangeability and reliability of the equipment. For the full modernization of the cars planning should include consideration of long lead times for fabrication of equipment and installation. In order to minimize impact during construction to the staff and visitors using the elevators at the Lafayette Federal Building, modernization to one elevator at two elevator banks simultaneously is recommended. The schedule for elevator modernization should allow from 95 weeks to 114 weeks for modernization based on two elevator banks being modernized simultaneously. The plan should also include upgrading the required building systems in the elevator machine rooms, hoistways, elevator pits, and elevator lobbies. The elevator modernization should be implemented under one contract with the following sequence:

1) Modernize Cars 12 and 13: work on 2 elevator banks, [Elev. Bank 7-12] and [Elev. Bank 13]

2) Modernize Cars 11 and 6: work on 2 elevator banks, [Elev. Bank 7-12] and [Elev. Bank 1-6]

3) Modernize Cars 10 and 5: work on 2 elevator banks, [Elev. Bank 7-12] and [Elev. Bank 1-6]

4) Modernize Cars 9 and 4: work on 2 elevator banks, [Elev. Bank 7-12] and [Elev. Bank 1-6]

5) Modernize Cars 8 and 3: work on 2 elevator banks, [Elev. Bank 7-12] and [Elev. Bank 1-6]

6) Modernize Cars 7 and 2: work on 2 elevator banks, [Elev. Bank 7-12] and [Elev. Bank 1-6]

7) Modernize Cars 14 and 1: work on 2 elevator banks, [Elev. Bank 7-12] and [Elev. Bank 1-6]

It was discussed that only one elevator bank would be modernized at a time. This is not recommended as it would take close to 4 years to complete. Below is a quick summary of modernization for one bank at a time:

1) 6, 5, 4, 3, 2, 1

2) 13

3) 12, 11, 10, 9, 8, 7

4) 14

Whenever a modernization of the elevator equipment occurs, it requires upgrades to the existing building and in many conditions a variance will be required for complete Code compliance within limitations of existing structure to ensure acceptability of the new installations. This report analyzes the building systems that will need to be upgraded with the modernization of the elevator cars and is summarized below.

Summary of Scope

Elevator Machine Room (Cars 1-12, 13, 14)

1) Elevator Machine Room

i) Elevator Equipment Modernization

(1) Controls: Replace existing Mid-America controls

(2) Hoist Machine and Deflector Sheave: The existing gearless G.E. hoist machines for passenger cars and Imperial machines on the service/freight elevators are DC and have an indefinite life when properly maintained and are suitable for refurbishment and reuse. New A/C machines are not recommended at this time due to their proprietary design and 20-year life expectancy.

(3) Governor: The existing governor assembly is a safety device and should be replaced as a matter of course with the modernization on Cars 13 and 14. The car and counterweight governors have been replaced on Cars 1-12 and will be retained.

ii) Mechanical Systems: Equipment for all elevators in the building is located in a single equipment room at the penthouse level.

(1) Fire Suppression: The elevator machine room is currently provided with automatic suppression systems. There are no sprinklers at the top or bottom of the hoistways.

(2) Plumbing: The elevator pits for cars 1-3, 4-6 and 7-9 have flat floors. Each of these pits has a drain in the floor, which appears to have been added after the building was constructed.

According to the building engineer, the drains are connected to the drainage piping in the garage, which discharges to a sump pump. However, this could not be verified on site. The pit for elevators 10-12 is provided with a sump pump, which is set on the floor of the pit. The sump pump discharges to the building drainage system. The nameplate was not accessible to verify the manufacturer, model and capacity of the pump. The pits for freight elevator 13 and 14 are provided with sump pumps, which are set on the floor of the pits. The sump pumps discharge to the building drainage system. Capacity of the pumps is 110 gpm each, which exceeds the requirements of ASME A17.1. An abandoned sump pump is also located in the pit of elevator

14. The pit floors are extremely dirty due to construction activity. The debris on the floor may cause fouling of the pumps if they need to operate. Abandoned compressed air piping was observed in the pits and hoistways. Recommendations: The pit for elevator 14 should be cleaned and protected from additional construction debris. The abandoned sump pump should be removed, along with associated piping, wiring, and devices. Abandoned compressed air piping and other items not related to the elevators should be removed from the hoistways. As part of an elevator modernization or replacement project, the pit drainage will need to be revised to meet current code requirements. Sumps should be provided in the pits for elevators 10-12, 13 and

14. New pumps should be provided, including oil sensors, and piped to the building storm drain piping. The sumps shall be provided with covers, level with the pit floor.

