Attachment 1 PWS.pdf

PERFORMANCE WORK

STATEMENT

VNMH200005 Replace Elevator

Control Systems (B600 & B4010)

Eareckson AS

611th Civil Engineer Squadron 08 April 2022

Scope: This Performance Work Statement (PWS) defines the effort required to replace the elevator control systems on four aging traction elevators with modern, off the shelf components.

This includes three elevators in Building 600, servicing the Kitchen, Billeting and Mail Room areas, as well as the elevator in Building 4010.

1.1. Background: This site is maintained by a Base Operations Support (BOS) contractor. Any request for support (i.e. labor, equipment), the contractor may go directly to the BOS contractor IAW the applicable site support letter. Any support from the BOS contractor shall be contracted directly with the contractor requiring support.

1.2. Existing Conditions: Shown below are pertinent details for each of the four elevators in need of repair. Reference the attached “B600 Elevator Details” and “B4010 Drawings” for more information.

1.2.1. B600, Kitchen Elevator

Capacity: 2500 lb Stops: 2 Climb: 14 feet Primary Use: Passenger, double door w/pass through Manufacturer: Otis (1964)

1.2.2. B600, Billeting Elevator

Capacity: 2500 lb Stops: 2 Climb: 14 feet Primary Use: Passenger, single door Manufacturer: Otis (1964)

1.2.3. B600, Mail Room Elevator

Capacity: 2500 lb Stops: 4 Climb: 52 feet Primary Use: Passenger, single door Manufacturer: Otis (1964) Note: This elevator also services the Installation Clinic and Medical Center and therefore must abide by Emergency Medical Service Accessibility (EMSA) as detailed in UFGS 14-21-23, with the notable exception that the elevator cannot be modified to increase the capacity to 3500 lbs. For inspection and certification purposes, this code item will fall under a grandfather clause.

1.2.4. B4010 Elevator

Capacity: 3500 lb Stops: 6 Climb: 120 feet Primary Use: Passenger, single door Manufacturer: Otis (1977, modernized in 1998 w/Dover T-IV control system)

1.3. Elevator Classification: Per UFC 3-490-06, all four elevators are classified as passenger elevators since they are not used “exclusively for the movement of material.” Therefore, all work performed in accordance with this Scope of Work must also abide by UFGS 14-21-23 Passenger Elevators (Traction) and the additional codes referenced therein. This guidance has been edited to support the Performance Work Statement and attached to this document.

2. Applicable Documents:

2.1. UFC 3-490-06

2.2. UFGS 14-21-23

2.3. B600 Elevator Details

2.4. B4010 Elevator Details

2.5. Eareckson AS Installation Design Guide

2.6. Eareckson AS Base Support Letter

3. Requirements:

3.1. General Requirements

3.1.1. Unless otherwise noted in writing by the CO, the CO is the only person with the authority to change, modify, deny or approve any part and has sole authority for all aspects of contract, PWS’s, contract changes, approvals, payments and project changes.

3.1.2. The Contractor shall provide all material, equipment, labor, supervision, housing, food, and transportation for material and to/from the job site required to accomplish the requirements of this PWS.

3.1.3. The contractor shall be responsible for all personnel and material transportation to and from the job site and any accommodations for the duration of the project.

3.1.4. The contractor shall adhere to all NFPA, OSHA, EPA and all federal, state and local regulations while performing the requirements of this PWS.

3.1.5. Contractor responsible for following Installation Design Guide.

3.1.6. Contractor may be required to provide all their equipment fuel requirements. See Eareckson AS Base Support Letter for more information.

3.1.7. The contractor shall remove and dispose of all construction debris from site prior to final inspection. All demolished and scrap materials used/generated in this project must be removed and disposed of in accordance with the Eareckson AS Site Support Letter.

3.1.8. All work must be completed within 365 calendar days of contract award. It is the contractor’s responsibility to schedule tasks in a manner that facilitates this deadline.

3.1.9. Prior to any digging, an AF103 Work Clearance Request must be completed and approved.

3.1.10. Transportation - For any travel of personnel and shipment of material and/or equipment, refer to Eareckson AS Support Letter Attachment.

3.1.11. Third Party Support: Certain site specific services may be available to the Contractor on a space available or limited basis. Types of support are detailed in the attached Eareckson AS Site Support Letter along with required coordination and contacts for support.

3.1.12. Billeting: Refer to Eareckson AS Support Letter Attachment.

3.2. Specific Requirements:

3.2.1 Contractor shall remove existing elevator control cabinets and and all associated wiring and mounting devices, and replace with a modern digital elevator controller. Controller must not be proprietary in nature, but instead commercially available “off the shelf” components.

3.2.2 Contractor shall remove existing elevator drive motors and braking systems and replace with a modern geared, electric powered traction motor. Replacement motors must be compatible with the control system selected, and must be installed in a similar configuration to current conditions (penthouse machine room vs. basement machine room).

Motor selection shall be of the same weight capacity and speed as the existing system on each elevator.

