5_hypothetical_project_Attachment_-_F.pdf

OROVILLE

LAND PORT OF ENTRY

PORT INTRODUCTION

PROPOSED DYNAMIC SIGNAGE RECOMMENDATIONS

STRUCTURAL AND CIVIL RECOMMENDATIONS

ELECTRICAL RECOMMENDATIONS

COST ESTIMATES

SUPPLEMENTAL INFORMATION

LED SIGNAGE PHASE III | 15% CONCEPT DESIGN DOCUMENT | APRIL 6, 2015

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EXISTING CONDITIONS

FIGURE ORO-1: ORIENTATION PLAN

1. POV/BUS

2. POV

3. POV

1. CARGO/RV(POV/BUS AFTER 4PM)

2. CARGO/RV

B. BYPASS LANE

BORDER LINE

0FT 25FT 50FT 100FT

US

ADMINISTRATION

WING

U N

IT

ED

S

TA

TE

S

C A

N A

D A

CANADA

ADMINISTRATION

WING

TRAFFIC DIVERGED

AT GATE CLOSURE

TYP. (4:00PM)

32112B

IMPOUND

US

MULTI-PURPOSE

WING

VEHICULAR PLAZA

PRIMARY CANOPY

POV SECONDARY

CARGO CANOPY

CARGO PLAZA

CARGO SECONDARY

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STATISTICS

Location: Oroville, WA Owned: GSA Traffic type: POV including bus, cargo, Rv # of lanes and type: 2 (POV), 1 (POV/Bus), 2 (Cargo/RV), 1 (Bypass)

PORT INTRODUCTION

General

Our team visited this Port on October 23, 2014, which was the third port visited on Trip 3. This port is operated 24/7 with very little traffic at night. Summer months July and August are the peak times of year. The US and CBSA (Canada) ports share the same building with a clear demising line separating north from south.

The port receives 100 – 200 Cargo vehicles a day, with the majority of the vehicles serving agricultural business. The valley has a successful wine and fruit/ produce industry, and is one of the warmest areas in Canada. It is also a popular summer vacation destination, and receives a lot of RV traffic. The port receives approximately 30 – 40 buses per month.

The port has serious bird issues, particularly with pigeons. There are as-built drawings for Structural, Architectural, Civil, and Electrical for this port.

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Approach

The distance from the border to the Primary Inspection Canopies is approximately 240 ft. to the POV/Bus processing area and 335 ft. to the primary Cargo/ RV processing area. The approach begins on 97 South (in Canada) on a single lane that widens to two lanes for the port approach access road. During morning operations, POV’s and buses use the first vehicular processing area accessed via the left of the two approach lanes while Cargo/RVs in the right lane continue straight and proceed to the second vehicular processing area. After 4:00 PM and through the night all traffic is routed to the second vehicular processing area(Cargo Plaza).

From one lane, the first (North) vehicular processing area widens to an Entry plaza that consists of three vehicular lanes plus one wide approach lane specifically for buses. NOTE: The bus lane merges back into the vehicular lane area for processing through Lane 1, which is the lane closest to the US Administration Wing. For the second (South) vehicular processing area, the single lane approach has a very wide plaza area to accommodate Cargo and similar wide-turn vehicles. This processing area has two booths.

The inspection plazas for this port are rotated 90 degrees from the entry roadway. As a result, signage at the inspection booths perpendicular to traffic flow is not directly viewable until approaching vehicles turn into the inspection plazas and begin to align their vehicle for processing through a specific lane/ booth. This is a compact site with limited vehicular queueing space. Daily traffic configuration changes are handled manually (staff physically closes gates to prevent access to the first vehicular processing area). As a result, the entry path may confuse some first time visitors, particularly in consideration of the limited advanced visibility of lane assignments, turns and changes.