(3) Mechanical: A large amount of ductwork that serves other parts of the building is located in the mechanical room. According to ASME A17.3-208, 2.2.1., existing equipment essential to operation of the building may remain in the elevator machine room, but only new equipment directly connected to operation of the elevators may be added. However, for replacement or modernization of the elevators, ASME A17.1 prohibits systems not connected with operation of the elevators in the elevator machine room. IN the case of a replacement or modernization project, a variance to this requirement would be required because relocating the ductwork does not appear to be practical. Three, split-system, direct expansion air conditioning units are located in the machine room for temperature control. These units were manufactured in 2013 and appear to be in good condition. However, one of the units is located at the top of the stairs without adequate clearance to the stairs. International Mechanical Code requires 30 inches of working space. The existing air conditioning units are controlled by programmable thermostats, which are not connected to the building automation system. The systems appear to be oversized relative to the elevator equipment in the machine room. Recommendations: Relocate or replace air conditioning unit #1 to provide adequate maintenance clearance and access to the machine room. Subject to verification of actual heat loads, it may be possible to remove this unit and reconfigure the ductwork in the machine room. The existing air conditioning units should be connected to the building automation system for remote monitoring. The existing ductwork in the elevator machine room that serves other areas of the building cannot be readily relocated and will require a variance when the elevators are modernized or replaced.

iii) Electrical Systems

(1) Light levels in machine room are between 15-17 foot-candles. ASME 17.1-2.7.9.1 requires a minimum of 19 foot-candles a machine rooms. Provide additional 20-30 lighting fixtures in elevator machine room to achieve a minimum of 19 foot-candles at floor level.

(2) Workspace clearance for elevator switchboard does not meet NEC workspace requirements.

NEC 110.26(A)(1) requires a minimum of 3 ft. of clearance between 208V electrical equipment.

In addition, it is not recommended to have a large rotary object so close to work space area where employees may have loose clothing. Recommended Action: Put a protective gate/cover around elevator motor as soon as possible and relocate elevator switchboard so that code compliant work space clearance is provided.

iv) Architectural

(1) Door Hardware: The door to the Elevator Machine Room was self-closing, locked, and in working condition when surveyed. The door frame was labeled, and the door had a fire-rated label for 1- 1/2 hours.

(2) Paint walls and ceilings. Current paint is cracked and peeling off the wall.

(3) There are two existing windows located in the Elevator Machine Room. Per ASME 17.1 -2.5.1 windows and skylights and the frames and sashes in machine rooms and control rooms shall conform to the requirements of the building code. Per building code, glazing is not permitted. All wall openings and penetrations should be infilled to provide the required fire-rating.

(4) Remove non-elevator items

2) Hoistway and Pit

i) Car and Frame Safety – The existing car frame is structural steel and can be reused. The roller guides will be replaced. Existing car and counterweight safety mechanisms are not the original Otis.

Data plates do not identify the equipment manufacturer, however, they are a flexible guide clamp type safety and are suitable for reuse. The original Otis Type A counterweight safeties on cars 1-6 and 10 require replacement during any modernization.

ii) Platform- The existing platforms appear to be in good condition and suitable for reuse. The freight and service elevators will have new subflooring and checker plate flooring installed.

iii) Counterweight- The existing counterweight frame is suitable for reuse. The existing counterweight roller guides will be replaced. New counterweight frames are anticipated to be required on Cars 1 through 6 and 10, when counterweight safeties are replaced.

iv) Hoist Ropes- The hoist ropes for all cars will be replaced.

v) Guide Rail Supports – Existing passenger elevator car and counterweight guide rails are in generally good condition and are suitable for reuse. They will be cleaned with all fastenings tightened.

vi) Traveling Cables and Hoistway Wiring- Traveling cables, machine room wiring and hoistway wiring will be replaced.

vii) Buffers and Pit Equipment- Existing passenger elevator car buffers were manufactured by serge and are in fair condition. The client has requested all buffers repaired. In addition, the counterweight riding buffers on Cars 1 through 12 will be replaced with pit mounted buffers.

viii) Shaft Lighting- All of the elevator shafts have fluorescent strip light fixtures throughout for illumination and all shaft lights are controlled via light switches inside the shaft adjacent to the top opening. Shaft lights were either non-functioning, out dated or in need of replacement. The lights observed also were installed at one end of the elevator shafts which doesn’t allow for proper illumination of the other 2 elevator cabs sharing the same shaft. It is recommended that all elevator shaft lighting be replaced with new LED lensed strip fixtures and that additional lighting be provided within the shafts to illuminate all cabs evenly. It is estimated that elevators “1,2,3”, “4,5,6” and “7,8,9” shafts will require 20 new fixtures each, elevator “10” shaft will require 10 new fixtures, elevator “11,12” shaft will require 20 new fixtures, and elevators “13” and “14” shafts will require 10 new fixtures each.

