102. Exhibit_C_100_percent_PDS_Report_Houlton_LPOE_02-08-2021.pdf

EXHIBIT C

P R O G R A M D E V E L O P M E N T S T U D Y ( P D S ) 1 0 0 % P D S R E P O R T

Houlton Land Port of Entry (LPOE) Houlton, Maine

Prepared By:

Prepared For:

General Services Administration Thomas P. O'Neill, Jr. Federal Building 10 Causeway Street Boston, MA 02222

February 8, 2021

Task Order No: 47PB0020F0044 Contract No. 47PB0019D0008

PROPERTY OF THE U.S. GOVERNMENT.

COPYING, DISSEMINATION, OR

DISTRIBUTION OF THESE DRAWINGS AND/OR

DOCUMENTS WITHOUT THE EXPLICIT

PERMISSION OF THE U.S. GENERAL SERVICES

ADMINISTRATION IS PROHIBITED.

DISTRIBUTION TO THOSE WITH OTHER THAN

A NEED TO KNOW IS STRICTLY FORBIDDEN.

100% PDS Report • Program Development Study (PDS) Houlton Land Port of Entry (LPOE) • Task No. 47PB0020F0044 • February 8, 2021 • Table of Contents

Table of Contents

ACKNOWLEDGEMENTS

1. EXECUTIVE SUMMARY Page 1

1.1 Introduction

1.2 Scope and Primary Purpose of Study

1.3 Summary of Findings

1.4 Budget Analysis

2. EXISTING CONDITIONS FINDINGS Page 7

2.1 Introduction

2.2 Site Systems

2.3 Main Port Building

2.3.1 Exterior Building Envelope

2.3.2 Interior Building Elements

2.3.3 Life Safety and Fire Protection Systems

2.3.4 Accessibility

2.3.5 Structural Systems

2.3.6 Mechanical Systems

2.3.7 Plumbing Systems

2.3.8 Electrical Systems

2.4 FDA/GSA/APHIS Building

2.4.1 Exterior Building Envelope

2.4.2 Interior Building Elements

2.4.3 Life Safety and Fire Protection Systems

2.4.4 Accessibility

2.4.5 Structural Systems

2.4.6 Mechanical Systems

2.4.7 Plumbing Systems

2.4.8 Electrical Systems

2.5 CBP Commercial Inspection Building

2.5.1 Exterior Building Envelope

2.5.2 Interior Building Elements

2.5.3 Life Safety and Fire Protection Systems

2.5.4 Accessibility

2.5.5 Structural Systems

2.5.6 Mechanical Systems

2.5.7 Plumbing Systems

2.5.8 Electrical Systems

2.6 Hazards

2.6.1 Weather Event Risk Factors

2.6.2 Hazardous Materials

3. DESIGN PROGRAM Page 36

3.1 General Requirements

3.2 Program Goals

3.3 Design Directives

3.3.1 Prospectus-level Alternative

3.3.1.1 Site Systems

3.3.1.2 Main Port Building

3.3.1.3 FDA/GSA/APHIS Building

3.3.1.4 CBP Commercial Inspection Building

3.3.2 Phased Below Prospectus-Level Alternative

4. BUSINESS PLAN Page 56

4.1 Scope and Justification

4.2 Alternatives

4.3 Financial Impacts

4.4 Recommended Delivery Method

APPENDICES

Appendix A Photographs Appendix B Drawings Appendix C Cost Estimate Appendix D Fire Protection and Life Safety Analysis Appendix E Thermal Imaging Reports Appendix F Hazardous Material Survey

Appendix G Septic System Evaluation Report Appendix H Above- and Below-Prospectus Level Decision Matrix Appendix I PDM Tool Appendix J LEED 4.1 Draft Scorecard Appendix K Correspondence Appendix L 90% Presentation Slideshow Appendix M References

Houlton Land Port of Entry (LPOE) • Task No. 47PB0020F0044 • February 8, 2021 • Acknowledgments Page 1

Acknowledgments

Oak Point Associates would like to acknowledge the collaboration and assistance provided by GSA leadership in the development of this Program Development Study:

Project Team General Services Administration Michele Valenza, Contracting Officer (CO) Alexandria (Alexas) Kelly, Project Manager (PM) Christian Chow, Assistant Project Manager (APM) & Contracting Officer’s Representative (COR) Xavier Ramirez, Property Manager Ronald Spearin, Property Manager Brian Fuller, LPOE Program Coordinator- Border Station & Operational Excellence Programs Ann Goodridge, Supervisory Property Manager Timothy Shobbrook, North Service Center Branch Chief Ralph Scalise, LPOE Program Specialist Patrick Sbardelli, Project Management Branch Chief Drew Dilks, Director, Design & Construction Division Paul Rojko, Technical Services Branch Chief Jeff Schetrompf, Electrical Engineer Aaron Sorrell, Mechanical Engineer Randall Litton, Cost Analyst/Estimator Elizabeth Mees, Architect, Regional Historical Preservation Officer (RHPO), Regional Fine Arts Officer (RFAO) Kate Canepa-Stewart, Fire Protection Engineer David Johnson, Sustainability Program Manager Paul Disher, Smart Buildings Program Specialist BAS Eric Hines, Smart Buildings Program Specialist BIM & COBIE Joel Dunbar, Smart Buildings Program Specialist NCMMS Patrick Ross, Energy Program Specialist Mary Godfrey, Space Management Specialist Jesse Lafreniere, Portfolio Asset Manager Mike Dunbar, Program Manager US Customs & Border Protection (CBP) Anthony Panasci, Regional Account Manager Patrick Sclafani, Supervisory Public Affairs Specialist Paul Hughes, Public Affairs Specialist Holli Roberts, Realty Specialist David Drevinksy, Civil Engineer Erin Clark, Contract Specialist Judith Bowen, Regional Chief Architect