3.2.3 Contractor shall conduct a pre-construction engineer analysis to inform which systems will need additional renovation in order to meet or exceed UFC 3-490-06, UFGS 14-21-23 and UFGS 14-21-13. Subcontracting this analysis is highly encouraged but not mandatory. In order to pass inspection, national code dictates that all related building work that has a direct effect on or with the elevators be brought up to the existing elevator code enforced upon permit application.

3.2.4 Contractor shall then perform all code compliance work highlighted in the engineer analysis, to include all HVAC in the elevator machine room, machine room and pit lighting, disconnects, emergency power operations, phone lines, fire alarm upgrades, structural upgrades/repairs, and any other items needing repair in accordance with the aforementioned guidance.

3.2.5 Contractor shall renovate the interior of the elevator cabs, to include replacing existing floor system with a 2’x2’ industrial strength carpet tile floor of neutral color and in accordance with the Eareckson AS Installation Design Guide, upgrading walls with minimum 14 gauge stainless steel, upgrading doors with minimum 16 gauge stainless steel, install stainless steel hand rails, install aluminum eggcrate type ceiling with LED lighting, and install new elevator control panels that must interface with the replacement control system selected.

3.2.6 Contractor shall not replace the main rails and counterweight rails, or any part of the elevator car sling, to include the platform, brace rods, vertical styles, and crosshead, unless required as specified in the codes listed in section 2, applicable documents.

3.2.7 Contractor shall replace all electrical wiring in the control system, running from the digital controller to the local control panel in the elevator cab.

3.2.8 Contractor shall replace all floor indicators, mechanical door openers, and door floor position sensors.

3.2.9 Contractor shall modify or replace door tracks on each floor to accommodate new stainless steel doors, as indicated in 3.3.5.

3.2.10 Contractor shall coordinate for a qualified elevator inspector to inspect the elevators upon completion of all work, post the inspection certificate in a manner concurrent with code, and provide electronic copies of the inspection certificate to the customer.

3.2.11 Contractor shall follow standard elevator modernization procedures and packages offered by established elevator manufacturers and installers, such as (but not limited to) ThyssenKrupp MOD Solutions G-Power+ or G2 Power, Schindler 6400 NA or Miconic HXpress, Otis HydroAccel, Gen2 Mod or Elevonic R-series. Components shall be selected based on the existing system capacity and speed.

3.2.12 Contractor shall replace the pit buffers with energy acculumation or energy dissipation type buffers.

3.2.13 Contractor shall replace the shaft door components and shaft door (stainless steel), as well as the hall fixtures and call buttons.

3.2.14 Contractor shall replace the traveling cable and wire ropes that enable motion, power and communication between the elevator cab and the motor.

3.2.15 Contractor shall install phone/intercom in each of the four elevator systems as required in the codes listed in section 2, applicable documents.

3.2.16 Contractor shall furnish all tools, materials and specialty equipment necessary to accomplish all work.

3.2.17 Contractor shall adhere to specifications listed within UFGS 14-21-23 for passenger elevators, edited as is, as well as all sub-publications listed in these documents unless otherwise specified herein. Contractor shall also adhere to UFC 3-490-06.

3.2.18 Contractor shall coordinate for escorting services while work is being performed in Building 4010, in accordance with the Eareckson AS Site Support Letter. Contractor shall also provide a detailed plan to the CO prior to mobilization that shows all times that work will be performed in Building 4010. Additionally, the plan must demonstrate that coordination has taken place to acquire escorting services for the times specified, and speak to any alternate means of performing work should escorts become unavailable during those times.

4. Submittals:

4.1. All project submittals must be accompanied by a completed AF Form 3000, Material Approval Submittal. All AF 3000 will be submitted to the CO for signature. If there is a change in process or material, different from what was proposed and awarded, the CO or PM’s signature on the AF3000 does not constitute an approved change order. Any changes must be coordinated with the CO prior to submission of the AF3000 for signature.

4.2. The Contractor shall submit to the Contracting Officer the following Schedule timeline within 15 business days of award for all major project milestones that include at a minimum:

material orders, shipments, mobilization, pre-construction engineer analysis, construction start, individual elevator completion, elevator inspection, and project completion.

4.2.1. The Contractor will provide an update to the schedule provided in 4.2 with any significant changes to 766 ESS and Project Program Manager (significant changes understood as changes that shift the schedule by more than 5 business days).

4.3. All required Pre-Construction/Prior to Work Start documentation must be submitted at least 15 days prior of scheduled project start for approval, including:

4.3.1. Pre-construction engineer analysis report, bill of materials, and material data sheets

4.4. All required project close-out documentation submitted within 10 days of project completion, including:

4.4.1. Finalized DD Form 1354, Transfer and Acceptance of Military Real Property.

4.4.2. Elevator Inspection Certificates.

4.4.3 Warranty information, owner’s manual/operator manual, elevator inspection certificate, shop drawings, as-builts, manufacturers’ product data

4.5. The contractor shall submit the project invoice in Wide Area Workflow (WAWF) through the Procurement Integrated Enterprise Environment (PIEE) portal, within 30 days of project completion and inspection, IAW DFARS Clause 252.232-7006 of the awarded contract.

4.5.1. Project completion is defined as all work has been completed IAW the PWS, all submittals required in Sections 4.3. and 4.4. above have been received/accepted by the Government and inspection/acceptance has occurred.