ix) Shaft Lighting Control- IBC section 3007.7 requires that for all fire service access elevators the shaft shall be illuminated to a minimum of 1 foot-candle (measured at the top of elevator car) when fire fighters’ emergency operation is active. Since elevators 13 and 14 are the only elevators that access each floor level these elevators are the ones most likely to be used by fire fighters in an event of an emergency. Therefore, whether or not the other aspects of these elevators meet the requirements of fire service access elevators it is recommended that the lighting in elevator shafts 13 and 14 be connected to an automatic switch device, similar to Wattstopper ECLU-200, so that it can automatically switch on the shaft lights when fire fighters’ emergency operation is active. The lighting in elevator shafts 13 and 14 shall also be recircuited to be on emergency power.

x) Pit Lighting- All of the pits surveyed did not provide enough lighting at the pit floors as required by ASME 17.1 – Elevator code section 2.2.5.1: a minimum illumination level of 10 foot-candles at an elevator pit floor. All of the pits surveyed had floor lighting levels between .1 and .5 foot-candles and pits for elevators 13 and 14 did not have any lights at all. It is recommended that additional LED lighting be added to all elevator pits to achieve a minimum of 10 foot-candles at all points on the pit floor. It is estimated that elevators “1,2,3”, “4,5,6” and “7,8,9” pits will require 4 new fixtures each, elevator “10” pit will require 2 new fixtures, elevator “11,12” pit will require 4 new fixtures, and elevators “13” and “14” pits will require 2 new fixtures each.

3) Hoistway Door Equipment

i) Hoistway Entrance Frames and Doors – The typical elevator hoistway entrances frames and doors are painted metal at all levels. These should be painted to match original colors. The elevator hoistway entrance frames for passenger cars are bronze and the doors are bronze and the doors are bronze at levels 1 and 2, they were refinished in 2004. Hoistway doors do not have a fire rating label and contain recessed areas. Both of these items do not met current codes. These are historic doors and frames should be refinished.

ii) Car and Hoistway Door Equipment- the door operators and associated car and hoistway door operating equipment for all elevators has been replaced. The door protection device has been upgraded from a mechanical safety edge with photo-eyes to a full height door, non-contact, device.

These will be replaced on all elevators. The existing hoistway door panels are in good condition, however, they do not have a fire-rating label. The historic doors are scheduled to be retained/refinished. The door should be tested for asbestos due to the age of the equipment. The existing historic doors contain recess, that do not meet current codes.

4) Car Equipment

i) Cab Enclosure – The wood elevator cab interiors were refinished in 2016 for passenger cars. These cab interiors shall be refurbished and cab interior lighting will be upgraded. The rigidized elevator cab interiors for cars 13-14 will be replaced.

5) Operating Signal Fixtures

i) Car and Hall Station Fixtures – Passenger Cars: The car control stations and historic hall fixtures are showing signs of wear and have bronze faceplates. All historic fixtures should be refurbished or replaced with fixtures matching the original design and with new long lasting LED registration buttons.

Hall Lanterns: The existing historic hall lanterns will be retained and refurbished. New fixtures matching existing will replace all non-historic fixtures at the upper floors.

6) Fire Alarm System- The fire alarm system was all new or recently installed and therefore regarded as in excellent working condition and not needing to be replaced.

7) Elevator Lobby

i) Hall Station Fixtures – When modernizing the elevator lobby with new hall position indicators, hall buttons and the hall lanterns, the marble should be restored and patched at any cracks or areas where new equipment is installed. Every effort to replace the fixtures without damage to the marble wall finishes should be maintained.

ii) Elevator Lobby Lighting – ASME 17.1 – Elevator Code, section 2.11.10.2 requires that light levels at the elevator landing sills be no less than 10 foot-candles at all times. This includes emergency situations. Apart from lobbies for freight elevators 13 and 14, lobbies for occupant elevators 1-12 had light levels of 2 foot-candles at the landing sills. Being that these measurements were taken under normal conditions, it can only be inferred that the light levels during emergency situations are equal to or less than the normal 2 foot-candles since there are no additional emergency lights. Therefore, it is recommended that additional lighting be provided at all occupant elevator lobbies to achieve a minimum of 10 foot-candles at the landing sills. In addition, all lighting at the elevator lobbies should be provided with emergency back power to ensure light levels are met during emergency power situations. It is estimated that 2 LED ceiling mounted down lights will be required in front of each occupant elevator at every level to meet this requirement.