Houlton Land Port of Entry (LPOE) • Task No. 47PB0020F0044 • February 8, 2021 • Acknowledgments Page 2

Josh Wolverton, Mechanical Engineer Rogelio Rivas-Chaparro, Mechanical Engineer George Bearer, Industrial Hygienist

Oak Point Associates Robert Tillotson, AIA PE, Principal-in-Charge Allison Towne DiMatteo, PLA, Project Manager Lynn Lamontagne, Business Manager Jon McIntyre, RA, Architect Jacques L. Gagnon, Jr., PE, Civil Engineer Andrew (A.J.) Kitchen, PE, Mechanical Engineer Matthew Lafond, Electrical Engineer David N. Martin, PE, SE, Structural Engineer Laura Clebak, PE, Fire Protection Engineer Peter F. Dunn, PE, Quality Control Manager

Consultants CES, Inc., HAZMAT IR Analyzers, Inc., Thermal Imaging Amy N. Jones, Site (Septic) Evaluator

Local Partners Houlton Water Company

Houlton Land Port of Entry (LPOE) • Task No. 47PB0020F0044 • February 8, 2021 • Page 1

1. Executive Summary

1.1 Introduction

The General Services Administration (GSA) has engaged Oak Point Associates (OPA) to develop a Program Development Study (PDS) for the Land Port of Entry (LPOE) at Houlton, Maine. The scope of work for the PDS includes three buildings at the LPOE, as well as the overall site. The LPOE contains four buildings as follows:

1. ME0661BH (Main Port Building)

2. ME0662BH (CBP Commercial Inspection Building)

3. ME0663BH (FDA/GSA/APHIS Building)

4. ME0664BH (NII Building: Not Included in Project Scope)

The real estate assets included in the project are as follows:

Asset U.S. Land Port of Entry (LPOE), Houlton, Maine

Address 27 Customs Loop Road; Houlton, Maine

GSA Custody and Control Customs and Border Protection (CBP) Main Port Building (MPB), CBP Commercial Inspection Building, FDA/GSA/APHIS Building, and Non-Intrusive Inspection (NII) Building (not included in this project scope)

Occupancy 25-30 Full Time Employees (FTEs)

Gross Square Feet (GSF) 37,501 GSF

Rentable Square Feet (RSF) Total: 34,940 RSF

ME0661BH: 25,449 RSF (Main Port Building)

ME0662BH: 4,449 RSF (CBP Commercial Inspection Building)

ME0663BH: 5,042 RSF (FDA/GSA/APHIS Building)

Usable Square Feet (USF) 31,046 USF

Historic Status Not Historic

Year Built 1985

Located at the northern terminus of Interstate 95 (I-95) in Houlton, Maine, the Houlton LPOE is a complex of four buildings (see above). The Main Port Building, CBP Commercial Inspection Building and FDA/GSA/APHIS Building are owned and maintained by the GSA. The NII Building is maintained by CBP but GSA has ultimate custody and control of that structure. The Houlton LPOE is a 24-hour, 7-day, 365-days-per-year mission-critical facility; processing commercial and non-commercial vehicles entering and exiting the United States from the Woodstock Border Crossing in Belleville, New Brunswick, Canada.

Houlton Land Port of Entry (LPOE) • Task No. 47PB0020F0044 • February 8, 2021 • Page 2

The facility was constructed in 1985 and is 35 years old. In 2015, an Extra Field Investigation (EFI) was completed by EDM to assess the condition of the exterior wall, which was exhibiting significant deterioration. The study determined that there are substantial repairs needed to the entire exterior envelope. In the years since the completion of the study, the exterior walls and window systems have further deteriorated. The 2015 study only provided the assessment of envelope-related systems.

In 2018 a Facility Assessment Report (FAR) was conducted providing a more thorough study of all building, systems, land and structures identified in the scope. Subsequently, the Region strongly emphasized that all building systems at this facility require replacement or significant reinvestment, and given the forty thousand (40,000) GSF facility size, the prospectus threshold would be triggered and therefore require congressional appropriation (applicable only to a comprehensive prospectus level repair and alteration alternative).

The Region’s request to CBP both regionally and nationally over the past several years is to recognize the severity of the deficiencies, and more importantly, affirm CPB’s capital investment strategy and prioritization is in full alignment with GSA’s.

1.2 Scope and Primary Purpose of Study

The main objective for this PDS is to investigate and develop a business case on the viability of two alternatives: a comprehensive prospectus-level repair and alteration; and a phased, below-prospectus-level repair and alteration. Both alternatives seek to bring the buildings into compliance with the 2018 PBS 100 Facilities Standards for the Public Building Service. A prospectus-level repair and alteration project would be triggered when the budget cost of the renovation project exceeds $3.09 million.

Under a prospectus-level repair and alteration project, Land Port of Entry (LPOE) Design Standards would be incorporated by the GSA wherever possible.

