MK_MI_SOW-A_DA.docx

Multimodal Improvements at MK Air Base, Romania

Various Base Improvements at MK Air Base, Romania

Multimodal Improvements

35%-Design

DESIGN ANALYSIS

3 April, 2017 Prepared for:

US Army Corps of Engineers

Multimodal Improvements at MK Air Base, Romania

General Project Description The purpose of this project is part of an effort to provide Various Base Improvements on the Mihail Kogălniceanu (MK) Air Base in Romania. The efforts will be split into three individual Design-Build (D-B) Request for Proposal (RFP) Packages, each consisting of various objectives:

Currently there is no Master Plan in place for the MK Installation; the infrastructure is not yet developed. As part of this project the Contractor shall provide extensive road work and utility connections, such as for water, storm water and electricity. Roads and especially the utility connections are essential for the operation of each objective and therefore mostly need to be provided at project start or beforehand. Since further projects are being developed and built parallel to this project, such as the NATO Security Investment Program (NSIP) project (NSIP not part of this contract), the Contractor will be required to closely and continuously coordinate the design and construction with the Government, local authorities and adjacent projects and to check and revise all of the assumptions made as part of the current 35%-Design.

This RFP Package contains the design parameters for Multimodal Improvements (MI) on a 35%-Design (Concept Design) level; it is based on the applicable laws and regulations and on user information provided to date. The Cargo Apron and the Fuel Storage Capacity will be separate contracts.

The purpose of these documents is to assist the Contractor in estimating the level of effort required for the project. The goal is to design and build a project which shall meet the user’s requirements and comply with the all applicable building, health and safety as well as Host Nation (Romanian) and U.S. Army codes and regulations.

Project Priorities / Phasing Since no Master Plan is in place for the installation and all of the objectives of the Multimodal Improvements, Cargo Apron and Fuel Storage Capacity projects share one infrastructure (roads and utilities), but will be awarded and executed independently the assumed phasing of the projects is described hereafter. Also refer to chapter: Project Description.

In order to ensure the required utilities are in place before completion of each project it is assumed that the projects will be awarded, designed and constructed hand-in-hand. The completion of the Railhead and Utilities infrastructure shall have Priority 1. Within the Multimodal Improvements – the design and construction of the utilities and roads and Railhead shall have priority, followed by the Ready Building (Priority 2). The Cargo Apron shall have Priority 3, but it is expected to be completed in approximately the same time as the Ready Building in order to ensure complementary functionality. The Fueling Area shall be Priority 4, but shall be started as early as possible after completion of the utility and roadwork provided with the Multimodal Improvements project.

Priority 1: Multimodal Improvements – Railhead Area and Utilities Infrastructure

· Design and Construct new road and utilities, including a new retention basin on the TFOS (southwest of the roundabout)

· Design and Construction of the Railhead.

· Design and Construct new Transformer Station and Backup Generator on the Ready Building project site. Optionally provide an additional Backup Generator for the projects. The new Transformer Station shall be capable to accommodate in a dedicated room, a main distribution board MDB.T from which the low voltage installation will be distributed to each project. In the same space a 4P automatic transfer switch ATS will be provided.

· Design and Construct new electrical network (manholes and conduits) for low voltage LV and security systems SS, from the Multimodal Improvement project sites and from the connection points at the Cargo Apron and Fuel Storage Capacity project sites to the new Transformer Station on the Ready Building project site;

· Design and Construct new electrical network (manholes and conduits) for medium voltage MV feed lines from the new Transformer Station to a manhole located near (s/w of) the roundabout and from there directly buried to an existing electrical sub-distribution on the TFOS (south of the roundabout) or optionally the PFOS. At the time of this 35%-Design it is not known which of the sub-distributions can be utilized. The use of the Sub-Station on the PFOS requires an easement to be in place for the land along the connecting road. The connection either to PFOS or TFOS may require an upgrade of the existing electrical substation.

· Connect the MV lines to the existing transformer station ETS1 or ETS2. After the completion of works for the MV lines, the new transformer station NTS should be completely functional. The approximate length of the MV lines from the last manhole in SW of the roundabout to ETS1 is around 320m and to ETS2 is around 600m.