5. Appendix - N/A

6. Attachments - See attachments ribbon on this PDF.

VNMH 4010 HVAC and Mech.pdf

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DEPARTMENT OF THE AIR FORCE

HEADQUARTERS ELEVENTH AIR FORCE (PACAF)

JOINT BASE

ELMENDORF-RICHARDSON ALASKA

21 October 2021

MEMORANDUM FOR EARECKSON AIR STATION USERS

FROM: 611th Air Support Squadron

10471 20th Street, Suite 220 Joint Base Elmendorf-Richardson AK 99506-2101

SUBJECT: Fiscal Year 2022 Eareckson Air Station Base Support Letter

1. This memorandum provides information to assist project managers and travelers that are planning projects and travel to Eareckson Air Station (EAS).

2. Personnel who are responsible for scheduling travel to/from EAS shall fill out and submit a Site Arrival Request (SAR). The SAR process ensures that all persons traveling to or through EAS are favorably vetted by PRSC Security prior to departing for EAS. Please ensure the document is correct and has all required information before submitting.

a. SARs shall be submitted to the PRSC a minimum of 14 days prior to travel at 611asus.eas@us.af.mil and require approval prior to booking transportation to EAS. Requests for a current version of the SAR can be sent to the same inbox. The traveler will be required to provide either Travel Orders (for DoD travelers) or a Letter Of Authorization (LOA) (signed by their Contracting Officer for contract employees) to 611asus.eas@us.af.mil a minimum of 5 days prior to travel. The SAR process covers flight reservations to/from EAS, lodging, and the dining facility.

b. Access to restricted areas on EAS is requested via the SAR. If the SAR does not reflect these requests, access to restricted areas will be denied. Visitors shall be cleared through the appropriate restricted area Security Manager.

c. Request for vehicle use is also documented via the SAR. SAR approval does not indicate that a vehicle will be available for use on EAS, only acknowledgement of a request for a vehicle. Vehicles are a limited commodity on EAS and are issued on a prioritization and a first-come first-served basis.

d. No still or video photography is allowed without prior consent of the Program Management Office (PMO). Cell phones, to include government issued, cannot be used for photography anywhere on EAS.

All requests and justification for official photography must be detailed in the SAR, to include the device make, model, and serial number. All photographs are required to be treated as Controlled Unclassified Information (CUI) with the requiring government agency responsible for maintaining control of the images. If photography is authorized, photos may not include critical assets, security measures, airfield, or airfield operations.

mailto:611ASUS.EAS@us.af.miland mailto:611ASUS.EAS@us.af.miland mailto:611asus.eas@us.af.mil

3. Airfield use is restricted. A Prior Permission Request (PPR) is required to land at EAS. EAS’s airfield operating hours are Monday, Wednesday, and Friday from 1000L until 1400L. An approved SAR is required prior to requesting a PPR (see paragraph 2 above). The airfield is closed on federal holidays.

a. There is a Servicing Fee for non-PRSC aircraft that land on EAS of $2,060.55. All aircraft that land and/or take-off outside of normal airfield hours will be charged for airfield overtime (OT) expenditures.

OT charges start at $100 per hour, per person performing support services, covering the cost of incremental airfield management, aircraft servicing, and fire emergency services. The overtime rate is subject to change, and it is the customer’s responsibility to verify the rate prior to services rendered.

Overtime will be charged for actual time spent supporting the entire aircraft evolution, to include time for airfield personnel to prepare for and/or recover from aircraft arrival/departure as well as any customer transportation and/or billeting assistance.

b. EAS is a Government owned, contractor operated (GOCO) installation. Aircraft arrivals and departures, regardless of agency, require contracted service support and agencies are responsible to provide reimbursement for the cost of that support. Hence, reimbursement for service fees and overtime are billed and collected via MIPR or other funding documents by PRSC/611 CES Resource Advisor personnel. The contractor does not have the means to collect service fees at EAS via credit card.

c. For commercial aircraft, the air carrier must have a current Civil Aircraft Landing Permit (CALP) on file with the 611 ASUS Airfield Manager, MSgt Christopher Lester, at christopher.lester.2@us.af.mil or 907-552-5282. Submit the CALP to aklandingpermits@us.af.mil a minimum of 21 days prior to flight.

d. For both commercial and military aircraft, contact must be made by flight POCs no later than (NLT) one working day prior to scheduled landing during normal working hours (Mon-Fri 0800-1700L) to request a Prior Permission Request (PPR) number from the site airfield manager so that landing can be authorized IAW FAA flight regulations. For safety, aircraft are restricted to land only during normal working hours except for In- Flight Emergency (IFE) landings. The pilot should verify airfield requirements in the IFR Supplement and review AFI 10-1001 in its entirety prior to departing for EAS.

Note that while PPRs may be issued, the customer is responsible for all costs incurred.

e. Personal and contractor owned drones are strictly prohibited. Military drones need to be coordinated with the 611 ASUS Airfield Manager, MSgt Christopher Lester, at christopher.lester.2@us.af.mil or 907- 552-5282.