While a PDS typically follows the completion of a Feasibility Study, this PDS instead follows the 2015 EFI and 2018 FAR. This PDS provides a thorough study of all building systems, along with the severity of the deficiencies that allows the two alternatives to be analyzed and developed. This PDS provides recommendations for a capital investment strategy that sets the basis for the prioritization as a prospectus-level capital project. The scope of this PDS consists of a building systems study, but does not include development of a PDS Workbook.

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The following customers are stakeholders in the project:

• General Services Administration (GSA): The mission of the GSA is to deliver the best value in real estate, acquisition, and technology services to the government and the American people.

Primary business objectives are to backfill vacant space in the GSA-owned asset and improve the energy performance of the asset.

• Department of Homeland Security (DHS)/U.S. Customs and Border Protection (CBP): The mission of the DHS is to safeguard America's borders thereby protecting the public from dangerous people and materials while enhancing the Nation's global economic competitiveness by enabling legitimate trade and travel.

• U.S. Department of Agriculture/Animal and Plant Health Inspection Service (USDA/APHIS):

The USDA seeks to provide leadership on food, agriculture, natural resources, rural development, nutrition, and related issues based on public policy, the best available science, and effective management.

• U.S. Department of Health & Human Services/Food and Drug Administration (HHS/FDA): The Food and Drug Administration is responsible for protecting the public health by ensuring the safety, efficacy, and security of human and veterinary drugs, biological products, and medical devices; and by ensuring the safety of our nation's food supply, cosmetics, and products that emit radiation.

1.3 Summary of Findings

The Houlton Land Port of Entry is a 35-year-old facility that has received various types of renovations over the years. Therefore, certain buildings and building systems are in better condition than others. In general, the Main Port Building has the largest magnitude of recommended work items. This is partly because it is the largest facility with a greater extent of systems, but also because it has largely retained its function over the years and has not been renovated due to a change in function, as has occurred with the FDA/GSA/APHIS and CBP Commercial Inspection Buildings. However, there are certain systems in all three buildings that require repair, replacement, or modernization.

Site systems that require attention are at various degrees of criticality. The three systems that require the most critical attention are the water service lines, the site septic system and the replacement of underground fuel oil storage tanks. In the case of the septic system, there are a few items that can be repaired in the short term that will alleviate the most urgent needs, and provide the ability to delay the more costly replacements for several years into the future. In the case of the fuel oil tanks, recent tank leaks have underscored the need to address these replacements in the near future. The freezing of on-site subsurface water lines (due to insufficient depth) is a frequent issue that also needs to be addressed in the short term as well as underground water storage for building fire suppression sprinkler systems.

Repair and replacement of the vehicular paved areas on the site are a fairly important near-term item, Houlton Land Port of Entry (LPOE) • Task No. 47PB0020F0044 • February 8, 2021 • Page 4 especially in certain areas that are in poor condition or where the Main Port Building is receiving damage due to truck inspection lanes not having enough vertical clearance for trucks to pass through.

Sidewalks also need replacement in the near-term due to both their poor condition as well as for accessibility considerations. Likewise, pavement marking for safe and accessible pedestrian movement on the site needs to be improved. The existing timber curbing on site is in very poor condition and needs replacement. Existing pole-mounted site lighting fixtures require lamp replacement for energy savings and improved performance. Other items (storm drain repairs) are of medium priority; and still others (landscape and site amenities) are lower priority.

The building envelope systems at all three buildings need attention. The replacement of the roof system at the Main Port Building is a critical item, as it has experienced multiple leaks. The roof systems at the other two buildings are currently in good condition, but their eventual replacement has not been budgeted for. The exterior stone/concrete wall panel systems at the Main Port Building and CBP Commercial Inspection Building, as well as the original portion of FDA/GSA/APHIS Building, are original to the facility and are nearing the end of their service life and should be replaced. At the same time, the aluminum windows and storefront systems at these buildings should be replaced, as they are integral.

These windows and storefront systems appear to be original to the building, are at the end of their service life, and do not meet current PBS P100 requirements. This work has the potential to improve the function of the building envelope from an energy standpoint. The replacement of other exterior doors (hollow metal, coiling overhead) can be done independently.

Since this PDS did not include any interior space reconfiguration, and because there have been recent interior renovations, the work items on the interior of the buildings are less significant. There is asbestos-containing material in the flooring at all three buildings that should be abated and replaced, and there are some needed accessibility upgrades. Locksets at the Main Port Building require replacement. Although the elevator appears to meet all current codes, it will reach the point in the somewhat in the near future when a full modernization will be required.

Mechanical building system criticality varies by building. At the Main Port Building, the boiler system needs replacement, as well as several air conditioning upgrades at key areas. Heating systems in the inspection booths as well as heating and ventilation systems in the vehicle inspection bay need are in need of replacement. No heating/cooling upgrades are recommended at FDA/GSA/APHIS Building, and at the CBP Commercial Inspection Building only the addition of a split air conditioning system in one office is recommended. The BAS system in all three buildings needs to either be upgraded or a new BAS system provided in order to meet current PBS P100 requirements.

The most significant plumbing system upgrades are needed at the Main Port Building, which needs a new domestic hot water system as well as the installation of water service isolation valves. Floor drain repairs are needed at the CBP Commercial Inspection Building. Roof drain replacement (with added

Houlton Land Port of Entry (LPOE) • Task No. 47PB0020F0044 • February 8, 2021 • Page 5 heat trace) is recommended at all three buildings, but since this work should be performed at the same time as the roof system is replaced, the criticality of this item varies by building.