8) Electrical General:

i) A general assessment of the electrical normal and emergency power distribution system showed that all equipment was in excellent working condition. All equipment appeared to be new or recently installed. Information labels on the emergency panel board in the generator room shows that the generator and emergency power system were recently modernized in 2014. The current generator is a 750KW diesel engine from Caterpillar. Equipment in the elevator machine appears to be original, however, all elevator machine room equipment had GSA satisfactory test stickers from 2008.

Therefore, this equipment along with the rest of the electrical distribution system was regarded as in good working condition and not needing to be replaced.

ii) Panelboard Labeling – The elevator electrical switchboard and emergency panel “EP” in the elevator machine room do not have any labeling on them that indicates the source of power or define the color coding of the feeder conductors. NEC article 408.4(B) requires that all switchboards, switchgear and panelboards be permanently marked to indicate each device or equipment where the power originates. NEC article 210.5 requires that all branch circuits from more than one nominal voltage system (208/120 or 480/277) shall be identified by phase and system at all termination/connection points and a permanent label shall be available at each originating panelboard or switchboard that defines the label meanings. i.e. brown = phase A for 480V systems or red = phase A for 208V systems, green = ground, etc. It is recommended that both types of labels be placed on all the elevator distribution equipment to be compliant with the NEC.

Summary of Probable Costs

A full modernization of the elevator cars is recommended within the next three years on Elevator passenger cars, and freight cars. The cost of the full elevator modernization and upgrades is shown in the table below.

Approximate time period for the elevator modernization with two crews will be approximately 95 to 114 weeks.

Durations can vary by manufacturer and the scope of each elevator. The detailed costs are provided in Section D of this report.

Elevator Modernization $9, 833,990

Architectural Upgrades: all elevator lobbies, elevator machine rooms, and work at elevator pits and hoistways

$148,808

Mechanical Upgrades: at elevator machine rooms (HVAC systems), relocate existing and integrate AC equipment into building automation system

$41,400

Plumbing Upgrades: Sump pumps and associated piping for Elevator Pits 11-12, 13, and 14

$37,260

Electrical Upgrades:

Machine Room Receptacle Replacement and light fixture replacement, EMR relocate existing distribution panel, Elevator Lobby Lighting, Hoistway (Shaft) Lighting, Shaft Lighting Control, Panelboard Labeling, Elevator Pit Receptacle Replacement, Elevator Pit Lighting,and Electrical work required for the mechanical equipment (HVAC systems in EMR), Fire Alarm

$678,960 and Communications: replace all phones

TOTAL $10,740,419

Short Term Upgrade Recommendations

Below are some short term items to be considered if funding is not available for a full modernization of the elevator cars:

(1) Replace car and hoistway door operating equipment and door operator on Car 13. Cost is approximately $100,000 to $106,000 (one week).

(2) Replace freight doors, door operators, door controls and car gates on Car 14. Cost is approximately $220,000 to $250,000 (two weeks).

(3) Both the service cars could be modernized if a code variance is granted in the machine room.

Basically, all 14 cars are located in one large machine room. The estimate of probable cost to modernize Cars 13 and 14 would be $830,000 to $950,000 plus building related work would total $2,222,849.

Once this is completed, there should be some additional spare controller parts that can be used for other elevators when they break down. This is a consideration when not modernizing all of the elevators at one time.

Scope of Work Way-finding Matrix

Item Scope of Services Location in Report

A. Identify all types of elevators (traction and hydraulic, passenger and freight), capacities (weight), speed (feet per minute) and number of service stops per each car, describe travel locations (from level # to level # including sub

- basement up to penthouse levels). Identify if the elevator stops short and has the need to reach higher/lower floors.

See Part Two- Section 1. ,and See Appendix A – Elevator Performance Evaluations

B. Describe elevator cab finishes, panels, handrails, elevators & hoist way doors and frames, door operators and hardware, hoist way hardware condition any historic significance, and hallway finishes surrounding call buttons and lanterns.

See B. Current Conditions, 1.

Architectural, and see Part Two, Section 1 C. (pages 11-13)

C. Describe elevator controls inside and outside the cabs, compliance of building codes, accessibility requirements.

See Section 1 B. and Section 5 ABA Review

D. Review and Describe the Ventilation and lighting inside the elevator cabs

See Section 1 B.