FIGURE SN-01: DISTANCE FROM BORDER

FIGURE SN-02: VIEW OF APPROACH FROM CANADA

FIGURE SN-03: APPROACH FROM CANADA

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Lane Utilization

There are a total of 6 lanes at the Oroville Port. The Lanes are numbered out from US Administration Building. Lanes are referenced as follows: Lanes 1-3 North of the US Administration Building are for POV vehicles with buses in Lane 1 only. Lane 1-2 (South) are for Cargo/RVs and include an additional bypass lane.

Although they primarily serve Cargo, the South 1-2 Lanes are used for all traffic after hours. There are 4 lanes approaching this primary. The 4 approach lanes converge into the 2 primary lanes.

There are no NEXUS or Ready lanes.

Existing Architecture

The 2003 facility is a four-building complex that is linked together by a long shed roof. The north-south shed roof covers the entire second floor of the port complexes and is also the primary canopy for the primary inspection booths. The roof framing is constructed of formed steel deck on open web steel joists supported by steel beams and tube steel columns all painted light gray.

The steel structure of the primary inspection canopy has a continuous overhead cross beam that provides a framework for mounting the current lane signage.

The booths are small, low, freestanding, and made of aluminum storefront. The existing cross beam is ideal for mounting new dynamic signage.

FIGURE SN-04: VIEW FROM THE BORDER

FIGURE SN-05: LANES 1-3 WITH THE BUS UNLOADING LANE ON THE RIGHT THAT MERGES INTO LANE 1

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FIGURE SN-06: DYNAMIC SIGN TYPES

Existing Dynamic Signs

1) Beam mounted “X” (closed) or “[green arrow pointing down]” (open) signs. [Quantity: 3]

2) Booth mounted “OPEN/CLOSED” signs. [Quantity:

Existing Static Signs

Clearance signs are not present at North Lanes 1-3;

however, clearance signs are present at South Lanes 1 and 2 (stated clearance is 16’-0”). There are signs prior to and within the plaza area used to provide lane information for Buses, Cargo, and RVs/ampers. Many of the existing static signs display messages that consist simply of symbols and arrows.

FIGURE SN-08: STATIC SIGN AT BORDER

FIGURE SN-07: STATIC SIGN EXAMPLE

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FIGURE SN-09: STATIC SIGN - RVS ARE DIRECTED TO CARGO LANE WHICH IS CONTRADICTED BY

THIS STATIC SIGN.

FIGURE SN-10: STATIC SIGN EXAMPLE

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RECOMMENDATION - SITE PLAN

FIGURE ORO-2: RECOMMENDED AND ALTERNATE SCHEMES

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PROPOSED DYNAMIC SIGNAGE

RECOMMENDATIONS

WAYFINDING

Recommendation: Provide a gantry above the two approach lanes no less than 10’ from the US/Canada border. The gantry shall consist of two dynamic signs, one above each lane. Suggested messages during morning operations would be “Cars/Buses” (left lane) and “Trucks” (right lane), whereas afternoon and evening messages might be “Closed” or simply leave blank/off (left lane) and “All Traffic” (right lane).

Demolition: Remove ground mounted static signage at entry approach.

Architectural

Not Applicable

FIGURE SN-12: RENDERING OF RECOMMENDATION - PROPOSED GANTRY AT APPROACH LANES

FIGURE SN-11: EXISTING PRIMARY APPROACH LANES

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Add Alternate 1: Provide dynamic signage above lanes to replace existing dynamic signage. The LED signs will allow for the display of open/closed status as well as programmable lane assignments such as cars, RV’s, and buses.

Demolition: Remove existing dynamic signs on canopy beams and booths.

General Note: Red/Green stoplights that function as traffic control signs are to remain. These stoplights are generally recommended for all ports and should be installed either

1) on/at the inspection booths (preferred) or 2) at the “Stop” demarcation within the processing area. Red/Green stoplights used to indicate lane availability (open/closed) are to be removed since lane LED signs installed with this project will replace this functionality.