· Design and Construct new optical fiber connection to Ready Building and to Railhead Area. The optical fiber cables will use the conduits provided along the road, and the connection to an existing splitter is indicated to be made from the Operation Building in the South of the new Cargo Apron.

· Design and Construct new sewer network from the Multimodal Improvements project sites to the existing network on the TFOS south of the roundabout.

· Design and Construct new potable water network from the Multimodal Improvement project sites and the Fuel Storage Capacity project site to a manhole located near the roundabout and from there to the existing network on the TFOS south of the roundabout. Optionally the new potable water network shall be connected to the existing network on the PFOS.

· Design and Construct new storm water network from the Multimodal Improvements project sites to the newly constructed retention basin on the TFOS (southwest of the roundabout)..

· Design and Construct new fire protection network (hydrants, piping) from the Multimodal Improvements project sites to the connection point at the Cargo Apron project site; Design and Construct new pump station and storage tank on the Ready Building storage site.

Priority 2: Multimodal Improvements - Ready Building Area

· Design and Construction of the Ready Building incl. all functions described in this Design Analysis

· Connect all of the utilities from the project site to the new utility networks at the project site’s connection points.

Priority 3: Cargo Apron

· Design and Construction of a Cargo Apron. It is expected that the Cargo Apron and the Ready Building will be completed at approximately the same time.

· Connect all of the utilities from the project site to the new utility networks at the project site’s connection points, including new cabling in the existing conduits that were installed under Priority 1 phase – Utilities infrastructure Priority 4: Fuel Storage Capacity

· Design and Construction of a new fuel storage facility with two fuel storage capacities for 1,893M Liters (500.000 Gallons) each.

· Connect all of the utilities from the project site to the new utility networks at the project site’s connection points, including new cabling in the existing conduits that were installed under Priority 1 phase – Utilities infrastructure.

Project Objectives Multimodal Improvements Airport Building (Ready Building) The Airport Building shall be a unitary, flexible structure that will accommodate the Airfield Terminal and Ready Building (MI.1a), the Shipping and Receiving Areas (MI.1b) and the Overhead Protection, Pallet Area (MI.1c).

MI.1: Airfield Terminal and Ready Building The Ready Building is a comprehensive facility designed to support missions related to the transportation of troops into and through MK Air Base in support of multiple mission sets. This facility, when not in use for passenger processing, will serve as a Brigade and/or Battalion Tactical Operations Center (TOC) for rotational forces in support of training exercises and the European Reassurance Initiative (ERI).

Currently, the terminal area for arriving and departing passengers and their baggage is located in a temporary facility and has a reduced capacity. In order to ensure the proper space for a smooth and safe flow of operations, as well as the possibility to receive a peak of up to 300 passengers on board, a new, permanent terminal is needed.

As indicated during the Charrette in April 2016, the Ready Building design follows the procedures and operations currently in place at the existing terminal, taking into account the work routines that have been observed in the current flow, and also considers the U.S. Air Force Handbook 32-1084 (Facility Requirements) and the AMC Passenger Terminal Facility Design Guide.

Also during the Charrette Workshop held on site, it was agreed that the functions listed above and originally envisioned in separate facilities would be organized together in order to improve functionality and optimize construction costs. Instead of a four-separate-buildings-approach, the agreed solution was to reunite the facilities under a common, unitary, flexible structure that can accommodate the entire requested program.

This narrative explains the design concept and details the approach regarding the connections and functionality of the different facilities organized together.

MI.2: Shipping and Receiving Areas The Shipping and Receiving Area consists of two main areas.

The first area shall be designed to support the temporary storage of 463L pallets that have been cleared by customs and must remain in a secure storage facility until loaded for shipment specific to the mission of the Ready Building (passenger terminal). Programming for shipping and receiving specific to the Ready Building was based on the storage of 20 463L pallets (275 by 223 cm) with 6.1 m of center lane for the Base Bid The intent is for a 463L forklift to have pull-through capability and full access to all pallets. An access shall be provided at each end of the warehouse (6.1 by 9.1 m).

The second area, also designated for shipping and receiving, is an operations area designed to process 463L pallets that have been rebuilt and includes identifying centerlines, weighing, and manifesting cargo for chalk holding and shipment of 463L pallets specific to the mission of the Ready Building (passenger terminal). Programming for shipping and receiving specific to the Ready Building was based on a single processing line for the 463L pallets (275 by 223 m).

