Exhibit_8_Project_Development_Study_905_BPA_LB_Elevator_Report_2.26.13.pdf

19515 North Creek Parkway • Suite 304 • Bothell, WA 98011 T 425-205-2205 / 800-435-6220 • F 425-205-2209 • www.lerchbates.com

GSA PROJECT DEVELOPMENT STUDY EAST SIDE FEDERAL CENTER (OR000PE)

PORTLAND, OREGON

WORK ITEM B ELEVATOR MODERNIZATION IN BPA BUILDING REPORT

100% SUBMITTAL

FEBRUARY 26, 2013

Prepared For:

Mr. Jim Bell Sr. Project Manager URS Corporation 111 SW Columbia, St., Suite 1500 Portland, OR 97201

Prepared By:

Kevin Egli General Manager

LB Project No. 2012001686-01

ALL DOCUMENTS FURNISHED BY LERCH BATES INC. (LERCH BATES) ARE INSTRUMENTS OF SERVICE AND SHALL REMAIN THE SOLE PROPERTY OF LERCH BATES. LERCH BATES SHALL RETAIN ALL COMMON LAW, STATUTORY, AND OTHER RESERVED RIGHTS, INCLUDING THE COPYRIGHT THERETO. THEY ARE TO BE USED ONLY FOR THIS PROJECT AND ARE NOT TO BE MODIFIED, DISTRIBUTED, OR USED FOR ANY OTHER PROJECT, IN WHOLE

OR IN PART, EXCEPT WITH THE WRITTEN AUTHORIZATION OF LERCH BATES. LERCH BATES ACCEPTS NO LIABILITY

FOR ANY UNAUTHORIZED USE OR MODIFICATION OF THESE DOCUMENTS.

WORK ITEM B ELEVATOR MODERNIZATION IN

BPA BUILDING REPORT

TABLE OF CONTENTS

ELEVATOR MODERNIZATION IN BPA BUILDING

A. EXECUTIVE SUMMARY

B. MODERNIZATION OPTIONS ......................................................................................... ………

C. CONCEPT OPTIONS

D. CONCLUSIONS

APPENDIX A - LERCH BATES ELEVATOR MODERNIZATION REPORT DATED AUGUST 2, 2010

GSA Eastside Federal Center (OR000PE), Portland, Oregon 100% Submittal LB Project No. 2012001686-01 © 2013 Lerch Bates Inc.

February 26 2013

ELEVATOR MODERNIZATION IN BPA BUILDING

A. EXECUTIVE SUMMARY

This 100% submittal provides final details and recommendations for work item two identified in scope of services provided by General Services Administration, which relates to upgrades to the elevators located in Bonneville Power Administration Headquarters building in Portland, Oregon. On June 16, 2010, Kevin Egli, General Manager, and Mike Mutal, Regional Field Inspector for Lerch Bates, performed an initial survey of all ten elevators that provide vertical circulation in this facility. Our findings and recommendations are detailed in a report dated August 2, 2010, which is attached as Appendix A. This report will be referenced throughout this correspondence. Mike Mutal performed a follow-up survey to review current conditions related to the vertical circulation on October 25, 2012, after the kick-off meeting with the client and URS Corporation team. We have addressed review comments provided to date applicable to the elevator modernization work in this submittal.

The purpose of this 100% submittal is to provide final costs for the recommended modernization work, including the recommended concept options. A needs assessment review was completed as part of the 50% submittal. The final submittal will be performance specifications for elevator modernization work along with a final cost estimate based on the preferred option. This will be used by General Services Administration to contract work using a design build methodology.

B. MODERNIZATION OPTIONS

We have determined that the elevator equipment has not changed from when we reviewed the equipment in 2010 based on an updated survey performed by Mike Mutal after the initial kick-off meeting for this project. None of the equipment has been upgraded, and the general condition is consistent as well. The conclusions and recommendations detailed in our report dated August 2, 2012 remain unchanged, except for the following two items as recommended through a GSA review provided by Scott Cumby, GSA Elevator Project Manager Region 7 :

1. Existing roller guides will be replaced with new roller guides on all of the traction elevators. New spring-isolated roller guide assemblies will improve ride quality and overall performance of the elevators.

2. New hoistway door panels with a satin stainless steel finish will replace existing door panels at each level for all of the traction elevators, and the existing frames will be clad with satin stainless steel.

The equipment disposition summary provided in Appendix of this report identifies which major components should be retained, which components should be refurbished and which components should be replaced with new technology. The primary result of any modernization should be to end up with elevators that meet all applicable current Codes, meet the needs of the tenants in terms of performance and security, and ensure twenty plus years of service without the need for any additional upgrade work.

The recommended work related to the two-stop hydraulic elevator as detailed in the attached report remains valid. The existing safety shoe and light ray are an obsolete type of door protection, and should be replaced by a full infrared door protection device. Additionally, a seismic rupture valve should be added to the oil line to prevent oil flowing out of the cylinder jack unit and an uncontrolled rate if the oil line ruptured during a seismic event, which would cause a free fall condition. These are not only additions that will improve safety, but they will reduce repair costs since there is a concern for spare parts availability for the obsolete safety edge and light ray. These upgraded components will also meet current

LB Project No. 2012001686-01 © 2013 Lerch Bates Inc.