FIGURE SN-14: RENDERING OF ADD ALTERNATE 2 - PROPOSED PRIMARY CANOPY SIGNAGE

FIGURE SN-13: EXISTING PRIMARY CANOPY

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STRUCTURAL RECOMMENDATIONS

Proposed LED Signage Structural Support

Recommendation: Provide a new steel gantry over the lanes of travel. The gantry would be approximately 55 feet wide with two dynamic LED signs attached. New foundations and concrete plinths for crash protection would be required for the gantry.

Add Alternate 1: Provide new smaller LED signs to replace the current signage. They would be mounted in the same place in similar fashion to the existing signage. No additional structural framing is anticipated.

Existing building drawings are available and should provide the required geotechnical information and framing information for the project.

Structural Design Criteria

The design of the LED Sign Support Gantry must be based on the GSA Facilities Standards for the Public Building Service P100, dated March 2014. This includes the 2012 International Building Code (IBC), ASCE 41-06 and ASCE 7-10. The facility is a Risk Category IV “Essential Facility.”

P100 provides specific criteria related to the design of structural components of buildings, including the following loading criteria:

Dead Loads

• Additional framing self-weight plus weight of permanent sign and electrical equipment

Wind Loads

in 50 years)

Seismic Loads

Ice Loads

• Per ASCE 7-10

Trenching and Site Demolition

Trenching is anticipated for proposed power and data conduits to the new gantry. Refer to electrical site plan for proposed conduit routing. Civil engineering will be required by the Design-Build contractor to define existing conditions and design parameters for trenching and utility layout.

CIVIL RECOMMENDATIONS

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ELECTRICAL RECOMMENDATIONS

Data:

The conduit and cable to the new sign control desktop PC will route through the lower level ceiling space to the supervisor’s office. The preferred location for the sign control desktop PC is the supervisor’s office at the desk, in room SA128.

The cabling for canopy mounted signage will be installed in new 1” conduit routed from the signs to existing conduits in each booth. New cabling will be pulled within existing conduits from each booth to the MDF room.

A new override switch will be mounted in each primary lane booth to control the affiliated sign. New 1” conduit will be routed between the override switch and the sign for control cabling.

Cabling for gantry mounted signage will be installed in new 1” conduit routed underground from the gantry to existing 24”x24” pull box. New cabling will then be installed in existing conduit from the pull box to the MDF room.

Power:

Provide a new receptacle for the controller/PC. If isolated ground power is available, this receptacle shall be fed from an isolated ground panel. Otherwise, Contractor shall ensure that the new receptacle is fed from a circuit designated for computer use.

Power for canopy mounted signs will come from existing 100A 208Y/120V, 3-phase, 4-wire panels located in each booth.

Each sign will have a dedicated 20A/1P breaker.

Power for gantry mounted signs will be fed from a 208Y/120V, 3-phase, 4-wire emergency panel located in the main electrical room. Conduit and wire will be installed in underground trench from the gantry to an existing 24”x24” pull box. Wire will then be installed in existing conduit from the pull box to the panel. Each sign will have a dedicated 20A/1P breaker.

Demolition:

See “Proposed Dynamic Signage Recommendations.”

EQUIPMENT MATRIX

SITE UTILITY CONNECTIONS

Data:

The conduit and cable to the new sign control desktop PC will route through the lower level ceiling space to the supervisor’s office. The preferred location for the sign control desktop PC is the supervisor’s office at the desk.

The cabling for canopy mounted signage will be installed in new 1” conduit routed from the signs to existing conduits in each booth. New cabling will be pulled within existing conduits from each booth to the MDF room.

A new override switch will be mounted in each primary lane booth to control the affiliated sign.

New 1” conduit will be routed between the override switch and the sign for control cabling.

Cabling for gantry mounted signage will be installed in new 1” conduit routed underground from the gantry to existing 24”x24” pull box. New cabling will then be installed in existing conduit from the pull box to the MDF room.

Power:

Provide a new receptacle for the controller/PC. If isolated ground power is available, this receptacle shall be fed from an isolated ground panel. Otherwise, Contractor shall ensure that the new receptacle is fed from a circuit designated for computer use.