E. Review existing vertical transportation maintenance service contract agreement including type of coverage, extent of coverage, and report incidences of entrapments and major failures in past 12 months.

See Section 3 Maintenance Review

F. Identify equipment and control items that are contributing to operational deficiencies. This should include Controls & operation, Hoist Machines. Motors Generator sets, Governors & safeties, Car & Counterweight Guide Rails and Car & Counterweight Guide Shoes, Car

See Part One Maintenance Audit and Section 1 Modernization Recommendations

& Counterweight Oil Buffers, Car Sling and Platform, Counterweight Frame, Hoist Ropes

G.

Review and analyze the existing vertical transportation equipment for efficiency, safety and lifetime value.

See Section 6 Modernization Plans

H.

Provide full history of existing equipment, including date of last equipment modernization.

See Part Two- Modernization Study Section B. Elevator Inventory and Equipment Disposition/Details

I.

Measure and evaluate floor to floor times, car speed, door timing, acceleration and deceleration, and ride quality.

See Appendix A – Elevator Performance Evaluations

J.

Identify upgrades or modifications that may be required due to changes in building and/or elevator code.

See B. Current Conditions

K.

Review and assess all elevator equipment, HVAC system(s) in the elevator machine rooms, hoist ways, and analyze existing vertical transportation equipment for efficiency, safety and lifetime value.

See B. Current Conditions B.

Mechanical Systems

L.

Review and assess all Machine room and

Hoistway electrical wiring, electrical panels, transformer and fire-life safety systems, and evaluate their conditions. Verify the emergency power system to the elevators and condition of the system. Review & assess the architectural finishes and housing conditions in the machine rooms.

See B Current Conditions, and see Appendix C Tenant Deficiency Reports

M. Review and assess the Operating and Signaling Devices.

See Appendix A

N. Examine all maintenance control programs, safety logs, testing, inspections, fire life safety and other reporting required by the Authority Having Jurisdiction.

See Appendix B Elevator Maintenance Contractor Deficiency Reports

O. Provide detailed written report documenting results of the vertical transportation equipment and services audit and review, including executive summary, photographs of deficiencies noted, recommendations and complete evaluation of maintenance program.

Include recommendations on potential upgrades of equipment, estimated life, anticipated itemized cost estimate - budget and project

See Part One – Maintenance Audit, Section 4 Recommended Owner Improvements

P.

Identify the overall modernization & improvements schedules with emphasis to the phasing of elevators.

See C. Elevator Audit and Modernization Survey

B. CURRENT CONDITIONS

The modernization of the elevators is critical to providing safe and reliable elevator service to the building occupants. A site survey was conducted on by DLR Group and Lerch Bates from 11/08/2017 through 11/10/2017. The following sections describe the existing conditions and recommended upgrades regarding the architectural, mechanical, and electrical systems

1. ARCHITECTURAL

The Lafayette Building Historic Structure Report: Preservation dated Identify critical building systems and features which should be targeted for an upgrade to meet current code requirements and ADA accessibility guidelines. The areas to include in the scope of work are the Elevator Lobby, the Elevator Machine Room and access to the Elevator Pit.

There are two banks of passenger elevators with six elevators at each bank located at the building lobby near the Vermont Avenue NW entrance doors. Elevator #13 is located north of Stair 1 which is adjacent and north of Elevators 1, 2, and 3. A Freight elevator #14 is located at the opposite end of the building south of Stair 2 which is adjacent to Elevators 10, 11, and 12.

The Lafayette Building Historic Structure Report: Preservation Manual & Rehabilitation Guidelines, August 1986, prepared by Geler Brown Renfrow Architects of Washington DC for the General Services Administration National Capital Region was reviewed for this elevator study report. Recommendations for replacement of fixtures and finishes should reference the preservation manual for rehabilitation guidelines.

At Elevator Lobbies, ASME 17.1 requires that lighting levels at the elevator landing sills be no less than 10 foot-candles at all times including emergency situations. The Passenger Cab Elevator Lobbies at elevators 1-12 had measured light levels of 2 foot candles at the landing sills. It is recommended that additional lighting be provided at all the elevator lobbies to achieve the minimum 10 foot-candles. Regarding finishes in the Elevator Lobby, per the Historical Structure Report on page 136, the paint analysis section lists colors for painting the Elevator Lobby: Plaster Ceiling, Plaster Wall, Bronze Doors per floor level. On some of the upper floors, at the elevator lobbies, the bronze numbers above the elevator cab were missing. The 12th floor had the most missing numbers, but floor 3 lobby was also missing the bronze elevator number for cab #5. All the bronze elevator numbers on the wall should be replaced to match existing.