Code, and can be retained once a modernization is planned for this elevator. We recommend completing the upgrade work indicated in the report as a minimum as part of this project, and completing a complete modernization within five to seven years on this elevator if funds are not available.

C. CONCEPT OPTIONS

The three concept options for the traction elevators related to this modernization that are identified in the attached report also remain valid. The options include utilizing destination dispatch control in lieu of the traditional two-button dispatch matching the existing dispatching on the passenger elevators, utilizing regenerative drives in lieu of non-regenerative drives on all nine traction elevators and replacing the existing geared traction machines with AC gearless traction machines in lieu of refurbishing the geared traction machines on all nine traction elevators.

All of these concept options will improve overall performance and reduce energy consumption during operation, and are recommended. The destination dispatch control will also significantly improve the security provisions associated with vertical circulation throughout the building, which is a stated goal.

Detailed descriptions of these three options are included in Section III and Appendix B of the attached report for reference purposes.

The following costs are updated estimates for the modernization work concept options for the traction elevators:

The hydraulic elevator was also installed in 1987, so a complete modernization similar to the recommended plan for the traction elevators can also be completed assuming funds can be allocated for this elevator as well in lieu of just completing the upgrade work indicated above.

D. CONCLUSIONS

The major components on all ten elevators that provide vertical circulation in this facility are original vintage. The equipment is more than 25 years old, and is near the end of its useful life. We recommend proceeding with a complete modernization of all of the elevators including the three concept options that will improve overall performance, enhance security and reduce energy consumption during operation.

The elevators will meet current Code and accessibility standards after the modernization work is complete. The three concept options for the traction elevators detailed in the attached report we originally completed along with the section above have become standard options for all of the major elevator companies, and are proven and reliable technology in the elevator industry.

The costs included in the separate GSA cost spreadsheet were developed from the costs outlined in our 85% submittal.

This concludes our report with findings and recommendations related to the needs assessment and recommended concept options for modernization of the vertical circulation in the Bonneville Power Administration Headquarters Building located in Portland, Oregon.

LB Project No. 2012001686-01 © 2013 Lerch Bates Inc.

APPENDIX A -

LERCH BATES ELEVATOR MODERNIZATION REPORT DATED AUGUST 2, 2010

19515 North Creek Parkway • Suite 304 • Bothell, WA 98011 T 425-205-2205 / 800-435-6220 • F 425-205-2209 • www.lerchbates.com

BONNEVILLE POWER ADMINISTRATION HEADQUARTERS

PORTLAND, OREGON

ELEVATOR MODERNIZATION SURVEY

AUGUST 2, 2010

Prepared For:

Mr. Stewart McLaughlin, PE, FMA Assistant Facilities Manager All Star Facility Services 905 NE 11th Ave. NWF-BI Portland, OR 97232-4169

Prepared By:

Kevin Egli Project Manager

LB Project Number 2010000411-01

ALL DOCUMENTS FURNISHED BY LERCH BATES INC. (LERCH BATES) ARE INSTRUMENTS OF SERVICE AND SHALL REMAIN THE SOLE PROPERTY OF LERCH BATES. LERCH BATES SHALL RETAIN ALL COMMON LAW, STATUTORY, AND OTHER RESERVED RIGHTS, INCLUDING THE COPYRIGHT THERETO. THEY ARE TO BE USED ONLY FOR THIS PROJECT AND ARE NOT TO BE MODIFIED, DISTRIBUTED, OR USED FOR ANY OTHER PROJECT, IN WHOLE

OR IN PART, EXCEPT WITH THE WRITTEN AUTHORIZATION OF LERCH BATES. LERCH BATES ACCEPTS NO LIABILITY

FOR ANY UNAUTHORIZED USE OR MODIFICATION OF THESE DOCUMENTS.

ELEVATOR MODERNIZATION SURVEY

TABLE OF CONTENTS

SECTION I — SUMMARY AND RECOMMENDATIONS

A. SCOPE

B. GENERAL

C. MODERNIZATION OBJECTIVES

D. CONCLUSIONS

E. RECOMMENDATIONS

SECTION II — EXISTING EQUIPMENT REVIEW

A. GENERAL

B. DISCUSSION

C. EQUIPMENT DISPOSITION

D. RELATED BUILDING WORK

SECTION III — ENERGY REDUCTION/SECURITY ENHANCEMENT OPTIONS

A. GENERAL

B. DESTINATION DISPATCH CONTROL

C. NEW MICROPROCESSOR-BASED CONTROLS WITH REGENERATIVE DRIVES

D. PERMANENT MAGNET SYNCHRONOUS MOTOR TECHNOLOGY OPTION

SECTION IV — MODERNIZATION PLANS

A. GENERAL

B. MODERNIZATION PLANS

C. RECOMMENDATIONS

D. HYDRAULIC ELEVATOR RECOMMENDATIONS

E. EQUIPMENT DISPOSITION

APPENDIX A — EQUIPMENT DISPOSITION SUMMARIES

APPENDIX B — DESTINATION-BASED DISPATCH BROCHURES

A. KONE BROCHURE

B. OTIS BROCHURES

C. SCHINDLER BROCHURE

D. THYSSENKRUPP BROCHURE

APPENDIX C — SUPPORTING PHOTOGRAPHS

GENERAL PHOTOGRAPHS

PASSENGER ELEVATORS 1-8

SERVICE ELEVATOR 9

HYDRAULIC ELEVATOR 10

Bonneville Power Administration Headquarters, Portland, Oregon LB Project No. 2010000411-01 © 2013 Lerch Bates Inc.