Power for canopy mounted signs will come from existing 100A 208Y/120V, 3-phase, 4-wire panels located in each booth. Each sign will have a dedicated 20A/1P breaker.

Power for gantry mounted signs will be fed from a 208Y/120V, 3-phase, 4-wire emergency panel located in the main electrical room. Conduit and wire will be installed in underground trench from the gantry to an existing 24”x24” pull box. Wire will then be installed in existing conduit from the pull box to the panel. Each sign will have a dedicated 20A/1P breaker.

FIGURE SN-15: DESKTOP PC/CONTROLLERS LOCATION:

SUPERVISORS OFFICE - USCS SUPERVISORS SA128

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ELECTRICAL SITE PLAN

FIGURE ORO-3: LOCATION OF SITE UTILITY CONNECTIONS

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June 1, 2015

Prepared for:

GSA LED Signage Oroville LPOE 15% Submission

15% Submission Cost Plan

DCW Cost Management 315% Submission Cost Plan June 1, 2015

GSA LED Signage Oroville LPOE

Scope of Work

Project Scope Description

Project Design Documents

Procurement

Site Conditions and Constraints

Inclusions

Exclusions

Sales Tax

The scope of work is the installation of LED signage for 5 lanes at the Oroville Land Port of Entry in Oroville, WA.

The recommended design plan includes 2 signs mounted to a new gantry approximately 10' from the border. Add Alternate 1 replaces the existing dynamic signs at the canopy with new LED signs connected to the new controller.

15% Documents schematic drawings including narratives.

The procurement method is to utilize a design/build approach using vetted IDIQ contractors. The project will be preformed by a qualified general contractor utilizing the local sub market as able. All labor trades are to adhere the wage rules under the Davis Bacon Act. The published rates are shown in the following table. A 12 week project schedule is anticipated.

Costs as presented within this report reflect the costs to conduct construction operations in a relatively remote location at a 24 hour land port of entry. The general contractor will coordinate with the LPOE to determine access.

Costs are based on work being performed during normal business hours.

Scope change and post contract contingencies Assessments, taxes, finance, legal and development charges Environmental impact mitigation

General Conditions and requirements including equipment, tools, project management, scheduling, documentation, submittals, travel, temporary facilities, badging, health and safety.

Assume electrical power is available at LPOE and no office utility connections, or fees/associated permits are required Hazardous material handling, disposal and abatement Architectural, design and construction management fees

Overhead, profit and bonds are included and are delineated on the summary page

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DCW Cost Management 415% Submission Cost Plan June 1, 2015

GSA LED Signage Oroville LPOE

Oroville LPOE LED Signage Areas & Control Quantities

LANES

Areas

Lanes Program Areas

Quantity of Lanes 5

TOTAL NUMBER OF LANES 5 Efficiency: 100% 5

SF

DCW Cost Management 515% Submission Cost Plan June 1, 2015

GSA LED Signage Oroville LPOE 5 Lanes

Oroville LPOE LED Signage Summary

% $/LANE TOTAL

A10 Foundations 5% 4,980.00 24,900 A Substructure 5% 4,980.00 24,900 B20 Exterior Enclosure 41% 37,705.00 188,525 B Shell 41% 37,705.00 188,525 D50 Electrical Lighting, Power & Communications 11% 9,721.87 48,609

D Services 11% 9,721.87 48,609

E10 Equipment 10% 9,320.00 46,600

E Equipment & Furnishings 10% 9,320.00 46,600

F20 Selective Demolition 1% 500.00 2,500

F Special Construction & Demolition 1% 500.00 2,500

BUILDING ELEMENTAL COST BEFORE CONTINGENCIES 68% 62,226.87 311,134

Z10 Contingency 20.00% 14% 12,445.37 62,227

BUILDING ELEMENTAL COST INCLUDING CONTINGENCIES 82% 74,672.25 373,361

Z21 Field Requirements 8.00% 7% 5,973.78 29,869 Z22 Office Overhead & Profit 5.00% 4% 4,032.30 20,162 Z23 Bonds and insurance 1.50% 1% 1,270.17 6,351 Z24 A/E Design Build 6.00% 6% 5,156.91 25,785 Z25 Testing training, waranty and maintenance 8.00% 8% 7,288.43 36,442