4. A 13-passenger aircraft travels between Joint Base Elmendorf-Richardson (JBER) and EAS on a routine basis. The number of flights per week varies depending on the seasonal demand.

a. Cost of a round trip ticket for both DoD and Non-DoD personnel is $3,752.

b. Return flights from EAS to JBER are scheduled by the Base Operations Support (BOS) contractor at EAS. To book return seats contact the site, either ross.cook.2.ctr@us.af.mil or matthew.lawson.8.ctr@us.af.mil for information on flight availability. The airfield office can be reached at 907-392-3361. The BOS contractor will also require a copy of either the traveler’s Travel Orders or the approved LOA, as applicable.

c. Passengers will only be allowed two bags at 50 pounds each. All bags are not to exceed 62 lineal inches. Carryon luggage is not authorized.

mailto:christopher.lester.2@us.af.mil mailto:aklandingpermits@us.af.mil mailto:kenneth.butler.6@us.af.milor mailto:ross.cook.2.ctr@us.af.mil mailto:matthew.lawson.8.ctr@us.af.mil

5. Air cargo is shipped to EAS on chartered flights. A cargo flight is scheduled to depart JBER to EAS every other Friday. All air cargo to EAS is processed through the JBER Traffic Management Office (TMO) 773lrs.lgrnc.aca@us.af.mil or 907-552- 2131. It is recommended that cargo is coordinated for shipment at least seven weeks prior to required arrival date. All air cargo departing EAS must be processed through the EAS Aerial Port, that can be reached at 907-392-3361.

a. To hold cargo at EAS, advance coordination with the site Air Field Manager, Mr. Gary Cardullo, is required. He can be reached at gcardullo@asrcfederal.com or 907-392-3361.

b. Storage or Staging Areas - There is limited warehouse space available. An uncovered staging area for equipment and material storage may be available for the duration of the project. The requestor’s requirements must be coordinated prior to transporting equipment to EAS.

6. An annual resupply barge is available for contractor use both to and from the island on a space-available basis. The POC for barge support is Mr. Charles DuCharme, charles.ducharme@us.af.mil or 907-552-1898.

7. All personnel residing on EAS will be charged for meals and lodging unless a current Support Agreement with pre-paid man-days is on file. The rate is in accordance with the Defense Travel Management Office for Eareckson Air Station, which is currently $205.00/day. This can be found at www.defensetravel.dod.mil/site/perdiemCalc.cfm. The form of payment accepted is Visa.

a. Man camps are not authorized on EAS.

8. Refuse Services – There is a limited amount of on-site landfill disposal space available on EAS. The requirements holder, via their associated contracting agency and subsequent contract, shall ensure the contractor is responsible for packaging, processing, and shipping all regulated waste off of the installation unless prior approval for landfill space has been received by the 611 CES Integrated Solid Waste Manager (Mrs. Laura Pevan) and documented in the contractor’s awarded contract. Additionally, the contractor shall provide the 611 CES Hazardous Waste Manager (Mr. Donald Haas) with a copy of any existing hazardous waste manifest. Mr. Donald Haas can be contacted at donald.haas.ctr@us.af.mil or 907-552-9766.

9. Power and Water - Electrical power and fresh water is available on the island. Wiring and/or plumbing required at a worksite can be provided by the BOS contractor via a 3rd party agreement.

10. Office space - Limited office space (may or may not contain phone lines) is available for visitor use.

This must be coordinated prior to contract award with the EAS PMO. There is a transient office for use available in Bldg 600.

11. Fuel – Available fuel on EAS is either Ultra Low Sulfur Diesel or JP8, with diesel being in limited supply. Fuel is available for purchase on site, with the preferred fuel usage being JP8. Purchasers must have a valid GSA fuel purchase account to purchase fuel. Current fuel price information can be requested from 611th ASUS Fuels Specialist at 611asus/lgrf@us.af.mil.

12. Freezer/Refrigerator – Space may be available for ice packs and sample containers on a non-interference basis, advance coordination with the BOS Contractor is required for access.

13. Medical support – Limited medical care is available on EAS. A MedEvac aircraft will be utilized in mailto:773lrs.lgrnc.aca@us.af.milor mailto:gcardullo@asrcfederal.com mailto:charles.ducharme@us.af.milor mailto:charles.ducharme@us.af.milor http://www.defensetravel.dod.mil/site/perdiemCalc.cfm mailto:donald.haas.ctr@us.af.mil mailto:611asus/lgrf@us.af.mil.

the event of medical issues that cannot be treated on EAS. The MedEvac costs are the responsibility of the requiring agency/contractor.

14. Firearms are strictly prohibited.

15. To obtain support from the BOS contractor, coordination with the BOS contractor is required well in advance of need date. The POC at ASRCC is Mr. Brent Alexander, he can be contacted at BAlexander@asrcfederal.com or 907-531-0900.

16. All base support referenced in this memorandum is available on a non-interference basis. Due to the remoteness and unique situation at EAS, base support availability is subject to change at any time without notice. Visitors must request any support they require far enough in advance to accommodate the significant lead times necessitated by EAS logistics, and depending on the requirement this could mean 8+ months in advance (in the case of barge planning).