The existing bronze numbers should be cleaned. Refer to the Historic Structural Report for cleaning methods and replacement standards.

Photo: Elevator Lobby, Ground Photo: Upper floor, bronze elevator number above cab

Passenger Elevator Cab Interiors:

The elevator car enclosures are not original have been refurbished in recent years. Per the Historical Structural Report written in 1986, it was noted (p.93, Vertical Circulation) the elevator cabs were reportedly renovated in 1957 with new control panels and wood paneling. Per the report, p.178, no information exists on the design of the original cabs. It goes on to say that original design features of that time “include radiused interior door jambs, indirect cove lighting at the ceiling and smooth metal walls with a simple geometric pattern reflecting design elements of the original building.” The current cab finishes include wood paneling with bronze hand rail, bronze base with vent slots, flooring finish is carpet, a hard ceiling painted white, a circular bronze grille with exhaust fan above, and cove lighting. The current finishes closely resemble the existing drawings for elevator renovation work dated May 1987, see appendix for the existing interior finishes drawing 9-EL-3. In the drawing, the flooring is indicated as 6” field tile with a non-slip bronze entrance sill grooved for car doors. Flooring for the elevator cab was not covered in the Historical Structure Report. Refer to the Part 2 Modernization Study page 13 for the recommendations of the existing hoist way doors.

Photo: Elevator Cab Interior Photo: Elevator Cab Interior, control panel

Elevator Machine Room:

There are two existing windows, approximately 5’ wide x 6’ tall, located in the Elevator Machine Room. Per ASME 17.1 -2.5.1 Windows and skylights and their frames and sashes in machine rooms and control rooms shall conform to the requirements of the building code. Per building code, glazing is not permitted. All wall openings and penetrations should be infilled to provide the required fire-rating. The landing at the top of the stairs is obstructed with an AC unit. First, per NFPA 101 7.13.3.4 where a means of egress path is required, the path shall be a minimum of 28 inches. The path of egress is reduced at the stair landing to below the required minimum 28” clear width. Secondly, the required 30” clear space in front of the AC unit for servicing the equipment is reduced and can be a hazard since it’s at the top of the stair landing. The AC Unit should be relocated to maintain the required egress width and to allow for the adequate space in front of the unit for service. The door to the Elevator Machine Room was self-closing, locked, and in working condition when surveyed. The door frame was labeled, and the door had a fire-rated label for 1-1/2 hours.

Photo: Window at EMR.

CODES AND STANDARDS

The following is a list of the latest editions of codes, standards and guidelines. Upon onset of design, the most current editions of these documents shall apply:

PBS-P100 General Services Administration Facilities Standards for the Public Buildings, November 2017

GSA/PBS Building Commissioning Guide

GSA ISC Security Design Requirements

PBS P-120, Public Buildings Service Cost and Schedule Management Policy Requirements

PBS PQ-251, Value Engineering Program Guide for Design and Construction, Volume 2, Contracting Officers and Professional Services Contractors

PBS P-5800.36, Real Property Management and Safety Policy Handbook

Life-Cycle Costing manual for the Federal Energy Management Program (NIST Handbook 135)

Buy America Act

ADM 1022 and PBS 1022.2: GSA Procedures for Historic Properties

The National Historic Preservation Act of 1966, as amended and Executive Order 11593

Secretary of the Interior Standards for Rehabilitating Historic Buildings, Revised 1992

(36 CFR 67)

2015 International Building Code (IBC) *

2015 International Fire Code (IFC)

2015 International Mechanical Code (IMC)

2015 International Fuel Gas Code

2015 International Plumbing Code

2016 ASME A17.1, Safety Code for Elevators and Escalators

ASME A17.2 Guide for Inspection of Elevators, Escalators, and Moving Walks

ASME A17.3 Safety Code for Existing Elevators and Escalators

2015 International Energy Conservation Code

National Fire Protection Association (NFPA), including all amendments and appendices:

o NFPA 10 – Portable Fire Extinguishers, 2013 o NFPA 13 – Installation of Sprinkler Systems, 2016 o NFPA 14 – Standpipe and Hose Systems, 2016 o NFPA 70 – National Electrical Code, 2017 o NFPA 72 – National Fire Alarm and Signaling Code, 2016 o NFPA 101 – Life Safety Code, 2015 (LSC)

Accessibility

2015 International Building Code

2015 NFPA 101 Life Safety Code, Chapter 7

ADA-Accessibilities Guidelines (ADAAG)

Architectural Barrier Act Accessibility Standards (ABAAS)

* Per P100, GSA has adopted the technical egress requirements of the National Fire Protection

Association (NFPA), Life Safety Code (NFPA 101), in lieu of the technical egress requirements of the International Building Code (IBC).