BUILDING CONSTRUCTION COST BEFORE ESCALATION 100% 91,105.41 455,527

Z30 Escalation to Start Date (May 2015) 0.29% 0% 261.55 1,308

RECOMMENDED BUDGET 100% 91,366.97 456,835

Per Lane Costs: 91,366.97

A B D E F

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DCW Cost Management 615% Submission Cost Plan June 1, 2015

GSA LED Signage Oroville LPOE

Quantity Unit Rate Total

A10 Foundations

A1020 Special Foundations 5 Lanes 4,180.00 20,900 Reinforced concrete footing including excavation- 10' sq. x 4'd 2 EA 10,450.00 20,900 Plinths 2 EA 2,000.00 4,000

24,900

B20 Exterior Enclosure

B2010 Exterior Walls 5 Lanes 37,705.00 188,525 Structural steel framing

Pre- fabricated HSS steel gantry frame system beams and columns -galvanized steel 28.00 TN 5,100.00 142,800 Gantry system crane installation and rigging 24.00 HRS 1,250.00 30,000 Base plates and angles 1.50 TN 4,500.00 6,750

Sealants and coatings Waterproof caulking penetrations and sills 5 EA 125.00 625 Paint touch-up 1 LS 850.00 850

Signage Mounting Install signage system at gantry -pre-erecting with covers and hinges 5 EA 1,500.00 7,500

188,525

D50 Electrical Lighting, Power & Communications

D5010 Electrical Service & Distribution 5 Lanes 3,374.87 16,874 20 AMP circuit breakers 5 EA 450.00 2,250 Receptacle 1 EA 450.00 450 Trenching 128 LF 28.00 3,584 Conduit and wire from pull box sign including pullwire, ties and sleeves 348 LF 16.25 5,655 Wire only pull box to panel (through existing conduit) 472 LF 5.88 2,775 Override switching to each primary booth 5 EA 232.00 1,160 Sign connections 5 EA 200.00 1,000

D5030 Communications & Security 5 Lanes 4,132.00 20,660 Server and racking 1 EA 2,100.00 2,100 Fiber optic cable and conduit 348 LF 23.00 8,004 Fiber optic cable only to MDF 296 LF 16.00 4,736

DCW Cost Management 715% Submission Cost Plan June 1, 2015

GSA LED Signage Oroville LPOE

Quantity Unit Rate Total

Cat 6 Cabling and conduit 216 LF 20.00 4,320 Sign Control PC 1 EA 1,500.00 1,500

D5090 Other Electrical Systems 5 Lanes 2,215.00 11,075 Bird control devices 5 EA 1,500.00 7,500 Grounding 5 EA 275.00 1,375 Wiremold and ancillaries 1 LS 2,200.00 2,200

48,609

E10 Equipment

E1030 Vehicular Equipment 5 Lanes 9,320.00 46,600 LED Signage, Advanced warning sign 2 EA 22,000.00 44,000 Surge suppression 2 EA 1,300.00 2,600

46,600

F20 Selective Demolition

F2010 Building Elements Demolition 5 Lanes 500.00 2,500 Lane closures coordinated with LPOE 1 LS 1,500.00 1,500 Temporary signage and pedestrian protection 1 LS 1,000.00 1,000

F2020 Hazardous Components Abatement 5 Lanes None anticipated NIC

2,500

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DCW Cost Management 815% Submission Cost Plan June 1, 2015

GSA LED Signage Oroville LPOE

Alternates Item Description Quantity Unit Rate Total

Alternate 1: Replace existing signage under canopy to new signage linked to new control system