The space dedicated to this facility shall therefore be divided into an operations area with supporting offices and restrooms, and a storage area for the above quoted 463L pallets.

MI.3: Overhead Protection, Pallet Area The Overhead Protection area shall be designed to support the buildup of 463L pallets by rotational and transitioning units through MK Air Base. Sizing was based on accommodating the buildup of 10 463L pallets (275 by 223 m) with 3m of circulation around each pallet. The roof height needs to be able to accommodate 463L forklifts moving in and out of the facility.

MI.4: Vehicle Wash Facility The Vehicle Wash Platform is based on the Middle East U.S. Army Corps of Engineers (USACE) Middle East District (MED) Contingency Center of Standardization, Executive Summary – Booklet A, Contingency Standard Design. The standard theater-level facility will accommodate three large vehicles on a grease rack-type platform. The project also includes a small building for mechanical equipment and supply storage.

The wash rack is fully equipped, to include treatment and recycling systems for the wash water used.

MI.5: Open Storage Area The Open Storage, Installation area shall be designed to accommodate the storage of shipping containers for units transitioning through MK Air Base. Requirements are based on interviews with the 21st Theater Sustainment Command (TSC) and the Movement Control Center (MCC). The facility should support 6 m containers, double stacked with 9.15 m of circulation between stacks. This particular area will be described in more detail in the associated Civil engineering narrative that explains the pavement design approach.

MI.6: Staging Marshalling Area This area is designed to support the staging of rotational organizational vehicles for units transitioning through MK Air Base. The space will consist of paved surface capable of accommodating large organizational vehicles. There is no Army criteria for this type of facility.

Requirements are based on interviews with the 21st TSC and local MCC at MK Air Base.

MI.7: Railhead facility (load / off-load area) The Loading/ Unloading Ramp facility is designed for end-load operations associated with the rail system. Both wheeled and tracked vehicles as well as cargo containers will be accommodated. The facility is programmed to meet the levied mission set. Concurrence was garnered from the 21st TSC and the MCC.

A rail spur is required at the north entry to the installation to augment the loading and unloading of wheel and tracked vehicles and cargo. This spur will adjoin the proposed end-load ramp. Programming will accommodate up to nine railcars and is constrained by available property.

MI.8: Entrance gate The Entrance Gate facility is designed to secure the installation perimeter where the railroad tracks enter MK Air Base. Programming is one each.

The existing gate at the rail point of entry to MK Air Base has deteriorated and does not adequately function.

General Site Utilities and Infrastructure Each of the objectives to be developed under the Multimodal Improvements contract for Various Base Improvements on MK Complex will need to be connected to all utility systems in order to ensure the required functionality. New utility systems supporting the proposed objectives are required in order to fulfill this expectation.

In this respect, following the route of the current farm trail leading from the south to the north of the TFOS a new access road for heavy vehicle traffic will be built under the Multimodal Improvements project. This will connect to all the new objectives presented in the Project Description and Project Priorities / Phasing section in this Design Analysis.

The major items of the utility network will also be built as part of this contract, with only minor exceptions due to prioritization / phasing of the projects – Also refer to the Project Priorities / Phasing section in this Design Analysis.

Project Location Ready Building The future Ready Building area is located on the TFOS (Temporary Forward Operating Site) compound, approximately 220m west of the airport runway and approximately 210m north of the existing rotary wing aircraft apron. The future Ready Building facilities will be neighboring an expected NSCIP development to the North and the Cargo Apron platform to the South. The Cargo Apron is also part of the Various Base Improvements on MK Complex. However, both the NCIP project and the Cargo Apron are not part of this contract.

Railhead Area

The proposed Railhead area is located on the TFOS compound, at its northern end, in the proximity of the rail tracks entry point on MK Air Base. To the south, the Railhead area neighbors the Fuel Storage Capacity that is also part of the Various Base Improvements on MK Complex.

General Site Utilities and Infrastructure Both the Ready Building and Railhead area are currently located alongside an existing farm trail with no base. Both objectives will be connected to the new road and new utilities infrastructure systems developed at the beginning of the Multimodal Improvements construction period.

Project Data The design of the Ready Building, the Shipping and Receiving Areas, and the Overhead Protection, Pallet Area has respected the quantitative area requirements as they are listed in the table presented in the section below.