2. Mechanical Systems

A site survey of all the existing elevator machine rooms, pits, and lobbies in the Lafayette building was performed by DLR Group on 11/08/17. The following section describes the existing conditions and recommended upgrades regarding the mechanical and plumbing systems.

A. General Observations

The following are general observations that were noticed during the site survey on more than a couple instances.

B. FIRE PROTECTION

Sprinklers: The elevator machine room is currently provided with automatic suppression systems.

There are no sprinklers at the top or bottom of the hoistways.

Recommendations: None.

C. PLUMBING

Pit Sumps: The elevator pits for cars 1-3, 4-6 and 7-9 have flat floors. Each of these pits has a drain in the floor, which appears to have been added after the building was constructed. According to the building engineer, the drains are connected to the drainage piping in the garage, which discharges to a sump pump. However, this could not be verified on-site.

The pit for elevators 10-12 is provided with a sump pump, which is set on the floor of the pit. The sump pump discharges to the building drainage system. The nameplate was not accessible to verify the manufacturer, model and capacity of the pump.

The pits for freight elevator 13 and 14 are provided with sump pumps, which are set on the floor of the pits. The sump pumps discharge to the building drainage system. Capacity of the pumps is 110 gpm each, which exceeds the requirements of ASME A17.1. An abandoned sump pump is also located in the pit of elevator 14. The pit floors are extremely dirty due to construction activity. The debris on the floor may cause fouling of the pumps if they need to operate.

Abandoned compressed air piping was observed in the pits and hoistways.

Recommendations: The pit for elevator 14 should be cleaned and protected from additional construction debris. The abandoned sump pump should be removed, along with associated piping, wiring, and devices.

Abandoned compressed air piping and other items not related to the elevators should be removed from the hoistways.

As part of an elevator modernization or replacement project, the pit drainage will need to be revised to meet current code requirements. Sumps should be provided in the pits for elevators 10-12, 13 and

14. New pumps should be provided, including oil sensors, and piped to the building storm drain piping. The sumps shall be provided with covers, level with the pit floor.

D. Mechanical

Elevator Machine Room: Equipment for all elevators in the building is located in a single equipment room at the penthouse level. A large amount of ductwork that serves other parts of the building is located in the mechanical room. According to ASME A17.3-2008, 2.2.1, existing equipment essential to operation of the building may remain in the elevator machine room, but only new equipment directly connected to operation of the elevators may be added. However, for replacement or modernization of the elevators, ASME A17.1 prohibits systems not connected with operation of the elevators in the elevator machine room. In the case of a replacement or modernization project, a variance to this requirement would be required because relocating the ductwork does not appear to be practical.

Three, split-system, direct expansion air conditioning units are located in the machine room for temperature control. These units were manufactured in 2013 and appear to be in good condition.

Refer to Table 1. However, one of the units (Unit #1) is located at the top of the stairs, without adequate clearance to the stairs. International Mechanical Code requires 30 inches of working space. The existing air conditioning units are controlled by programmable thermostats, which are not connected to a building automation system. The air conditioning units are connected to the emergency power system. The systems appear to be oversized relative to the elevator equipment in the machine room.

Table 1: Elevator Machine Room HVAC Units

Unit ID Manufacturer/Model Date Manufactured Refrigerant Capacity (tons)

Unit #1 Rheem RHGL-240ZL 12/2013 R-410A 20

Unit #2 Rheem RHGL-240ZL 12/2013 R-410A 20

Unit #3 Rheem RHGL-240ZL 12/2013 R-410A 20

Recommendations:

Relocate or replace air conditioning unit #1 to provide adequate maintenance clearance and access to the machine room. Subject to verification of actual heat loads, it may be possible to remove this unit and reconfigure the ductwork in the machine room. The existing air conditioning units should be connected to the building automation system for remote monitoring.

The existing ductwork in the elevator machine room that serves other areas of the building cannot be readily relocated and will require a variance when the elevators are modernized or replaced.