Fire alarm system upgrades are recommended at all three buildings, although the work is most significant at the Main Port Building and the CBP Commercial Inspection Building (the system at the FDA/GSA/APHIS Building is more recent). Currently only the FDA/GSA/APHIS Building has a fire suppression sprinkler system, so the addition of these systems at the other two buildings as well as an upgrade (from NFPA 13D to NFPA 13) of the FDA/GSA/APHIS Building system is recommended. A significant amount of underground water storage to support the fire suppression sprinkler system is also required. Fireproofing needs to be installed at areas within the Main Port Building where it has been removed for various repairs and renovations. All three buildings require firestopping improvements, as well as a variety of life safety upgrades.

Electrical systems overall are in fair to poor condition, and will only continue to age with time. Most of the recommendations are longer-term. At the Main Port Building, upgrading of the main electrical service is recommended as well as replacement of the branch circuit panelboards and feeders.

Upgrading remaining interior fluorescent light fixtures to LED, as well as replacing exterior building fixtures is also recommended. A lightning protection system, although not required, is recommended.

At the FDA/GSA/APHIS Building, replacing the branch circuit panelboards is recommended, as well as LED upgrades to interior and exterior lighting. At the CBP Commercial Inspection Building, relocating the main panelboard, as well as upgrading interior and exterior light fixtures to LED, is recommended.

The PBS P100 requires that modernization projects meet the requirements of the Energy Independence and Security Act ofÒ007 (EISA 2007), the Energy Policy Act of 2005 (EPAct 2005), and the 2030 Challenge, as well as achieve a LEED Gold rating. A prospectus-level project would be considered a modernization. The Scope of Work for this PDS does not include energy modeling to determine the specific targets for energy use and fossil fuel reduction. Detailed costs are not included for compliance with these metrics, however the Cost Estimate Workbook for the prospectus-level project contains a reservation that approximates the additional cost for compliance. However, because of the age of the facilities, it is not believed to be life cycle cost effective or feasible for certain systems to be modernized to meet these benchmarks. In order to achieve a LEED Gold rating, a project typically includes provisions for site selection, public transportation, rainwater management, enhanced building envelope performance, optimized building systems performance, sustainable and local materials, and an improved indoor environment. A draft LEED Scorecard has been populated using the prospectus level project as a guide, and is contained within Appendix J. It does not appear possible to achieve a LEED Gold rating even with a major repair an alteration for a number of reasons, including building envelope construction type, age of the building, and its rural setting.

Houlton Land Port of Entry (LPOE) • Task No. 47PB0020F0044 • February 8, 2021 • Page 6

A Project Delivery Method (PDM) Workshop was held on February 1, 2021, at which time the project team completed the PDM Selection Tool. The result of that workshop was a recommendation that the Construction Manager as constructor (CMc) delivery method was the best fit for the above-prospectus level project.

1.4 Budget Analysis

The sum of all work items (if grouped together to constitute a prospectus-level repair and alteration project) has an Estimated Construction Cost (ECC) of $27,620,281 and an Estimated Total Project Cost (ETPC) of $32,887,563. This estimate (contained in Appendix C) utilizes GSA-generated markups and includes reservations for EISA/EPAct 2005/2030 Challenge, swing space, and security provisions and escorts.

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2. Existing Conditions Findings

2.1 Introduction

The existing conditions analysis is based upon a review of existing documentation on the facility (see References, Appendix M), supplemented by site investigations conducted on June 23-24 and July 13-14, 2020. The following investigations were performed:

Architectural/Engineering Investigations: Oak Point Associates Architecture, Civil Engineering, Mechanical Engineering, Electrical Engineering and Fire Protection Engineering professionals visited the site on June 23 and 24, 2020 and were granted access to the site; building interiors, exteriors and roofs for the purpose of developing an understanding of the current conditions of building and site systems. This chapter presents a summary of A/E existing conditions findings.

Thermal Imaging: IR Analyzers, Inc. conducted thermal imaging of the roofs and exterior walls of the three buildings that are part of this PDS on June 23, 2020. A report summarizing their findings is located in Appendix E.

Hazardous Materials Testing: CES, Inc. conducted hazardous materials sampling on June 23 and 24, 2020. A report summarizing their findings is located in Appendix F.

Hydrant Flow Testing: The Houlton Water Company conducted hydrant flow testing on July 13, 2020.

A summary of the testing and hydrant flow calculations are located in Appendix D.

Septic System Evaluation: Amy N. Jones conducted an evaluation of the existing septic system on July 14, 2020. A report summarizing the findings of this evaluation is located in Appendix G.