Ready Building MI.1: Airport Building (Ready Building):

Gross floor area (GFA) Includes A-1a, A-1b and A-1c:

2,651 m²

* TOFFL

= Top of finished floor

Railhead area Not applicable.

Room Program / Area Comparison The following area requirements were prescribed by the Client; they shall not be exceeded, nor reduced by more than 25%:

Area requirement:

GFA requirement per Client Requirements Not to be exceeded.

GFA

MI – 1:

Airfield Terminal and Ready Building

MI – 2:

Shipping and Receiving Areas 196 m² - Operations building 196 m² - Storage area 300 m²

MI – 3:

Overhead Protection, Pallet Area

MI – 4:

Vehicle Wash Facility

MI – 5:

Open Storage Area

MI – 7:

Railhead Facility (load / off-load area)

GFA= Gross floor area

The total area for each of the objectives within the Ready Building has been calculated by adding to the enclosed area the surface of the exterior partially enclosed (covered) area multiplied with a 0.5 factor. The sketch indicating this distribution is presented below.

Building Classification / Use and Occupancy Classification Ready Building The Ready Building design follows the procedures and operations currently in place at the existing terminal, taking into account the work routines that have been observed in the current flow, and also considers the U.S. Air Force Handbook 32-1084 (Facility Requirements) and the AMC (Air Mobility Command) Passenger Terminal Facility Design Guide.

Current occupancy numbers provided by the Client and/or assumptions:

According to the information provided by the Client, as well as the discussions held during the Planning Charrette, the peak occupancy varies between 250 and 400 passengers and additional Ready Building staff. Given the impact on development cost considering such a high occupancy divergence it was agreed in the Planning Charrette that for design purposes, a peak of 300 occupants shall be assumed.

According to the AMC Passenger Terminal Design Guide, for a peak 3-hour passenger load of 300 passengers, the terminal is categorized as a medium size category II terminal with a minimum requested surface of 1,860 m². However, it is relevant to point out that certain spaces/functionalities considered by the AMC Guide for medium sized terminal buildings do not apply/are not required for military terminals (e.g. business centers, snack bars, information kiosks, family lounges, Ready Building service counters etc.) Therefore, with a 21% reduced area from the AMC Guide’s prescriptions, the proposed Ready Building terminal still meets the functionality criteria required for its main areas, namely:

Approximate Space Allocations – type II, Medium

Given that the passenger peak can vary considerably, the increased surface provision for the departure area ensures that such variations can be accommodated successfully.

Local Romanian Code According to the Romanian norms, the building is classified as follows:

· Clasa de importanță – II, construcție de importanță deosebită (Importance class – II, special importance building class according to the P100/2013)

· Categoria de importanță – B, clădire de importanță deosebită (Importance category – B, special importance building category according to the Regulamentul privind stabilirea categoriei de importanță a construcțiilor din 21/11/1997).

The importance category for the building is established by the Designer at the Client’s request. B category buildings have important functions whose impact if not provided can imply major risks for neighboring areas.

Further on, normative P118/1999 states that for B category buildings, supplementary norms to those described in the regulations can be applied. According to this document, the building is classified as Sală aglomerată (Assembly / ”Crowded” hall for any density larger than 4 m²/1 person).

U.S. Code

Group A Assembly occupancy

Moderate hazard storage

As described in the UFC 3-600-01, most building classifications will be made in accordance to either the NFPA 101 or the IBC. Both these codes include the passenger terminal in the assembly occupancy category. As UFC 3-600-01 indicates, the IBC prevails in regard to occupancy.

Design Charrette Meeting

Basic design guidelines were determined in several steps and in coordination with the participants from USACE, MK Air Base US and RO representatives, as well as the RFP package Designer. In the course of planning a few important parameters were set.

The below layouts explain the development of the approach to the three projects and how they interact and affect each other.

Image: Planning charrette layout Image: Design charrette layout The final site layout following the design charrette has brought functional improvements to the previously defined planning charrette approach.

The Railhead Area has maintained its position since the main constraint is to provide the easiest/shortest connection to the rail tracks which enter the TFOS compound from the north. Also, this location allows for the least impact on the operations carried out at the other objectives during Railhead operations.