17. EAS is an extremely remote location, with frequent inclement weather that precludes air support.

There are times when flights are weathered out of EAS and cannot be accessed for multiple weeks at a time, which includes mail delivery. Medical capability on EAS is also very limited. Visitors should ensure that they bring any required medications, to include an additional one month supply. Government agencies and contractor companies must take in to account any personal requirements of their employees recommended to travel to EAS, there are very limited capabilities to accommodate individual needs.

There is no cell phone service available at EAS. Phone lines are provided in each office and lodging room. Limited commercial internet is available to purchase upon arrival. EAS is a harsh environment, facilities were built in the 1950s and 1960s, weather conditions can reach the point where all outdoor activities are curtailed and the island is on lockdown, and the personnel on EAS need to be physically and mentally capable of operating in such an environment. PRSC reserves the right to deny access to EAS for personnel and/or remove personnel from EAS.

18. This memo supersedes all previous Eareckson Air Station Base Support Letters.

19. If you have any questions or concerns please contact one of the PRSC EAS Program Managers, Mr.

Stephen Heier, at stephen.heier@us.af.mil; office: 907-552-5107; mobile: 907-201-3356, or 2d Lt Donna Borer, at donna.borer.1@us.af.mil; office: 907-552-1187.

BENJAMIN L. SMITH, Major, USAF

Senior Program Manager mailto:BAlexander@asrcfederal.com mailto:stephen.heier@us.af.mil;

mailto:donna.borer.1@us.af.mil

2021-10-27T13:14:19-0800

SMITH.BENJAMIN.LEE.1242874591

Eareckson Air Station Installation Design Guide

OCTOBER 2019

Prepared By:

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EARECKSON AIR STATION | INSTALLATION DESIGN GUIDE

TABLE OF CONTENTS

COVER 1

TABLE OF CONTENTS 3

SECTION 1 - INTRODUCTION 5

Design Guide Objectives 7 How to Use this Guide 7

SECTION 2 - EXISTING CONDITIONS 9

History 11 Ecosystem 11 Environment 12 Infrastructure 15 Construction and Logistics 16 Civil Systems and Components 17 Structural Systems and Components 19 Mechanical Systems and Components 21 Electrical Systems and Components 22

SECTION 3 - SPECIAL ENGINEERING DESIGN CONSIDERATIONS 27

Civil Engineering 29 Structural Engineering 30 Mechanical Engineering 34 Electrical Engineering 34

SECTION 4 - ARCHITECTURAL DESIGN GUIDELINES 39

Introduction 40 Design Objectives 40 Historical and Building Context 40 Remote Construction 41 Building Siting, Orientation and Massing 41 Entrances, Wayfinding and Weather Protection 42 Color and Texture 42 Structure and Materials 43 Code and Performance Requirements 43 Exterior Wall Systems 44 Foundations and Exterior Grade at Buildings 44 Roof Systems 45 Windows and Doors 45 Signage 47 Interior Environment 47

SECTION 5 - CODE REFERENCES 49

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SECTION 1

INTRODUCTION

INTRODUCTION

The Eareckson Air Station (EAS) Installation Design Guide (IDG, Guide) is the primary document guiding development of all new and renovated facilities at Eareckson Air Station.

The primary objective of the Guide is to educate design professionals on the conditions at this remote location to aid proper project planning, design and construction for the Air Station’s facilities.

Design Guide Objectives

Figure 1 - Shemya IslandHow to Use this Guide

The IDG outlines general planning and design strategies appropriate to Eareckson Air Station, Shemya that address its remote location, the severity of climate and potential for typhoons and other extreme events. It provides guidance on tried and proven construction methods, materials and systems and related logistical strategies.

The designers of any project on Shemya Island are required to address the objectives listed in the IDG.

The specific Scope of Work (SOW) may amend or alter any considerations in the IDG at the option of the Air Force. Other deviations are to be approved by the Commander of the 611th Civil Engineer Squadron (611 CES).

The Guide is structured around three basic topics: 1) Information on existing facilities and maintenance requirements; 2) Considerations on site specific technical design issues and construction processes;

and 3) Architectural issues important for safety, long term durability and low maintenance.

Information in the Guide is organized in five sections:

Section 1 introduces the Guide and includes instruction about its use.

Section 2 discusses environmental conditions unique to the island with contextual information about the current installation and provides an overview of the existing infrastructure and civil, structural, mechanical and electrical systems and components.

Section 3 provides engineering design guidance for projects on the island by discipline for civil, structural, mechanical and electrical engineering projects or project components Section 4 includes the architectural design framework for projects on the island Section 5 lists relevant building codes and regulatory criteria references.

Figure 2 - View of Agattu Island from Shemya Island

SECTION 2

EXISTING CONDITIONS

Shemya is a 5.9 square mile remote island in the Near Islands group of the Semichi Islands near the western end of the Aleutian Island archipelago of Alaska. Its 2.73 mile wide and 4.3 mile long land area was formed by tectonic and volcanic forces that created gently southward sloping terrain battered by the Pacific Ocean from the south and the Bering Sea from the North. Shemya’s location and its unique environmental conditions present significant challenges for any human activity on the island. Its climatic conditions are far from ideal for human habitation. The weather on Shemya is severe, although the temperature range only fluctuates between ten and sixty degrees Fahrenheit with averages in the high twenties and low fifties. The raw natural beauty of this place is only matched by the raw power of the natural forces that shape it. In addition to the severe storms that may place all personnel in Phase 1 lockdown status (personnel on the island adhere to a 3-phase system of storm warning for outside work with Phase 1 being complete lockdown with no outside activities allowed) several times a year, the island is also affected by – potentially severe - seismic activity, the forces of seismically induced tsunamis, and volcanic activity of adjacent islands generally in the form of ash clouds drifted by winds.