August 2, 2010

SECTION I -

SUMMARY AND RECOMMENDATIONS

A. SCOPE

This report was commissioned to evaluate the condition of the eight traction passenger Elevators 1-8 and one traction service Elevator 9 at Bonneville Power Administration Headquarters, Portland, Oregon and to review existing building conditions for modernization to improve operation, reliability, and system performance. We also surveyed hydraulic Elevator 10, and have included two recommendations to improve safety in this report. In addition, compliance with current elevator and building codes was evaluated, along with proposed modernization to improve equipment reliability, life safety and conformance with requirements of the Americans with Disabilities Act (ADA) for access by the physically challenged.

B. GENERAL

Kevin Egli, Project Manager for Lerch Bates and Mike Mutal, Regional Inspector for Lerch Bates performed the survey. Scott Augst, Contract Repair Foreman for KONE, who is the elevator maintenance provider at the facility, attended our jobsite survey. Existing elevator equipment condition was evaluated to determine suitability for reuse in conjunction with proposed modernization. Existing building configuration related to elevator machine room, hoistways, and pits was evaluated for code compliance, with deviations noted in Section II of this report. This section of the report provides a summary of the recommended scope of work, estimated schedule, and budget pricing for this elevator modernization project for your convenience.

C. MODERNIZATION OBJECTIVES

In our judgment, a comprehensive elevator modernization at Bonneville Power Administration Headquarters should consider several objectives:

1. Improve overall system reliability and performance by providing efficient microprocessor logic for elevator dispatch and individual motor control.

2. A complete project involving replacement of aged components to ensure 20+ years of service without the need for any additional upgrade work during this period.

3. Provide components that reduce energy consumption and total operating costs.

4. Upgrade existing car and hoistway door equipment to provide safe and reliable operation.

5. Upgrade elevator car and corridor pushbuttons and signal fixtures to comply with current requirements of the Americans with Disabilities Act (ADA).

6. Recondition retained equipment to ensure reliable operation.

7. Upgrade existing building conditions to comply with current National and City elevator safety code and building code requirements.

8. Improve dispatching operation performance and overall security provisions.

© 2013 Lerch Bates Inc.

D. CONCLUSIONS

The nine traction elevators were installed in 1987 during the construction of this building by Montgomery Elevator Company, who was purchased by KONE Inc. in 1996. The majority of components are of original vintage and are more than 23 years old. In our judgment, existing elevator equipment is in average condition for this vintage of equipment and type of motor control system. Overall, the elevators have been adequately maintained. The existing control system provides inferior service compared to modern technology related to general performance, security interface, and energy consumption.

The hydraulic elevator was also installed in 1987 by Montgomery Elevator Company. This elevator only serves two stops, and has been providing reliable service. We do not recommend a complete modernization at this time, but there are some basic upgrades recommended to improve the safety of this elevator.

E. RECOMMENDATIONS

We recommend planning proceed for a major modernization of the nine traction elevators. The elevators’ major components are more than 23 years old, and are nearing the end of their useful life. Replacement parts for equipment of this vintage and manufacturer are still available, but may be more difficult and costly to procure in the future. The elevators will likely become less reliable over time, regardless of quality of maintenance service, based on aging mechanical and electrical systems. New technology will meet the modernization objectives outlined above.

The scope of the modernization should be complete, covering related work to ensure that the elevators are compliant with all current codes. A single “turn-key” elevator modernization contract can be awarded, or two contracts can be awarded covering the elevator modernization and related construction work separately. Generally, a single “turn-key” elevator modernization contract is the most favorable method for this type of work to minimize change orders and coordination by the purchaser. We will develop a detailed bid package which includes a technical specification, defined related work, a bid form with any applicable alternates, maintenance requirements, and schedule requirements based on the recommendations outlined in this report once directed to proceed with that phase of work. The following paragraphs summarize the major components requiring modernization and provide a projected budget and schedule.

Existing controls, drives, motors, governors, and door operators will be replaced with current technology.

New controls will be microprocessor-based controls with a regenerative AC variable voltage variable frequency drive. The existing DC motors will be replaced with an AC motor, and the machines will be thoroughly refurbished. A bid alternate to completely replace the geared traction machines with a gearless machine which utilizes a permanent magnet synchronous motor will also be included. The existing centrifugal car and counterweight governors and governor cables will be replaced with new governors meeting current code requirements. The existing open-loop door operators will be replaced with new closed-loop door operators, and all related door hardware will be upgraded or reconditioned.

All signal fixtures will be replaced for improved serviceability and reliability and for compliance with the Americans with Disabilities Act. A destination-based dispatching system will be used for the eight passenger elevators to improve performance and security of this eight-car group. Existing jamb Braille and emergency signage will be replaced with new components meeting current building code and ADA standards. All shaft wiring will be replaced as part of the modernization.

A seismic switch will be added to the machine room as well as a seismic counterweight derailment switch to improve safety in a seismic event and meet current code requirements. A rope gripper will also be installed to prevent unintended car movement, per code, if the existing machines are retained.