The Ready Building was relocated from the proximity of the Railhead area to that of the Cargo Apron in order to create a more efficient connection to the latter. The space required for the flow of passengers and cargo between the Ready Building and the Cargo Apron is therefore reduced to a minimum, considerably improving operation time and coordination between the objectives.

Moreover, in order to further optimize the Ready Building operations, a number of the objectives listed under this project were merged to create a unitary building. Therefore, the proposed design unites the functions of the Airfield Terminal, the Shipping and Receiving, Area, as well as the Overhead Protection, Pallet Area under one roof.

It was at this stage that a general design approach aimed at flexibility and modularity was agreed upon by the participants. A 100 m² “umbrella” module is the design solution to easily accommodate any change in the operations of the terminal, especially in case of a desired increased passenger flow. The current positioning of the Ready Building on the platform dedicated to it, allows for one full bay extension towards the runway (east) and for another full bay towards the west, without interfering with the imposed clearance and stand-off distances.

Sustainability LEED (Ready Building only) The Ready Building shall be LEED Silver certified through the Green Building Certification Institute (GBCI) / US Green Building Council (USGBC) under LEED for New Construction and Major Renovations version 2009. According to the LEED Certification Policy Manual v.2009 LEED certification would still be possible by mid- 2021, assuming the project registration takes place by the end of October 2016th.

This project will be registered by the Corps of Engineers and Project Team Manager level access will be granted to the Contractor’s designated LEED representative who will be responsible for managing the team and documentation in LEED Online.

Contractor shall have a LEED AP on staff within 30 days after award of this contract through project closeout.

Contractor shall pay all USGBC/GBCI fees required to obtain LEED certification including certification application submittals, credit interpretation requests (CIRs), LEED Interpretations, credit appeals, along with the purchase and installation of the LEED plaque.

Contractor shall use the split-review approach for the LEED project certification. The design phase submittal of the split review shall be submitted to GBCI no later than one month following acceptance of the 100% design. The Contractor shall allow for a one-week review by the Corps of Engineers prior to submitting documents to GBCI. Every effort shall be made by the Contractor to achieve the final certification ruling from GBCI prior to the Beneficial Occupancy Date (BOD) for this project. Contractor shall submit the construction phase submittal of the split review to GBCI no later than one month following construction completion.

Management, Planning, and Reporting Requirements A Pre-Assessment meeting shall be held with the client and D/B team to explain LEED requirements and discuss certification goal.

The D/B team and client shall provide required documentation/information for Design prerequisites/credits. If required the LEED AP shall provide further explanation and/or templates to be completed by the responsible party.

The LEED AP shall review and prepare documentation for compliance and fill out the LEED Online Templates. Submit all Design Documentation on LEED Online (Preliminary Design Submission).

The certification body GBCI reviews all submittals and provides Review comments (within 5 weeks).

The LEED AP shall answer GBCI comments and request further info from the D/B Team (within 3 weeks).

The LEED AP shall resubmit documentation (Final Design Submission) Duration of 2nd Review: 3 weeks.

Design Phase A LEED Accredited Professional (AP) shall be assigned to the project, responsible to track LEED planning, performance and documentation for each LEED credit through construction closeout.

LEED credits shall be incorporated in the plans, specifications and design analyses. All project documentation related to LEED shall conform to USGBC requirements for both content and format, including audit requirements and be separate from other design analyses. The LEED documentation shall be maintained and updated throughout the project progress to construction closeout and shall compile product data, receipts, calculations and other data necessary to substantiate and support all credits claimed.

As part of the LEED report a LEED Checklist shall be generated in the D/B process to reflect the current status of the design, incl. description of how each LEED Prerequisite and Credit will be achieved. The Contractor shall also provide a summary report of the current ASHRAE 90.1 – 2007 compliant energy model for the project along with each design submittal.

The complete LEED Checklist indicates all LEED Prerequisites and Credits to be implemented to the facility and the total LEED score for the project, and it’s an initial evaluation of the possibility of achieving each credit towards a LEED Silver Certification. The LEED Silver rating requires 50-59 points.

Ensure that sustainable strategies and features from the design phase will be incorporated in the construction phase.