No permanent human presence has been known on the island until World War II. It was originally opened in 1943 to become a strategic military radar, surveillance, refueling and weather station in response to the Japanese invasion of Attu and Kiska. The island has been under Department of Defense control ever since.

While no permanent human presence was recorded on the island before the arrival of the military, its shores were used for hunting and its lands were used to support introduced blue foxes, potentially as early as the eighteenth century when they were introduced on Attu by the Russians. There are blue foxes present on the island today and they are part of the island’s fauna protected from hunting or trapping.

History

Figure 3 - Hangar 4, Built 1944, Demolished in 2018

The Aleutian chain is a global destination for migratory birds due to its location and terrain. Although Shemya Island is part of this migration path, it is not an ideal habitat for bird species due to its significantly altered habitat, human presence and the continued presence of introduced foxes. Most importantly, the separation of birds from air traffic near the flight path is and will remain crucial for future operations of EAS.

The island’s original ecosystem has been severely altered due to the decades of military presence since World War II. The aim of future activity on the island will need to consider the protection of its natural resources, including mitigation of impacts from development, while meeting the primary

Ecosystem goal of mission support at the installation. Future planning of projects will also need to address the remediation of adverse effects caused by human presence in the past. This includes proper disposal and/or recycling of building materials from projects that have been demolished, preservation and restoration of natural drainage systems, removal of obsolete infrastructure, mapping and reclaiming of unexploded ordnance sites by the removal of potentially still present ordnance.

All the land area of the island appears to have been altered at some time in the past with various landforms or open gravel pads showing past disturbance. It is desirable that the ground is restored as close to its original grade as prudent after removal of buildings and other facilities.

The island’s flora is indicative of the Aleutian tundra ecosystem of mesic graminoid herbaceous meadows dominated by bluejoint grass. This is a plant community that readily regenerates and covers undisturbed ground under natural conditions. Since natural succession of tundra vegetation eventually covers the ground, conditions will need to be established for this process to take place following any construction project. Ground cover eliminates sediment loading and provides natural filter for surface runoff.

The island’s most valuable natural resource is its surface water. A protected watershed provides all water required for the operation of all the facilities at the installation. While continued protection of the watershed is essential, it is also important that no new activity takes place on the island that may cause water or ground water contamination.

Environment

Weather Extremes The history of Sheyma Island is intertwined with a number of typhoons that have impacted mission on the island. A partial list of recorded typhoons includes:

• November 2011 Bering Sea cyclone. Winds were estimated in excess of hurricane-force when the storm hit the Aleutians.

• November 2014 Post-Tropical Cyclone Nuri. Estimated 97 mph (156km/h) gusts.

The incident interval of these events is such that any permanent structure on Shemya will most likely be exposed to at least one cyclone within its design life. Historical damage from typhoons is the result of the high winds, rain, or a combination of these.

There are several excellent design guides for hurricane (and typhoon) resistant structures.

Many of these are of recent publication following large and expensive events in the US Gulf Coast. In particular the following should be considered:

• FEMA 543 Design Guide for Improving Critical Facility Safety from Flooding and High Winds

• FEMA P-55 Coastal Construction Manual

In addition UFC 3-301-01 Structural Engineering includes design wind speeds for structures in various risk categories.

Figure 4 - Map plotting the track and intensity of Cyclone Nuri, according to the Saffir-Simposon scale

Land and Soils The existing conditions at EAS have sites currently being monitored for subsurface contamination by a private contractor. The location, type, and concentration of contamination varies at EAS, with petroleum products being the most likely contamination to be encountered based on historical use.

Continued environmental monitoring of the island may result in the discovery of currently unknown contamination, that will need to be addressed as more information becomes available. Currently there are no active ground or groundwater contamination issues identified on the island. Air Force Civil Engineer Center (AFCEC) maintains a Land Use Control Management Plan (LUCMP) that identifies known locations of contamination or Unexploded Ordinance (UXO). The latest version of this Plan must be referenced when planning any ground disturbing activities as each site has associated restrictions that must be followed. In addition to regulation related to land and soil resources any demolition and alteration of existing buildings must comply with the National Historic Preservation Act.

Air Quality Regulation of emissions from oil fuel burning facilities like the power plant, as well as general air quality monitoring falls under the jurisdiction of the Alaska Department of Environmental Conservation (ADEC). The installation operates fuel burning equipment using Jet Propellant 8 (JP-8) under current Minor Permit AQ0307MSS03. The air quality considerations will be critical to any decision about new fuel burning equipment, future power plant upgrades or a change in solid waste management due to establishing an incinerator and has to adhere to the stipulations of the air permit.