New car interiors are recommended as part of this modernization. A new car top handrail and lighting, as well as a new car top inspection station, will also be included to meet current code requirements.

© 2013 Lerch Bates Inc.

Retained equipment including hoistway doors and frames, hoistway and car sills, car slings and platforms, main and counterweight guide rails, counterweights, safeties, and buffers will all be thoroughly reconditioned. Hoist cables are in good condition, and are all one to four years old. They can be retained as part of the modernization.

A critical aspect for this modernization is the schedule. The following anticipated schedule provides anticipated weeks per elevator for each portion of the modernization, which can be used for planning purposes:

Phase Elevators

1, 2, 7, and 8 Elevators

3, 4, 5, and 6 Elevator

Construction Document Phase 3-4 Weeks 3-4 Weeks 3-4 Weeks

Bidding/Award Phase 4-5 Weeks 4-5 Weeks 4-5 Weeks

Approval Submittal Phase 4-5 Weeks 4-5 Weeks 4-5 Weeks

Procurement Phase 6-7 Weeks 6-7 Weeks 6-7 Weeks

Modernization Phase 8-9 Weeks 6-7 Weeks 7-8 Weeks

Opinion of probable cost for the recommended scope of work is as follows:

1, 2, 7, and 8 Elevators

3, 4, 5, and 6 Elevator

Elevator Modernization Work $200,000/elevator $180,000/elevator $175,000

Related Construction Work $15,000 to $25,000 total

A summary of related work required based on our survey is as follows:

1. Hoistway and Pit:

a. Cutting and patching walls as required for installation of new hall fixtures.

b. New pit ladder.

c. Protect open hoistways and entrances during construction per OSHA Regulations.

d. Hoistway venting to outside in lieu of into the machine room. Vents are required to open directly to the outer air or through noncombustible ducts to the outer air. This means that a new vent can be cut at the top of the shaft on the rear wall directly to the outside, or a noncombustible duct can be added from the existing vent into the machine room floor to the existing machine room ventilation source in the wall near the elevator machine room door. The area of the vent must be at least 3 ft², so the current vent in the floor would need to be enlarged if used.

e. Painting existing hoistway entrance frames and door panels.

2. Machine Room and Machinery Spaces:

a. Add additional row of guarded fluorescent lighting over Elevators 1-4 machines to provide 19 fc of illumination as required by code.

b. Water dripping onto bedplate of Elevator 7 machine from AC drip pan directly over machine should be prevented.

c. A drip pan should be added under the copper pipe drain line as illustrated in the general photographs included in Appendix C of this report.

d. A plate needs to be added under the mainline disconnects as illustrated in the general photographs included in Appendix C of this report.

© 2013 Lerch Bates Inc.

3. Electrical Service, Conductors, and Devices:

a. Add electrical door switch in walk-in pits to stop passenger Elevators 2 and 7 when door is opened.

b. GFCI convenience outlets in pit and machine room.

c. Single-phase 15 amp copper power feeder to elevator controller for car lighting and exhaust blower with individual protected lockable "open" disconnecting means.

d. Means to automatically disconnect power to affected elevator drive unit and controller prior to activation of machine room fire sprinkler system and/or hoistway fire sprinkler system.

4. Standby Power Provision:

a. Standby power of normal voltage characteristics via normal electrical feeders to run one elevator at a time in each elevator group at full-rated car speed and capacity.

b. Conductor from auxiliary form “C” dry contacts, located in the standby power transfer switch to a designated elevator control panel in each elevator group. Provide a time delay of 30-45 seconds for pre-transfer signal in either direction.

c. Standby single-phase power to group controller, and each elevator controller for car lighting, exhaust blower, and emergency signaling device.

d. Means for absorbing regenerated power during an overhauling load condition per NEC 620.91. Elevators will employ IGBT drive, presenting a non-linear active load.

e. Standby power to machine room lighting and air conditioning system.

We recommend the following upgrades to the existing hydraulic elevator to improve the safety of the elevator:

The existing safety shoe and light ray that is currently installed is an obsolete type of door protection system. This should be replaced with a full infrared electronic door protection system. It is becoming more difficult and costly to find replacement parts for the existing Moline Accessories Corporation (MAC) safety shoes and light ray. Additionally, elevator doors with a full infrared electronic door obstruction device reopen the instant a beam is broken, greatly reducing the chance of door contact with passengers or property. Door contact can not only bother a passenger, but can damage property being moved or the elevator door.

Probable cost for replacement = $4,000 to $5,000

Currently, there are no seismic provisions in the hydraulic oil line. We recommend adding a seismic rupture valve to the oil line to comply with current code requirements. This valve prevents the oil flowing out of the in-ground cylinder jack unit causing a free-fall condition when the oil line is ruptured.

Probable cost = $1,500 to $2,500

The following items are noted deficiencies that should be addressed by the elevator maintenance provider. Work associated to resolve these deficient items should be covered under the terms of the current maintenance agreement:

There is an oil spot in the pit at the rear of the hoistway under the oil line. KONE should eliminate the oil leak.

There is a substantial amount of oil in the drip pan under the pump unit and valve in the machine room. KONE should investigate the cause of this leak, and seal the necessary components.

The pit ladder is not securely fastened at top and top rung is missing. This ladder should be replaced because of the safety hazard, which would not be covered by KONE as part of their maintenance agreement.