2.2 Site Systems

1) Property Location/Boundaries

The Houlton LPOE is located at the northernmost terminus of Interstate 95 (I-95) at the border of Houlton, ME USA and Bellevue, New Brunswick, CA (refer to the Boundary Survey Plan in Appendix B). The Facility was constructed in 1985. It appears that the United States of America obtained the property from the State of Maine in 1984. The property consists of two parcels divided by the southbound lane of I-95. The parcel between the north and southbound lanes of I-95 is 1.95 acres and the parcel to the north and west of the southbound lanes of I-95 is 3.94 acres. A right-of-passage over paved surfaces was retained by the State of Maine weigh station that exists on the 3.94-acre parcel. There is no evidence of an access easement to the privately owned Deringer

Houlton Land Port of Entry (LPOE) • Task No. 47PB0020F0044 • February 8, 2021 • Page 8

Broker Building parcel to the north, but an access drive exists at the northeast corner of the property. The facility also has several existing utility and maintenance easements that cross I-95 northbound and southbound lanes. Another 1.84-acre parcel to the south of the existing 3.84-acre parcel was acquired by the United States of America from the State of Maine in 2005. The 2005 acquisition is subject to rights retained by the State of Maine for use as a truck weigh station, maintenance of drainage systems and slopes, and utility easements. A large wetland and waterbody to the west of the LPOE limits the viability of additional growth and property acquisition.

2) Vehicular Circulation Vehicular access to the site is primarily from the southbound lanes of I-95 from the border between the United States and Canada (refer to the site plan in Appendix B). The inspection lanes at the facility are approximately 430 feet from the international border. There is one bus inspection lane and four passenger primary vehicle inspection lanes, a “Fast Lane” and one cargo (truck) primary inspection lane. The “Fast Lane” has a second floor above and a soffit that is approximately 14 feet above grade (Interstate clearances are over 14’-6” unless posted). It has been reported that the soffit has been damaged by trucks in the past. Six secondary inspection lanes for passenger cars are located just beyond the primary inspection area. The passenger vehicle secondary inspection area is covered with a canopy and has two enclosed secondary inspection garage bays. Secondary truck inspection consists of a Non-Intrusive Inspection (NII) within an enclosed metal building just beyond the primary inspection lanes. A loading dock and cargo inspection building are located between the NII Building and the primary truck inspection lanes.

The southbound side of the site also has a driveway that provides access to the west side of the FDA/GSA/APHIS and CBP Commercial Inspection Buildings. This driveway is referred to as Customs Loop Road and the official address of the Facility is 27 Customs Loop Road. A driveway to access the Deringer Broker Building to the north of the site is accessed from Customs Loop Road.

The site is also accessed by way of the northbound lane of I-95. A rejection lane beyond the secondary inspection area allows for vehicles to return to Canada. This lane is also used by employees and visitors to access a parking area to the south of the LPOE. A sign stating “No Admittance” is located at the northbound entrance to discourage non-authorized users from using this driveway. Another paved area on the west side of I-95 north provides for parking and access to the southbound lanes of I-95 just prior to the international Border. This area was closed with barriers at the time of site investigations.

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3) Pedestrian Circulation

a) Pedestrian circulation amenities for employees consist of the following:

• An asphalt concrete-paved sidewalk connects the Main Port Building (MPB) to a parking lot located at the southeast corner of the property (approximately 275 feet away). This route is also used for visitors. The route does not have painted crosswalks at the driveway crossings and there are no detectable warnings at roadway crossings.

• Employees working at the CBP Commercial Inspection Building, FDA/GSA/APHIS Building, and the NII Building park adjacent to each of the respective buildings and share their routes with the driveways surrounding the buildings. Formal walkways do not exist in these areas.

• There is also a painted crosswalk south of the primary inspection booths that connect the MPB to the exterior door of the truck inspection booth at Lane 7.

• Access to the inspection booths from the MPB is provided by a paved pathway on the south side of each inspection booth and across the inspection lanes. The walkways do not have painted crosswalks across the inspection lanes and there are no detectable warnings at roadway crossings.

b) Pedestrian circulation for passenger vehicles that are detained and require access to the MPB from the secondary inspection area is by use of the access drive to the secondary inspection lanes to the MPB. The inspection lanes do not have crosswalks and there are no detectable warnings at the inspection lane crossings.

c) Pedestrian circulation for commercial truck drivers requires drivers to cross the cargo lane (Lane

7) between where they park near the NII Building on the south side of the primary inspection booths and the drivers’ entrance to the inspection booth area. There is no painted crosswalk across the lane and there does not appear to be a designated route for the drivers.

d) Accessibility Evaluation (accessible routes)

i) The visitor parking area is located at the southern part of the facility approximately 300-feet from the building entrance. The parking lot does not have a designated accessible parking space. At least one van-accessible parking space is required.

ii) The accessible route from the parking lot to the Main Port Building crosses the return lane and continues along the east side of the bus and secondary inspection area on an asphalt concrete sidewalk. The route crosses the bus lane near the Main Port Building where it enters the building between two retaining walls that are 4’-10” apart. The sidewalk and curb cuts do not have the proper slope. The exterior entrance doors to the building and the interior vestibule door do not have the required 18” clear space at the pull side of the doors.

The slope at the approach to the exterior door is nearly 6% and exceeds the 2% maximum allowed. Although the U.S. Access Board does not require detectable warning panels at vehicular crossings, the warning panels are recommended.

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4) Pavements

a) Roadways at the site consist of the north approach area, Customs Loop Road to the west, the bus inspection lane to the east of the Main Port Building, and the south departure/secondary inspection area. A paved area on the west side of the northbound lane of I-95 contains a connection to the southbound lanes of I-95 upstream of the primary inspection booths.