ADD

Demo of existing signage 5 EA 450.00 2,250 Change to new type 101 signage 5 EA 6,500.00 32,500 Conduit and wire 470 LF 16.25 7,638 Cat 6 and conduit 580 LF 20.00 11,600

Alternate Cost Before Markups 53,988

Z10 Contingency 20.00% 10,798 Z21 Field Requirements 8.00% 5,183 Z22 Office Overhead & Profit 5.00% 3,498 Z23 Bonds and insurance 1.50% 1,102 Z24 A/E Design Build 6.00% 4,474 Z25 Warranty 0.00% Z30 Escalation to Start Date (May 2015) 0.29% 227

79,269 Total per lane costs with this alternate: 107,220.81$

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Meeting Notes GSA LED LPOE III Package Three Trip Report

3. If the signage is to be installed from the gantry structure, new conduits will need to be installed between signage and panel X2 in the basement, routed along the gantry structure, inside the operations building tight to structure, then down into the basement electrical room. Refer to figure 5 for photo.

4. Since this port needs to operate 24 hours a day, 7 days per week, the LED signage will be powered from an emergency power source. Panel X2 is the preferred panel for supplying new signage, at least 18 breaker spaces exist.

Telecom:

1. The head end controller is to be located at the supervisor’s desk in the main room at the northwest corner.

2. The main data facility (MDF)/LAN room is located in the basement and serves the entire port complex. Rack and port space in this facility is adequate; approximately 25 open ports and 12U of free rack space were observed. All equipment in the space is on emergency power, backed up by a rack mount UPS system.

3. 4” conduits are routed underground from the basement MDF/LAN room through the raised floors of each booth for telecom distribution. Record drawings indicate a pullbox is located in each underfloor space. These conduits should be adequate for supplying the proposed signage and peripheral equipment (refer to figure 4).

4. If the signage is to be installed from the gantry structure, new conduits will need to be installed between signage and the basement MDF/LAN room, routed along the gantry structure, inside the operations building tight to structure, then down into the basement.

Signage:

1. Description of Approach Road: The inspection canopy is 250ft from the border. 180ft from the border the plaza expands to four inspection lanes. The roadway extending into Canada provides an unobstructed view of the canopy from 425ft away.

2. Wayfinding Challenges: Compact port with limited ability to change lanes on US property

3. Booth Override Switch Location: Inside booth on the left wall in front of door.

6. Any Existing Signs to Remove (CAOS,traffic lights, etc.):

a. Booth mounted stoplights.

b. Large static NEXUS sign.

4. Other Notes:

a. Thin angled canopy is not ideal for signage placement.

b. Investigate booth mounted LED sign locations (similar to Massena & Rio Grande City

LPOEs).

Oroville – October 23, 2014 General:

1. 24/7 Port with very little traffic at night.

2. July and August is peak

3. The US and CBSA (Canada) ports share the same building with a clear demising line separating north from south.

4. The port receives 100 – 200 commercial vehicles a day mostly agricultural.

5. The port receives a lot of RVs as the valley is popular summer vacation destination. The valley is one of the warmest areas in Canada and has a successful wine and fruit / produce industry.

6. The port received 30- 40 buses per month.

7. The port has (5) lanes total. Lanes are numbered out from US Administration Building.

8. North of the US Administration Wing are (3) non-commercial primary inspection lanes for POV’s and Busses. There are (4) lanes approaching this primary. The south lane is a dedicated bus lane for passenger off-loading. The (4) approach lanes converge into the (3) primary lanes.

Meeting Notes

9. South of the US Administration Wing are (2) commercial primary inspection lanes each with high/low booths and a bypass lane to the south. There are (5) lanes approaching this primary.

Oversize vehicles are directed around the primary from the south lane.

10. RV’s are always directed to the commercial lanes.

11. POV lanes are typically closed at 4:00 and redirected to the commercial lane 1. A gate is closed in front of non-commercial by officers.