© 2013 Lerch Bates Inc.

SECTION II -

EXISTING EQUIPMENT REVIEW

A. GENERAL

During our survey, existing passenger and service elevator components were checked to determine overall condition and suitability for continued use in conjunction with a modernization. In addition, machine room, hoistway, and pit spaces were reviewed for compliance with current codes. This section reviews the results of our equipment survey. Related building conditions representing deviations from current codes and requiring modification are summarized at the end of this section.

B. DISCUSSION

1. Passenger Elevators 1-8

The passenger elevators at the Bonneville Power Administration Headquarters were manufactured and installed by Montgomery Elevator Company in 1987 when the building was constructed.

The passenger elevators are geared traction elevators that have a rated capacity of 3,500 lbs.

and a rated speed of 350 fpm. Elevators 1, 2, 7 and 8 serve ten levels with stops at the three parking levels and seven main office levels, while Elevators 3-6 only serve the seven main office levels. Platform size is approximately 7'-0" wide x 6'-2" deep. They are provided with 3'-6" wide x 7'-0" high, center-opening doors.

All eight passenger elevators share a common machine room that is directly above the elevators shafts. The service Elevator 9 machine and controls are also located in this common machine room.

2. Service Elevator 9

The service elevator system at the Bonneville Power Administration Headquarters was also manufactured and installed by Montgomery Elevator Company in 1987.

The service elevator is a geared traction elevator that has a rated capacity of 10,000 lbs. and a rated speed of 350 fpm. The elevator serves nine levels with stops at level B1 and the seven main office levels. Platform size is approximately 9'-8" wide x 10'-6" deep. It is provided with an 8'-0" wide x 7'-0" high, two-speed center-opening door.

3. Hydraulic Elevator 10

The passenger elevator system at the Bonneville Power Administration Headquarters was also manufactured and installed by Montgomery Elevator Company in 1987.

The passenger elevator is an in-ground hydraulic elevator that has a rated capacity of 3500 lbs.

and a rated speed of 125 fpm. The elevator serves two levels. Platform size is approximately 7'-0" wide x 6'-2" deep. It is provided with a 3'-6" wide x 7'-0" high, center-opening door.

This elevator has a machine room located on the lowest landing.

© 2013 Lerch Bates Inc.

C. EQUIPMENT DISPOSITION

This section focuses on the existing condition of the elevator equipment and recommended disposition with respect to modernization.

1. Passenger Elevators:

a. Controls: This eight-car group has solid state 6010 controls manufactured by

Montgomery Elevator Company. Spare parts are still available for this type of controller, but replacement parts will be more difficult or costly to procure in the future.

Changes in design have entailed significant improvements in reliability and operation through the use of microprocessor-based systems, making existing controls obsolete.

An AC variable voltage variable frequency drive will replace the existing drive. A destination-based dispatching system, which is detailed in Section III of this report, is the recommended type of microprocessor-based control system to be used for these elevators to provide the best performance and security possible. System diagnostic means and instructions will be required to ensure that new controls can be maintained by any qualified elevator maintenance provider.

b. Hoist Machine: The existing machines are a geared traction machines with DC motors installed as part of the original installation. Machine oil is leaking around sheave shafts on all of the elevators, and around the worm shaft on Elevators 1, 5, 6 and 8.

The machines for Elevators 1 and 4 have excessive gear or bearing noises. The existing machines should be thoroughly reconditioned, and existing DC motors should be replaced with an AC motor, which is a more efficient type of motor that is now the industry standard type of motor. We also recommend including a request for alternate pricing to completely replace the existing geared traction machines with gearless traction machines with a permanent magnet synchronous motor. This type of machine is the most energy efficient type of machine available in the elevator industry.

c. Governor: The governors are the over speed safety device that trips the safety to stop the car when it is traveling a certain percentage over the rated speed as detailed in Section 2.18 of ASME A17.1 National Elevator Safety Code. They are original vintage centrifugal style governors that will be replaced as part of this modernization. The governors lack bi-directional shutdown switches that are now required by code.

d. Safety: The safeties are compliant with current Code, and have passed the most current load tests per the documentation provided by KONE in the machine room.

They can be reconditioned and retained as part of this modernization.

e. Car Sling: The existing car slings (structural members which support the platform) appear to be in good condition and are suitable for reuse. Existing car roller guide assemblies require reconditioning, including realignment of pivot pins and tension adjustment.

f. Platform: The existing platforms are in good condition and suitable for reuse. The existing toe guards will be replaced with 48" toe guards to conform to current code requirements.

g. Counterweight: The existing counterweight frames are in good condition and suitable for reuse. Existing counterweights will require minor rebalancing upon installation of new cab interiors and car top components. Seismic counterweight derailment devices will be added as required by local code requirements.

h. Hoist Ropes and Governor Rope: Hoist cables have all been replaced within the last four years on these elevators and appear to be in good condition. They can be retained as part of this modernization unless the machine is replacement with a new gearless machine. The governor hoist cables should be replaced.

i. Car Door Equipment: The existing passenger elevator car door operators are the original MAC open loop, high speed, heavy duty door operators manufactured by Montgomery Elevator Company. The existing door operators and related door hardware exhibit wear characteristic of years of use, and should be replaced. In addition, new car door restrictor devices will be installed for compliance with current

© 2013 Lerch Bates Inc.