Ocean Conditions The installation’s exposure to the Pacific Ocean and the Bering Sea carries significant weight in designing its facilities. The island’s topography provides protection from sea level rise impact on the northern shore where the cantonment area and most of the essential facilities are located. However, due to the sloping terrain, facilities nearer to the south shore are more at risk of damage from sea level rise. Sea level rise may be attributable to severe weather or seismic activity generating tsunamis.

NOAA has developed tsunami forecast modeling for Shemya that is used by the Hawaii and Alaska Tsunami Warning Centers to forecast tsunamis at the Island for the safety of mission support personnel.

The current largest impact of ocean water intrusion would be damage to the existing sewage lagoon, followed closely by potential damage or inundation of the active runway.

Seismic Activity Shemya Island is located in a region of high seismic activity, therefore all structures on the island shall be designed with the corresponding level of seismic design. Seismic design of structures on Shemya is governed by UFC 3-310-04. The USGS reference web site for global seismic design maps outlines the applicable design parameters. Derived from the island coordinates (52.72N 174.11E ) the tool outlines Ss 1.50g and S1 0.60g forces for the event with occurrence probability of 10% for a 50 period. Ss and S1 are acceleration values that are compatible with the International Building Code and the Unified Facilities Criteria. They represent the short 0.2 second and 1 second period spectral response design lateral acceleration as a percentage of gravity values and indicate a highly seismic area.

Corrosion Shemya is a highly corrosive environment due to the high winds, pervasive precipitation, and consistent salt spray. Corrosion affects both the service life of structures and the equipment used for operations and it is an inescapable design factor for any facility on the island. Vehicles, equipment, materials and any other items exposed to the elements will develop a film of residue that is composed of a high salt content dust. Fittings and electronics are highly susceptible to this condition and can become inoperable in a short amount of time. Steel elements in both buildings and equipment are susceptible to corrosion and there are numerous examples of short service life steel items. Concrete structures are also susceptible primarily due to corrosion of reinforcing steel.

Rot, Mold and Mildew The near constant presence of precipitation on the island results in an environment predisposed for rot, mold, and mildew on the envelope and in the assemblies of a building. Wind driven rain causes water infiltration into the exterior building envelopes, which leads to rot, mold, and mildew in the interior.

Any building material that contains organics is susceptible to mold and mildew due to the constant presence of water.

Pests EAS has limited occurrence of infestation from pests or vermin. The local foxes are known to enter the buildings if given the chance to find heated shelter.

All residents and visitors are alerted to this occurrence and encouraged to ensure all exterior doors are fully closed. The use of automatic closers for all exterior doors are recommended for all buildings.

Figure 5 - Example of building corrosion of exterior metal panels

Figure 6 - Organic Growth Inside an Insulated Glazing Unit of an Exterior Window

Figure 7 - Foxes outside Building 600 Exit

The island has areas that are marked with warning signs for the potential presence of unexploded ordnance (UXO.) Other areas have building materials or other remnants of previous activity left in place.

These potential hazards will need to be considered and addressed as part of any development activity on the island. One aspect of this process is the desire to remove all debris - with the exception of building concrete - accumulated during demolition or development activities from the island. The landfill and a separate wood disposal area have been supporting demolition activities, but they will be no longer acceptable as disposal sites.

The island has well developed infrastructure and various mission and operations support facilities that have served past missions or support current ones. Access to the island is by aircraft or by watercraft both of which are significantly affected by weather conditions. One of the earliest mentions of the island is from 1762, when the Russian vessel Saint Peter and Paul wrecked at the island with most of the crew surviving. Today’s sea approach is aided by the dock facility on the western end of the island. It is still treacherous, although possible year around if necessary. Shipments of fuel, building materials and equipment generally arrive on barges from April through October. Air traffic is aided by navigational systems that allow year around access except during storm events.

The infrastructure of the island includes water, sanitary sewer, electrical and communications systems that are installed underground. The island’s temperature allows for less costly shallow utilities while the wind conditions and the corrosive nature of the maritime environment calls for protection from the elements best achieved underground. The road infrastructure includes well-established structural sections of compacted gravel maintained by periodic road grading. Some heavily traveled sections are surfaced with asphalt concrete and recycled asphalt concrete.

The island has generations of buildings at various stages in their life cycle with active, caretaker and closed classifications, that may infer their integrity or their status within the mission at the time. The island has experienced several cycles of building and demolition which will continue as some facilities reach their useful life and new ones are constructed.

Refer to the latest Land Use Control Management Plan available (August 2019 at the time of publication of the IDG) at 611 CES Joint Base Elmendorf-Richardson, Alaska for pertinent site information when planning infrastructural projects. [References to pertinent sections of the LUCMP have also been included in the “EAR039 Master Plan & Report for Facilities at Eareckson Air Station”.]

Infrastructure

Figure 8 - Hazard Warning Sign

Construction and Logistics

The description of the existing conditions of the island for the IDG cannot be complete without notes about conditions under which construction activity may occur. In addition to the environmental conditions several logistical considerations need careful planning for the successful execution of construction projects at EAS.