Photo 1: Drain in elevator pit floor

Photo 2: Sump pump in pit below elevator 11

Photo 3: Sump pumps and debris in Elevator 14 pit

Photo 4: Abandoned compressed air piping in pit

Photo 5: Air conditioning unit located at top of stairs in elevator machine room. Inadequate clearance to unit at top of stairs.

Photo 6: Existing ductwork in elevator machine room

3. Electrical, Lighting & Fire Alarm Systems

A site survey of all the existing elevator machine rooms, pits, and lobbies in the Lafayette building was performed by DLR Group on 11/08/17. The following section describes the existing conditions and recommended upgrades in regards to the electrical, lighting and fire alarm infrastructure serving the elevator system.

A. Overall State of Electrical Distribution and Fire Alarm Systems

A general assessment of the electrical normal and emergency power distribution system showed that all equipment was in excellent working condition. All equipment appeared to be new or recently installed. Information labels on the emergency panel board in the generator room shows that the generator and emergency power system were recently modernized in

2014. The current generator is a 750KW diesel engine from Caterpillar. Equipment in the elevator machine appears to be original, however, all elevator machine room equipment had

GSA satisfactory test stickers from 2008. Therefore, this equipment along with the rest of the electrical distribution system was regarded as in good working condition and not needing to be replaced.

Image 01 – GSA Test Approval Sticker

The fire alarm system was all new or recently installed and therefore regarded as in excellent working condition and not needing to be replaced.

B. General Observations

The following are general observations that were noticed during the site survey on more than a couple instances.

i. ELEVATOR LOBBY LIGHTING - ASME 17.1 – Elevator Code, section 2.11.10.2 requires that light levels at the elevator landing sills be no less than 10 foot-candles at all times. This includes emergency situations. Apart from lobbies for freight elevators 13 and

14, lobbies for occupant elevators 1-12 had light levels of 2 foot-candles at the landing sills. Being that these measurements were taken under normal conditions, it can only be inferred that the light levels during emergency situations are equal to or less than the normal 2 foot-candles since there are no additional emergency lights. Therefore, it is recommended that additional lighting be provided at all occupant elevator lobbies to achieve a minimum of 10 foot-candles at the landing sills. In addition, all lighting at the elevator lobbies should be provided with emergency back power to ensure light levels are met during emergency power situations. It is estimated that 2 LED ceiling mounted down lights will be required in front of each occupant elevator at every level to meet this requirement.

ii. PANELBOARD LABELING - The elevator electrical switchboard and emergency panel

“EP” in the elevator machine room do not have any labeling on them that indicates the source of power or define the color coding of the feeder conductors. NEC article 408.4(B) requires that all switchboards, switchgear and panelboards be permanently marked to indicate each device or equipment where the power originates. NEC article 210.5 requires that all branch circuits from more than one nominal voltage system (208/120 or

480/277) shall be identified by phase and system at all termination/connection points and a permanent label shall be available at each originating panelboard or switchboard that defines the label meanings. i.e. brown = phase A for 480V systems or red = phase A for

208V systems, green = ground, etc. It is recommended that both types of labels be placed on all the elevator distribution equipment to be compliant with the NEC.

Image 02 – Example of NEC 408.4(B)

Image 03 – Example of NEC 210.5

iii. SHAFT LIGHTING - All of the elevator shafts have fluorescent strip light fixtures throughout for illumination and all shaft lights are controlled via light switches inside the shaft adjacent to the top opening. Shaft lights were either non-functioning, out dated or in need of replacement. The lights observed also were installed at one end of the elevator shafts which doesn’t allow for proper illumination of the other 2 elevator cabs sharing the same shaft. It is recommended that all elevator shaft lighting be replaced with new LED lensed strip fixtures and that additional lighting be provided within the shafts to illuminate all cabs evenly. It is estimated that elevators “1,2,3”, “4,5,6” and “7,8,9” shafts will require

20 new fixtures each, elevator “10” shaft will require 10 new fixtures, elevator “11,12” shaft will require 20 new fixtures, and elevators “13” and “14” shafts will require 10 new fixtures each.

Image 04 – Shaft lighting for elevators 4,5 & 6

iv. SHAFT LIGHTING CONTROL - IBC section 3007.7 requires that for all fire service access elevators the shaft shall be illuminated to a minimum of 1 foot-candle (measured at the top of elevator car) when fire fighters’ emergency operation is active. Since elevators 13 and 14 are the only elevators that access each floor level these elevators are the ones most likely to be used by fire fighters in an event of an emergency.

Therefore, whether or not the other aspects of these elevators meet the requirements of fire service…