national elevator code requirements. New closed loop AC variable voltage, variable frequency door operator motors provide exact continuous door position and have reduced moving components compared with the existing door operators, which both improve the reliability and performance of door operation.

j. Cab Enclosure: Existing cab enclosure and interior finishes are in generally good condition. Existing car controls and signals do not comply with the requirements of the Americans with Disabilities Act (ADA) and will be replaced for serviceability, compatibility with new controls, and compliance with ADA. It is beneficial to replace interior wall finishes, ceiling, handrails and flooring as well as refinishing retained metal finishes to provide a uniform finish inside the cab as part of this modernization.

k. Hoistway Door Equipment: Hoistway door panels and frames are in good condition and can be retained. There are no significant signs of wear. The doors with a painted finish can be re-painted if desired as part of this modernization. ADA compliant jamb Braille will replace the existing jamb Braille. Existing hoistway door tracks, hangers, rollers, and interlocks will be refurbished, and new closed-loop door operators will replace the existing MAC open-loop door operators.

l. Guide Rails and Supports: Guide rails and supports are in good condition and can be retained. The rails will be thoroughly cleaned, and the connections will be tightened as part of the modernization.

m. Traveling Cables and Hoistway Wiring: Existing traveling cables and hoistway wiring should be replaced under any modernization program. New traveling cables should be provided with minimum 10% spare conductors and should include minimum eight sets of twisted shielded pairs of communication wires to facilitate installation of new car controls, signals, and hall stations and to provide sufficient spares to accommodate future card reader device if desired.

n. Buffers and Pit Equipment: Buffers and pit equipment are in good condition and can be retained.

o. Car and Hall Station Fixtures: Existing car and hall station fixtures do not meet the most current ADA requirements. The existing fixtures will be replaced with destination-based dispatching components. Actual design, number of hall call registration terminals and security interface will need to be determined.

2. Service Elevator:

a. Controls: This elevator has solid state 6010 controls manufactured by Montgomery

Elevator Company. Spare parts are still available for this type of controller, but replacement parts will be more difficult or costly to procure in the future. Changes in design have entailed significant improvements in reliability and operation through the use of microprocessor-based systems, making existing controls obsolete. An AC variable voltage variable frequency drive will replace the existing drive.

b. Hoist Machine: The existing machine is a geared traction machine with a DC motor installed as part of the original installation. Machine oil is leaking around sheave shaft.

The existing machine should be thoroughly reconditioned, and existing DC motors should be replaced with an AC motor, which is a more efficient type of motor that is now the industry standard type of motor. We also recommend including a request for alternate pricing to completely replace the existing geared traction machine with a gearless traction machines with a permanent magnet synchronous motor. This type of machine is the most energy efficient type of machine available in the elevator industry.

c. Governor: The governors are the over speed safety device that trips the safety to stop the car when it is traveling a certain percentage over the rated speed as detailed in Section 2.18 of ASME A17.1 National Elevator Safety Code. They are original vintage centrifugal style governors that will be replaced as part of this modernization. The governors lack bi-directional shutdown switches that are now required by code.

d. Safety: The safeties are compliant with current Code, and have passed the most current load tests per the documentation provided by KONE in the machine room.

They can be reconditioned and retained as part of this modernization.

© 2013 Lerch Bates Inc.

e. Car Sling: The existing car sling (structural members which support the platform) appears to be in good condition and is suitable for reuse. Existing car roller guide assemblies require reconditioning, including realignment of pivot pins and tension adjustment.

f. Platform: The existing platform is in good condition and suitable for reuse. The existing toe guard will be replaced with 48" toe guards to conform to current code requirements.

g. Counterweight: The existing counterweight frame is in good condition and suitable for reuse. Existing counterweights will require minor rebalancing upon installation of new cab interiors and car top components. A seismic counterweight derailment device will be added as required by local code requirements.

h. Hoist Ropes and Governor Rope: Hoist ropes and governor ropes have signs of crown wear and rouging, and will be replaced as part of this modernization.

i. Car Door Equipment: The existing elevator car door operator is the original MAC open loop, high speed, heavy duty door operator manufactured by Montgomery Elevator Company. The existing door operator and related door hardware exhibit wear characteristic of years of use, and should be replaced. In addition, a new car door restrictor device will be installed for compliance with current national elevator code requirements. New closed loop AC variable voltage, variable frequency door operator motors provide exact continuous door position and have reduced moving components compared with the existing door operators, which both improve the reliability and performance of door operation.

j. Cab Enclosure: Existing cab enclosure and interior finishes are in generally good condition. Existing car controls and signals do not comply with the requirements of the Americans with Disabilities Act (ADA) and will be replaced for serviceability, compatibility with new controls, and compliance with ADA. It is beneficial to replace interior wall finishes, ceiling, handrails and flooring as well as refinishing retained metal finishes to provide a uniform finish inside the cab as part of this modernization.

k. Hoistway Door Equipment: Hoistway door panels and frames are in good condition and can be retained. There are no significant signs of wear. The doors with a painted finish can be re-painted if desired as part of this modernization. ADA compliant jamb Braille will replace the existing jamb Braille. Existing hoistway door tracks, hangers, rollers, and interlocks will be refurbished, and a new closed-loop door operator will replace the existing MAC open-loop door operator.

l. Guide Rails and Supports: Guide rails and supports are in good condition and can be retained. The rails will be thoroughly cleaned, and the connections will be tightened as part of the modernization.

m. Traveling Cables and Hoistway Wiring: Existing traveling cables and hoistway wiring should be replaced under any modernization program. New traveling cables should be provided with minimum 10% spare conductors and should include minimum eight sets of twisted shielded pairs of communication wires to facilitate installation of new car controls, signals, and hall stations and to provide sufficient spares to accommodate future card reader device if desired.

n. Buffers and Pit Equipment: Buffers and pit equipment are in good condition and can be retained.

o. Car and Hall Station Fixtures: Existing car and hall station fixtures do not meet the most current ADA requirements, and will be replaced with new compliant vandal resistant fixtures that will be compatible with the new microprocessor-based control system.