Pavements at the facility vary in condition and have been replaced or repaired at various times.

i) The west side of the north approach was constructed and re-paved in 2009 as part of the

Lane 6 fast lane and Lane 7 cargo inspection lane project. These pavements have become rutted, broken up in places, are uneven and require repair (Civil Photo 4 in Appendix A). The portion of the north approach that is owned by the State of Maine consists of two lanes of Interstate 95 to the International border. The pavement in this location is in very poor condition and has cracks, patches and potholes (Civil Photo 3).

ii) A portion of Customs Loop Road was converted to concrete pavement sometime around 1996 when this road was used to access the commercial inspection booth that has since been relocated. The concrete pavement is sound but has become deteriorated at the control joints (Civil Photo 7). The remainder of the pavement in the vicinity of the CBP Commercial Inspection and FDA/GSA/APHIS Buildings is in fair condition and has many cracks and patches.

iii) The south departure area was milled and received a 2-inch overlay in 2011. The pavement is in relatively good condition but has become cracked in many areas (Civil Photos 1 and 2).

iv) The bus inspection lane to the east and north of the Main Port Building is in poor condition and has many cracks, patches and potholes. A portion of the bus inspection and secondary departure lane received a 2-inch overlay in 2011. The pavement is in relatively good condition but has become cracked in many areas and has a several locations with poor drainage evidenced by silt and sand settling where puddles have formed in the past (Civil Photo 5).

v) The paved area on the west side of the northbound lane of I-95 contains a connection to the southbound lanes of I-95 that is in very poor condition and has cracks, patches, and potholes (Civil Photo 6).

b) Parking/Block Heaters exist at the south of the MPB and secondary inspection canopy. The block heaters are in poor condition, the posts are leaning, and the conduits are corroded and bent. This area accommodates 25 vehicles. Parking exists adjacent to the CBP Commercial Inspection Building, which can accommodate up to 10 vehicles. The FDA/GSA/APHIS Building has parking that accommodates 14 vehicles. Parking for five vehicles exists southwest of the cargo inspection lane (Lane 7). Almost all of these pavements were constructed or repaired between 2009 and 2011. The pavement is in relatively good condition but has become cracked in many areas.

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c) Sidewalks are somewhat limited on the site and mainly exist between the southerly parking area and the MPB. A concrete sidewalk on the east side of the building is utilized for the bus inspection area. Another asphalt concrete walk exists northeast of the building for access to the flagpole. A small asphalt concrete walk exists on the west side of the MPB between the building and the primary inspection booths. The concrete walks are deteriorated and in need of replacement (Civil Photo 9). The asphalt concrete walks range from poor to good condition and contain cracks and potholes (Civil Photo 10).

d) The fast lane (Lane 6) has limited clearance and has had trucks damage the ceiling in the past (Civil Photo 8).

e) The pavement markings at the LPOE are generally visible, but show signs of wear from plowing operations and general deterioration.

5) Curbing Curbing at the facility exists adjacent to the sidewalks and at the edge of vehicular pavements and landscaped areas. The curbing (believed to date from the original design) consists of two layers of 6x6 wood timber and is anchored to the ground. The curbing is damaged from vehicles and snowplows and many sections have been replaced over the years (Civil Photo 11). It is in very poor condition.

6) Landscaping Landscaping at the LPOE is minimal and was originally designed to be a combination of groundcover and a grove of crabapple trees between the primary inspection lanes and the FDA/GSA/APHIS Building. It appears that almost all of the original plantings have been removed. Limited landscaped areas have been replaced with groundcover or evergreen shrubs. Large areas that were once groundcover have since been replaced with crushed stone. The approach from the north into the LPOE is especially in disrepair and has a combination of roots, crushed stone, wood chips and exposed weed control fabric (Civil Photo 12). There is no existing vegetation at this site other than the re-vegetation performed at the time the facility was constructed. The flagpole at the MPB is bent and the light fixture is missing (Civil Photo 13). Since this project is considered a renovation and full modernization, compliance with the Energy Independence and Security Act of 2007 (EISA) part 438 is required. EISA part 438 requires reducing water use for irrigation by 50 percent from established baselines. If possible, design rainwater/stormwater features into the site to provide a landscape amenity. Design water features with minimal or no make-up water from potable sources.

The existing landscaping for site does not require irrigation. The existing storm drain system is a catch basin and closed pipe system due to the relatively shallow water table and lack of land area and topography and cannot be incorporated into a landscape amenity. There are no existing water features at this site.

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7) Utilities

a) Storm drainage consists of a combination of overland flow to low areas at the perimeter of the site and a subsurface piped system with catch basins. Roof drains from the buildings are connected to the subsurface drainage system. The subsurface drainage system has four outlets to the wetland on the east side of the site. The outlets of the system were found to be filled with sediment and are overgrown with vegetation (Civil Photo 14). Since this project is considered a renovation and full modernization, compliance with the Energy Independence and Security Act of 2007 (EISA) part 438 is required. EISA part 438 required projects to manage the 95th percentile storm event on site or manage to the predevelopment hydrology. This is a very difficult task for this site since there is a high water table that does not lend itself to infiltration and cistern storage, and the paved areas receive high traffic that is not appropriate for porous pavement systems.

b) Sanitary sewer service is provided by an on-site subsurface wastewater disposal system.