12. There are no NEXUS or Ready lanes.

13. The Port has serious bird issues, particularly with Pigeons.

14. The Port building is (2) stories with the second story covering the non-commercial primary with a clear overhead height of 16’-3”

15. The commercial primary is covered by a sloped canopy structure, no overhead building, with a signed clearance of 16’.

16. Lane widths were measured:

a. POV

– Lane 1 – 13’-2” wid

– Lane 2 – 12’-1” wide

– Lane 3 – 11’-11” wide

b. Commercial

– Lane 1 – Not measured

– Lane 2 - Not measured

Structural:

1. The original drawings for the 2003 building are available electronically. The exposed steel framed building structure spans over the drive lanes.

2. Due to the drive lane approach, a free-standing gantry or cantilevered sign was viewed as a likely best solution. Small electronic signage is already located over each lane. Coordination with existing site utilities will be needed for foundation placement.

Electrical:

1. The US and Canadian portions of the building are fed by separately metered electric services.

The US section is supplied via 2000A, 120Y/208V service located in the main electric room on level 1. Panel boards surveyed had limited 5-10% spare capacity. All lanes are supplied from the facility’s emergency power system which is fed from a 450kW diesel generator located on the site. Since this port needs to operate 24 hours a day, 7 days per week, the LED signage will be powered from an emergency power source.

2. Each booth in both commercial and non-commercial lanes are provided with 100A, 120Y/208V, 20 space panel boards mounted beneath the console. Each panel was found to have sufficient capacity for the proposed LED signage. Conduit will need to be routed from each panel to the signage location on top of each booth. As an alternate, panels SSL-A or SSL-B in main electrical room SA132 can be used if the signs are hung from the primary canopy. These panels both have sufficient capacity and could be used.

3. (2) 2” conduits are routed in the west half of the site and are terminated across the driveway from the flagpole in a 2’ x 2’ power and signal pull-box. This conduit currently serves site lighting circuits, but can be extended to power the proposed advanced warning signage. Panel SSL-A or SSL-B should be used to power the advance warning signage.

1. The signage control workstation is to be located in the supervisor’s office, room SA128 at the desk.

2. The main data facility (MDF) room is located on level 1, room SA138 and serves the US side of the port complex. Rack and port space in this facility is adequate; approximately 25 open ports and 40U of free rack space were observed. All equipment in the space is on emergency power, backed up by a freestanding UPS system.

Meeting Notes

9. South of the US Administration Wing are (2) commercial primary inspection lanes each with high/low booths and a bypass lane to the south. There are (5) lanes approaching this primary.

Oversize vehicles are directed around the primary from the south lane.

10. RV’s are always directed to the commercial lanes.

11. POV lanes are typically closed at 4:00 and redirected to the commercial lane 1. A gate is closed in front of non-commercial by officers.

12. There are no NEXUS or Ready lanes.

13. The Port has serious bird issues, particularly with Pigeons.

14. The Port building is (2) stories with the second story covering the non-commercial primary with a clear overhead height of 16’-3”

15. The commercial primary is covered by a sloped canopy structure, no overhead building, with a signed clearance of 16’.

16. Lane widths were measured:

a. POV

– Lane 1 – 13’-2” wid

– Lane 2 – 12’-1” wide

– Lane 3 – 11’-11” wide

b. Commercial

– Lane 1 – Not measured

– Lane 2 - Not measured

Structural:

1. The original drawings for the 2003 building are available electronically. The exposed steel framed building structure spans over the drive lanes.

2. Due to the drive lane approach, a free-standing gantry or cantilevered sign was viewed as a likely best solution. Small electronic signage is already located over each lane. Coordination with existing site utilities will be needed for foundation placement.

Electrical:

1. The US and Canadian portions of the building are fed by separately metered electric services.

The US section is supplied via 2000A, 120Y/208V service located in the main electric room on level 1. Panel boards surveyed had limited 5-10% spare capacity. All lanes are supplied from the facility’s emergency power system which is fed from a 450kW diesel generator located on the site. Since this port needs to operate 24 hours a day, 7 days per week, the LED signage will be powered from an emergency power source.