© 2013 Lerch Bates Inc.

D. RELATED BUILDING WORK

Related building conditions representing deviations from current code are summarized below:

1. Hoistway and Pit:

a. Cutting and patching walls as required for installation of new hall fixtures.

b. New pit ladder.

c. Protect open hoistways and entrances during construction per OSHA Regulations.

d. Hoistway venting to outside in lieu of into the machine room. Vents are required to open directly to the outer air or through noncombustible ducts to the outer air. This means that a new vent can be cut at the top of the shaft on the rear wall directly to the outside, or a noncombustible duct can be added from the existing vent into the machine room floor to the existing machine room ventilation source in the wall near the elevator machine room door. The area of the vent must be at least 3 square feet, so the current vent in the floor would need to be enlarged if used.

e. Painting existing hoistway entrance frames and door panels.

2. Machine Room and Machinery Spaces:

a. Add additional row of guarded fluorescent lighting over Elevators 1-4 machines to provide 19 fc of illumination as required by code.

b. Water dripping onto bedplate of Elevator 7 machine from AC drip pan directly over machine should be prevented.

c. A drip pan should be added under the copper pipe drain line as illustrated in the general photographs included in Appendix C of this report.

d. A plate needs to be added under the mainline disconnects as illustrated in the general photographs included in Appendix C of this report.

3. Electrical Service, Conductors, and Devices:

a. Add electrical door switch in walk-in pits to stop passenger Elevators 2 and 7 when door is opened.

b. GFCI convenience outlets in pit and machine room.

c. Single-phase 15 amp copper power feeder to elevator controller for car lighting and exhaust blower with individual protected lockable "open" disconnecting means.

d. Means to automatically disconnect power to affected elevator drive unit and controller prior to activation of machine room fire sprinkler system and/or hoistway fire sprinkler system.

4. Standby Power Provision:

a. Standby power of normal voltage characteristics via normal electrical feeders to run one elevator at a time in each elevator group at full-rated car speed and capacity.

b. Conductor from auxiliary form “C” dry contacts, located in the standby power transfer switch to a designated elevator control panel in each elevator group. Provide a time delay of 30-45 seconds for pre-transfer signal in either direction.

c. Standby single-phase power to group controller, and each elevator controller for car lighting, exhaust blower, emergency signaling device.

d. Means for absorbing regenerated power during an overhauling load condition per NEC 620.91. Elevators will employ IGBT drive, presenting a non-linear active load.

e. Standby power to machine room lighting and air conditioning system.

© 2013 Lerch Bates Inc.

SECTION III -

ENERGY REDUCTION/SECURITY ENHANCEMENT OPTIONS

A. GENERAL

This section of the report provides a detailed description of the areas where energy consumption can be reduced relative to the elevator modernization. Elevators consume a relatively small percentage of the total energy used in a building, ranging from 3-10% of a total energy load. There have been significant developments in the elevator industry over the past couple decades related to decreasing energy consumption and improving overall performance of an elevator system. Our modernization recommendations outlined in Section I of this report include the following components.

B. DESTINATION DISPATCH CONTROL

Destination-based dispatching systems replace the traditional hall call button fixtures with call registration terminals. The elevator user enters their desired floor destination at the call registration terminal and the terminal directs them to their assigned car. The call registration terminal replaces the function of a car operating panel. The primary benefits are increased handling capacity, a reduced average waiting time, and an improved average time to destination. Such improvements are gained by the elevator system making fewer local stops per trip since the dispatching technology groups riders traveling to common or contiguous floor designations.

Destination-based dispatching systems were initially introduced to the elevator market more than 40 years ago, but were not effective due to lack of microprocessor capacity, which limited its ability to conduct complicated dispatching algorithms needed to make the system work efficiently. However, in the past 10-15 years all of the major elevator manufacturers, as well as third party suppliers, have developed systems Lerch Bates has reviewed and approved. A destination dispatch control system would not be recommended for all applications. It will not provide any benefits in low-rise applications or when there are fewer than four elevators in a group.

We have recommended this system for the eight-car passenger group in this building in lieu of replacing existing hall call stations, hall lanterns, and car operating stations with identical new fixtures as part of the modernization. This will continue to become more prevalent for applications like this eight-car group, so the price premium is minimal compared to a traditional two-button hall and car button system. We have included marketing literature from each major elevator manufacturer in Appendix B for reference purposes.