Although the federal government is not required to comply with State of Maine regulations, the system was evaluated using state rules. A licensed site evaluator was subcontracted by Oak Point Associates to assist with the inspect condition of the system (refer to Appendix G for report). The inspection revealed that the subsurface disposal area is in good condition and can be expected to last several more years. The distribution boxes at the disposal field were intact but were out of level resulting in uneven flow distribution, and one of the covers was found to be cracked. The pump station was in disrepair and has a rusted hatch, a rusted and broken float switch, and a broken discharge pipe from one of the two pumps. Discussions with the Houlton Water Company indicated there is a possibility of connecting to the town-wide system approximately 2,600 feet to the east and uphill of the site at an existing gravity manhole on Airport Drive.

c) Water Supply

i) Domestic water was originally provided by a private well on the west side of the CBP

Commercial Inspection Building and distributed to the three buildings at the site. Water service was converted to a connection to the Houlton Water Company system around 2010.

This connection consists of an 8-inch main extension to the site with a 2-inch service to the MPB. The remaining buildings are back-fed through the original water lines between the buildings. Water pressure is in the vicinity of 100 psi. It has been reported that the existing water line between the MPB and the other outbuildings has frozen several times in the vehicular pavement just south of the primary inspection booths (Civil Photo 15). Frost has been reported to be as deep as 96 inches where the pipes froze.

ii) Fire protection water service exists at the 8-inch line at the east side of the MPB. A single fire hydrant is all that exists (Civil Photo 16).

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d) Four underground fuel oil tanks exist at the site. All of the tanks contain #2 fuel oil or off-road diesel. There are three 1,000-gallon oil tanks, one each at the MPB (generator fuel), the FDA/GSA/APHIS Building (heating fuel), and the CBP Commercial Inspection Building (heating fuel). A 6,000-gallon underground fuel tank provides fuel for the MPB. Recently the GSA discovered a leak in the interstitial space at the 1,000-gallon generator tank and the tank is in the process of being replaced. The remaining three tanks were installed around 1989 according to State of Maine records. The tanks are over thirty years old and are reaching the end of their useful lives (Civil Photo 17).

e) Communications to the facility appear to come overhead from the east and transition to underground beneath the northbound lane of Interstate 95. Refer to the Electrical portion of this report for further description of the service.

f) Electric service to the building originally came from the east and was run underground beneath the northbound lane of Interstate 95. In 1996, the primary electric feed was changed to come from an overhead line and pole to the southeast of the CBP Commercial Inspection Building and then underground to the transformer. The original transformer was relocated to an area between the Cargo Inspection Lane (Lane 7) and the FDA/GSA/APHIS Building to make room for a building addition. Refer to the Electrical portion of this report for further description of the service.

8) Subsurface Soil Conditions

a) Existing boring logs for the original building were not available. The original construction drawings indicate an assumed bearing capacity of 3,000 pounds per square foot. Subsequent new construction or additions indicate the soils in this area are sands and gravels with some silt.

Groundwater was encountered between 4 and 7.5 feet below the ground surface. Bearing capacity used for the additions was 3,000 pounds per square foot.

2.3 Main Port Building

The Main Port Building (MPB) at the Houlton Land Port of Entry (LPOE) complex was constructed in 1985 and has undergone several renovations over the years including a 2009 project that added additional commercial vehicle (high bay) inspection facilities and a recent interior renovation project. The building is a 27,416 gsf two-story, steel-framed building with an exterior masonry and cement panel façade. The building houses the primary DHS/CBP border control operations, offices, support facilities, and vehicle inspection services at the I-95 Houlton, Maine/Canada LPOE border crossing. The first floor of the building provides CBP/public interface spaces, offices, support areas (including laboratory and detention areas as well as toilets and storage areas) and individual vehicle inspection booths. An extended wing to the south of the MPB provides a canopy and garage spaces for the secondary hard vehicle inspections as well as covered employee parking. The second floor runs perpendicular to the main building first floor and directly above the vehicle inspection booths providing offices, meeting/training rooms, and locker facilities for the CBP personnel.

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2.3.1 Exterior Building Envelope

The existing building construction consists of concrete foundations and footings, slab on grade, a structural steel-framed structure with exterior finishes consisting of a split-rib concrete masonry unit (cmu) veneer capped with stone/concrete aggregate panel façade at the first floor and a stone/concrete aggregate panel façade at the second floor. The first floor exterior cavity wall construction consists of two different types: a split-rib cmu exterior veneer, air cavity, rigid insulation and an interior cmu backup; or a split-rib cmu exterior veneer, air cavity, exterior sheathing, metal stud, fiberglass batt insulation, and gypsum board finish backup wall. The exterior stone/concrete aggregate panel façade at the first and second floor are mounted directly to the metal stud back up wall (without any exterior sheathing), a thermal break cavity, and an interior metal stud and gypsum board wall system. The panels are secured to the metal studs through the exterior face of the panel with the fasteners countersunk into the panel and covered with a cementitious patching compound to match the adjacent panel. The entire wall system, including the thermal break cavity, is filled with fiberglass batt insulation.

The existing roof system is a single-ply EPDM membrane, rigid insulation and a concrete composite metal deck roof structure with the existing roof structure pitched for drainage. A 2015 Exterior Wall Repair EFI indicated that the roof was “recently replaced” but the date of the roof replacement is unknown. Roof access is via ladders and roof hatches located at the first floor at the north end, the second floor stair, and within one of the canopy garage bays.