Barge landing is possible year around at Shemya with the most active season from April through October, but coordination with base operations about schedules is essential. Most construction activity will require supporting fuel shipments independent from base operation, although the potential exists for coordination with the Base Operating Support (BOS) contractor regarding fuel use.

The island has scarce resources for borrow materials and does not have a concrete batch plant or asphalt plant. Construction projects need to consider the lack of these resources during planning and the logistics to barge them in.

Although there is a fleet of government owned construction equipment on the island that supports base operations, it is not readily available to support construction activities under independent contracts.

All projects need to include planning for equipment and fuel in addition to personnel. Construction camp services, however, can be and are encouraged to be arranged with the BOS contractor, taking advantage of the existing dorm and support facilities.

In addition to bringing in materials, fuel and equipment, project planning also needs to include the removal of all construction debris, including unusable/contaminated excavation from the island.

Sewer System

Gravity Piping - The northern portion of EAS that contains the cantonment area is served by gravity sewer mains. The sewer system discharges to wastewater sewage lagoons located on EAS near the southwest corner of the island. The gravity sewer generally flows from the north end of the island to the southwest corner. The manholes are pre-cast concrete and vary in depth from 4 to 20 feet.

The average depth of bury of the manholes and piping was observed to be approximately 8 to 12 feet. The pipes shown in the record drawings include various materials (e.g. concrete, cast iron, HDPE, ductile iron, and unidentified), and indicate standard open-cut trench installation.

Lift Stations and Force Mains - The force main portion of the wastewater collection system is located on the southern portion of the island, near the east end of the airfield. There are two lift stations, one near Building 752 and the other in a field northeast of Building 775. The lift stations discharge into 4-inch HDPE pipes and ultimately discharge into the gravity sewer manhole near Building 490. There is also an out of service lift station located on the south side of the airfield.

Wastewater Lagoon - The current sewage lagoon meets the Nor Dak lagoon treatment model, using a dual-lagoon system for wastewater treatment. Using the Alaska Department of Environmental Conservation (ADEC) Lagoon Construction Guidelines February 2009 (revised July 18, 2013), the lagoons appear to have been constructed with a 20-year design life for a population of 150 persons, each generating 75 gallons per day.

Storm Drain

The storm drain system on the island consists of gravity culverts and open-trench swales. The island has had surface improvements since the military first arrived in the 1940’s and the topography has been modified over the years. Surface drainage flows via gravity over land and then is channelized into open-trench swales around the island. When the drainage crosses a roadway or the airfield, the flows are directed through storm drain culverts. Most of the culverts on the island are corrugated metal pipe (CMP) and are in fair to poor condition. Culverts that have failed have been replaced with either new CMP or corrugated polyethylene pipe (CPEP).

Water System

The water system on the island is generally identified as two systems with a water treatment plant located mid-island. The northern portion of the island includes the cantonment area, and the southern portion covers the hangars, fire station, and airfield. The water system is supplied from a watershed

Civil Systems and Components

Figure 9 - Existing Sewage Lagoon located in the center of the island, and is identified on the ADEC website as “groundwater under the direct influence of surface water”. There are signs located along the roadways identifying when entering/leaving the watershed area.

The water distribution system is buried at 3 to 5 feet depth, with some areas as deep as 10 feet.

Similar to the sewer system, the water lines are buried in direct-bury trenches and are not located in utiliducts/utilidors. Fire hydrants are located around the island, giving coverage to buildings and the fuel tanks areas. Water valves are located at pipe bends, tees, and hydrant legs. The valve nuts are located in valve boxes for ease of access and operation. The pipes shown in the record drawings include various materials (e.g. concrete, cast iron, HDPE, ductile iron, and unidentified), and indicate standard open-cut trench installation.

There are three water storage tanks in operation at EAS. The total capacity of the tanks is 1.2 million gallons.

Waste Heat System

The waste heat system is a closed loop pressure pipe system that uses the waste heat from the island’s electrical distribution system and transfers the heat via water pressure pipes to buildings in the cantonment area. The waste heat system is located between the generator building and the cantonment area, and does not extend to the southern area of the island. Several areas in the piping system between the buildings have experienced failures in the past and upgrades have been completed to portions of the system.

Solid Waste Management

The solid waste landfill is located near the southeast corner of the island. The current method of solid waste management consists of placing the solid waste in the landfill and covering it on the same day to prevent waste from blowing away in the high winds. The daily cover for the landfill consists of gravel that has been removed from the landfill, as well as other gravel collected at EAS. Separate areas of the landfill are designated for general refuse, asbestos refuse, and hazardous waste.

Roadways

The current road system on the island is generally comprised of gravel roads, with a few areas of paved roads or gravel capped with recycled asphalt pavement (RAP). The RAP is on location from previous pavement rotomilling projects on the island. The gravel roads are in fair to good condition on the island and are maintained by the BOS Contractor. Main driving routes have been capped with RAP to extend the life-expectancy and reduce maintenance.

Structural Systems and Components

There are numerous types of construction on Shemya Island. These include; cast-in-place concrete, precast concrete, concrete masonry units, wood framed with stucco, pre-engineered metal buildings, and heavy timber, which was characteristic of the World War II era hangars that were demolished in 2018.