2. Each booth in both commercial and non-commercial lanes are provided with 100A, 120Y/208V, 20 space panel boards mounted beneath the console. Each panel was found to have sufficient capacity for the proposed LED signage. Conduit will need to be routed from each panel to the signage location on top of each booth. As an alternate, panels SSL-A or SSL-B in main electrical room SA132 can be used if the signs are hung from the primary canopy. These panels both have sufficient capacity and could be used.

3. (2) 2” conduits are routed in the west half of the site and are terminated across the driveway from the flagpole in a 2’ x 2’ power and signal pull-box. This conduit currently serves site lighting circuits, but can be extended to power the proposed advanced warning signage. Panel SSL-A or SSL-B should be used to power the advance warning signage.

1. The signage control workstation is to be located in the supervisor’s office, room SA128 at the desk.

2. The main data facility (MDF) room is located on level 1, room SA138 and serves the US side of the port complex. Rack and port space in this facility is adequate; approximately 25 open ports and 40U of free rack space were observed. All equipment in the space is on emergency power, backed up by a freestanding UPS system.

Meeting Notes

3. (2) 2” conduits are routed in the west half of the site and are terminated across the driveway from the flagpole in a shared 2’ x 2’ power and signal pull-box. This conduit currently serves security equipment and RPM devices, and contains a single multimode fiber cable (figure 8), the conduits originate in the level 1 MDF/LAN room. Conduit could be extended from this box to the proposed advanced warning sign location.

4. Commercial and POV booths are supplied by 2” conduit routed along the gantry structure to pull boxes located above each booth, 1” conduit was then routed down to each booth for telephone and data services (figure 9). These conduits originate at the level 1 MDF/LAN room. Sufficient space exists for addition of fiber cabling to supply the proposed signage form this conduit.

Signage:

1. The inspection plazas for this port are rotated 90 degrees from the entry roadway. From the curved entry road the border is visible 360ft into Canada. Immediately after the border the POV plaza splits off 90 degrees to the left. The commercial plaza is accessed through one lane and RPM portal straight ahead. The POV plaza expands into three lanes with a bus inspection lane on lane 1. RVs are also directed to the commercial plaza. After the single lane entry the cargo plaza expands into two lanes. An overflow lane is accessible from the cargo plaza but is rarely used.

2. Wayfinding Challenges:

a. Handling daily traffic configuration changes.

b. Confusing entry path with limited advanced visibility of turns and changes.

c. Compact site with limited vehicular queueing space.

3. Booth Override Switch Location: Inside booth on the left wall in front of door.

4. Any Existing Signs to Remove (CAOS,traffic lights, etc.):

a. Existing LED "X/Arrow" signs above lanes to be removed.

b. Existing LED "OPEN/CLOSED" mounted to booths.

5. Other Notes:

a. Many existing static signs with just symbols and arrows. Port entry has some confusing sign clutter.

b. Single lane entrance into cargo plaza with single Hi/Lo RPM.

c. Overflow lane with Hi/Lo RPM but no booth gated shut (signed for USDA & APHIS).

d. Good lane sign mounting opportunity at beams over inspection lanes.

e. Advanced warning sign close to border to cantilever over lanes.

f. Look at removing some of the static sign clutter.

End of Written Report

ORO- 19

Meeting Notes

Oroville

Vicinity

Site

Meeting Notes

Approach 1

Approach 2

ORO- 20

Meeting Notes

Approach 3

Approach 4

Non-Commercial Primary Canopy – Beam over lanes (DBL MC250x37 Typical)

Non-commercial Primary Wiring Distribution

ORO- 21

Meeting Notes

Typical Non-commercial Booth

Typical Non-commercial Booth Interior

Commercial Primary

Signage Control Workstation Location

ORO- 22

Meeting Notes

Typical Booth Panelboard

West Site Power and Signal Pull Box