First and second floor exterior window openings consist of aluminum storefront systems with fixed insulated glazing, spandrel panels and operable aluminum casement (out wing)-type windows with insulated glazing. A mylar window film appliqué has been applied to the interior face of all window glazing. Existing building documents indicate that the aluminum storefronts are thermally broken and thermal imaging of the building envelope appears to confirm that the aluminum storefronts are thermally broken. There are aluminum entrances at the main public entries at the first floor, hollow metal doors and frames at the remaining personnel doors, and coiling overhead doors at the garage personnel vehicle inspection areas.

Overall, the exterior building envelope is in fair condition. The exterior split-rib masonry veneer mortar joints are solid and appear to free from excess weathering or cracking. The stone/concrete aggregate panel façade, however, is showing significant degradation with some warped or buckling panels as well as some damage to the panels above the vehicle inspection lanes. In addition, the cementitious compound that conceals the countersunk panel fasteners is failing or has failed in many locations with the fasteners either exposed or covered in sealants.

The existing EPDM roof system is significantly compromised with many areas of ‘soft’ insulation, some possible seam damage, and areas where it appears that ponding is occurring. The exterior building sealants over the entire building are in very poor shape showing signs of bonding failure, Houlton Land Port of Entry (LPOE) • Task No. 47PB0020F0044 • February 8, 2021 • Page 15 cracking and significant weathering. In many locations, especially at the aluminum curtainwalls, the sealants have been repaired by application of one or more layers of sealant over the original sealant. In some cases, this sealant appears to be interfering with the function of the existing aluminum curtainwall weepholes. The existing aluminum curtain wall system is approaching the end of its functional life with apparent failure of the numerous glazing seals, evidence of condensation within the glazing and crazing/degradation of the window film appliqué. The exterior aluminum entrances are functional although they are also showing some wear and tear.

The exterior hollow metal doors and frames, including overhead coiling door frames, display various degrees of rust and deterioration while the doors themselves appear to be in fairly good shape.

As part of the investigation of the existing building envelope a thermal imaging scan of the exterior walls and roof systems was performed on June 23, 2020 by IR Analyzers/Vector Mapping (see Appendix E, Thermal Imaging Reports). These scans indicate very few anomalies of the exterior wall systems and windows while extensive anomalies at the roof indicate relatively extensive areas of wet or compromised roof insulation on all roof surfaces. The imaging of the building envelope for thermal anomalies was taken when the LPOE complex mechanical systems were under cooling conditions and may be somewhat misleading. In order to achieve the best results thermal imaging studies are most commonly performed under heating conditions which may more accurately portray potential anomalies that can be disguised by ambient exterior temperatures.

2.3.2 Interior Building Elements

The existing building elements consist of standard commercial finishes. Walls consist of metal-framed, gypsum board interior partitions, as well as limited cmu interior partitions. The walls are painted throughout the facility except for the toilet and locker rooms where ceramic wall tile has been provided. Suspended acoustical panel ceilings predominate along with some suspended gypsum board ceiling. Floor finishes include carpet tile in office areas, ceramic pavers in the public lobby and ceramic floor tile in the toilet and locker rooms. The existing door hardware locksets are in good condition; however, the facility reports that there are issues in keying and key control of the cylinders. As previously noted, the building underwent a recent interior renovation project, and all of the interior finishes appear to be in fairly good condition. The Scope of Work for this PDS does not include any tenant reconfiguration or interior tenant improvements.

2.3.3 Life Safety and Fire Protection Systems

Appendix D contains a Life Safety and Fire Protection Analysis that has an expanded review of the building against the applicable codes. The following is a summary of the life safety and fire protection systems of the building.

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• Number of Stories: 2

• Building Footprint: 20,745 square feet (as measured by IBC requirements)

• Construction Type: IBC Type IIA, NFPA Type II (111) (assumed rating as thickness of fireproofing is unknown),

• Occupancy Classification: IBC B, S-1, and S-2, NFPA 101 Business and Storage

• Calculated Occupant Load: 141 people

• Fire Suppression: None (one office has a single sprinkler supplied by the domestic water service)

• Fire Alarm System: Zoned system

• Exit Stair Enclosures: 2

2.3.4 Accessibility

The existing building does not provide a compliant accessible entrance. Currently the single entry point that appears to be used as an accessible entrance is along the south building elevation through an opening in the exterior berm to a single door and sidelight into a relatively narrow vestibule and corridor into the main building processing/lobby area. The width of the berm opening, as well as the interior vestibule, does not provide the pull-side ADA/ABAAS clearance required. The remaining processing/lobby area entrances from the east and west elevations are not accessible. Access to the second floor is by a dual entrance (front and rear) hydraulic passenger elevator located off the northern first floor east entrance vestibule. The existing elevator meets the current ADA/ABAAS requirements for a passenger elevator used as part of an accessible route. ADA/ABAAS compliant fixtures have been provided at all toilet rooms.

2.3.5 Structural Systems

The Main Port Building is a two-story, steel-framed structure with reinforced concrete foundations.

Roof Structure Roof framing over the main portion of the building consists of wide-flange steel beams that are supported by wide-flange steel girders and columns. A 5-inch concrete slab over 1-1/2 inch composite steel deck is used to span over the beams.

There is no visible evidence of failure or damage to the roof framing members.

Floor Structure The floor structure consists of a 5-inch concrete slab over 1-1/2 inch composite steel deck that is supported by wide-flange steel beams. The beams are supported by wide-flange steel girders and columns. There is no visible evidence of failure or damage to floor framing members.

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