Energy consumption will be reduced by using this technology because the number of stops per trip will be reduced. This eliminates accelerations and decelerations, door openings, and door closings for each trip, which has a total cumulative effect of reducing energy used per trip. A destination-based system can make up to half as many stops per trip compared to a conventional system for an application like this, which translates into less wear and tear on the equipment and lower energy requirements to run the elevators. This is particularly ideal since half of the elevators do not serve the three parking elevators. We observed employees entering a hall call on the hall call station that only calls the four elevators that serve the parking levels as well as the main hall call station that calls any of the elevators, and having two elevators respond to the calls. This consumes additional energy, and is less efficient from a vertical circulation perspective. Exact measurements on the percentage of energy reduction have not been made, and will vary greatly depending on the type of building, type of tenants, and actual usage of the elevators.

We would anticipate fairly significant energy savings in this particular application.

Destination-based dispatching systems provide inherent transparent security. The system can be configured to work with a proximity card. This eliminates the need for riders to enter anything on the call registration terminal, can automatically secure specific floors, and provides specific access to each

© 2013 Lerch Bates Inc.

individual as applicable. Additionally, the system can guarantee that a passenger will always be assigned to an elevator that serves their desired destination, which is advantageous since half of the elevators do not serve the parking levels.

C. NEW MICROPROCESSOR-BASED CONTROLS WITH REGENERATIVE DRIVES

All nine traction elevators have the original 1987 control systems, which are considered obsolete compared with current technology. These elevators use DC motors with a direct current solid state control system. This is considerably less efficient than current technology. Current digital drives operate with 95-97% efficiency. New microprocessor-based controls with variable voltage variable frequency drives will provide a 40-50% reduction in energy consumed. Additionally, reduced heat output will reduce cooling requirements in the machine room.

The current drive is a non-regenerative drive. The drive is integral with an elevator controller and regulates the speed, acceleration and deceleration of the motor. During each trip, an elevator either consumes energy or produces energy. An empty traction car traveling in the up direction and a fully loaded car traveling in the down direction produce energy. This energy is dissipated as heat through a bank of braking resistors in the current system. A regenerative drive will return energy to the AC power supply grid. These drives have become standard options for many of the elevator manufacturers, particularly in high-rise and high-speed applications such as Elevators 1-9 in this building. The manufacturers who offer a regenerative drive as an alternate in lieu of their standard drive have a cost increase of no more than $5,000 per elevator. Energy savings in an application like this should save this amount in approximately one year of use even with the lower electrical costs in this area.

D. PERMANENT MAGNET SYNCHRONOUS MOTOR TECHNOLOGY OPTION

We recommend including a bid alternate to replace existing geared machines with an AC gearless machine that has a permanent magnet synchronous motor for Elevators 1-9. This type of machine is the most energy-efficient type of machine available in the industry, and has also become the most standard type of traction machine used globally. The development of this type of machine started in the early to mid 90s. The machine is a gearless machine, so it does not have any gear train losses that occur with a geared traction unit. The motor is a synchronous motor using permanent magnets, and as such does not have the losses when creating a rotor field in a traditional motor, nor any slip losses found in asynchronous motors. This results in a 30-40% reduction compared with the existing geared traction machines on Elevators 1-9. These machines are much more compact and will weigh approximately half of what the existing machines weigh.

© 2013 Lerch Bates Inc.

SECTION IV -

MODERNIZATION PLANS

A. GENERAL

In our opinion, development of a comprehensive modernization plan for the Bonneville Power Administration Headquarters should be based on the changes required to the existing elevator systems necessary to achieve reliable elevator service, passenger safety, and life safety, in conjunction with related building work necessary for code compliance.

Modernization should be sensitive to cost constraints as well as potential interim inconvenience to tenants during the modernization process. In our judgment, it must also represent a comprehensive, long-term (minimum 20 years) solution in order to justify capital expenditures.

B. MODERNIZATION PLANS

1. Passenger Elevators 1-8

Existing car controllers and motor controls will be replaced with new microprocessor-based controls and regenerative variable voltage, variable frequency AC motor controls with new encoder devices. A destination-based dispatching system will be utilized to improve elevator performance, and security, and reduce energy consumption.

New AC hoist motors will be retrofitted to existing gear cases and bedplates replacing the existing DC motors. The existing hoist machines will be retained and reconditioned as required to restore to first class condition. Seals will be replaced to prevent oil leaks on all of the machines, and gears or bearings will be replaced as required to eliminate any abnormal noises and vibration. A rope gripper will be added to prevent unintended movement. A bid alternate to completely replace the existing machines with compact gearless traction machines that utilizes a permanent magnet synchronous motor will also be included.

New centrifugal-type governors with pull-through jaws and bi-directional shutdown switches will replace existing governors.

All signal fixtures will be replaced for improved serviceability and reliability and for compliance with the Americans with Disabilities Act. A destination-based dispatching system will be used to improve performance and security of this eight-car group. Existing jamb Braille and emergency signage will be replaced with new components that meet current building code and ADA standards. All shaft wiring will be replaced as part of the modernization.

A seismic switch will be added to the machine room as well as seismic counterweight derailment switches to improve safety in a seismic event and meet current code requirements. New car interiors are recommended as part of this modernization. A new car top handrail and lighting, as well as a new car top inspection station will also be included to meet current code requirements.

Retained equipment including, hoistway doors and frames, hoistway and car sills, car slings and platforms, main and counterweight guide rails, counterweights, safeties…