Construction Phase The Contractor shall submit a LEED Implementation Plan prior to the start of any construction activities. The plan shall provide a detailed description of all construction activities that relate to accomplishing the project LEED requirements including construction practices, procurement practices, proposed submittals, and proposed documentation for each construction phase LEED credit. The LEED Implementation Plan shall also include the project site drawing with the LEED project boundary clearly defined, the project Erosion and Sedimentation Control Plan, the Construction Waste Management Plan, the project Indoor Air Quality Plan(s), and the template that will be used for the monthly LEED Status Report.

Construction Phase Workshop shall be held prior to the construction start to explain the required documentation during construction Phase.

Commissioning The Contractor shall provide all design, labor, materials, and testing equipment necessary to comply with the commissioning requirements of UFC 01-200-02, LEED Energy and Atmosphere prerequisite 1 and credit 3 (credit 3 as an optional item only), and all applicable local codes. The Contractor shall hire a 3rd party Commissioning Agent (CxA) for this project who shall report directly to the USACE. The Contractor shall coordinate commissioning activities and construction schedule with the Commissioning Agent.

The Contractor shall submit a resume of the proposed CxA to the USACE within 30 days of contract award and the CxA shall be on contract from no less than 30 days following formal Corps approval of the proposed CxA through the post occupancy warranty inspection. The CxA shall have experience as the lead commissioning agent on at least two projects of similar complexity. The CxA hired for this project may not have project responsibilities other than commissioning.

The CxA shall lead an on-site commissioning kick-off meeting lead by the Contractor’s LEED AP at the beginning of construction followed by multiple other on-site coordination meetings with the Contractor and the sub-contractors.

Romanian Energy Conservation Regulation The building components will comply with the Minimum Energy Performance Requirements by applying different architectural and engineering measures (e.g. MEP-design). The energy performance requirements will be fulfilled by taking into account the project’s climate zone requirements. Calculation of the baseline building performance will be done according to ANSI/ASHRAE/IESNA Standard 90–2007, Appendix G, with errata (or a USGBC-approved equivalent standard for projects outside the U.S.). It is required to provide a simulation model.

The energy modeling study will give appropriate information about the building and the climate conditions in Romania which affect the building and will also indicate what measures should be applied in order to fulfill the energy reduction from the baseline. The energy modeling study will help maximizing the benefits for this project.

Romanian Legislation encompasses the EU Legislation regarding energy efficiency for buildings. The 2010 Energy Performance of Buildings Directive and the 2012 Energy Efficiency Directive are the EU's main legislation when it comes to reducing the energy consumption of buildings.

Acoustics / Sound Proofing Ready Building To modulate the interior noise level, provide equipment and materials with good acoustical, noise reducing characteristics throughout the facility.

The requirements of the AMC Passenger Terminal Design Guide and UFC 1-200-01 DoD Building Code (General Building Requirements) must be considered.

Accessibility Ready Building Given that the project envisions a new building, the provisions of the ADA/ABA guidelines must be fully applied. Moreover, since the Romanian NP 051-2012 (Normative for the accessible adaptation of buildings and public space) and the ADA/ABA Guidelines offer different approaches to this thematic and are therefore non-comparable to some extent, the ADA/ABA will be followed.

Anti-Terrorism and Force Protection (AT/FP) Ready Building To protect people on a DoD installation or site the application of the DoD Minimum Antiterrorism Standards for Buildings UFC 4-010-01 is mandatory. This UFC represents a significant commitment by DoD to seek effective ways to minimize the likelihood of mass casualties from terrorist attacks against DoD personnel in the buildings in which they work and live.

A EUCOM AT (EUCOM ATFP OPORD 16-03) construction requirement is that Installations must develop, document and use their local Design Basis Threat (DBT) Analysis.

Per DBT provided by the Government the following Design Basis Threat severity level (DBT) and Level of Protection (LOP) have been identified and shall apply in addition to the requirements of UFC 4-010-01 DoD Minimum Antiterrorism Standards for Buildings and have been implemented for this project:

The project site is not considered to be within a controlled perimeter, therefore the baseline DBT shall be Charge weight I The entire building is one-story, thus it is not required to be designed to resist progressive collapse.

Because of the significance of glazing hazards in a blast environment, implementation of all provisions of the paragraphs in Appendix B, under Standard 10 and Standard 12 of these standards is mandatory even where the conventional standoff distances are achieved or exceeded.

Moreover, stand-off distance will enable the Ready Building to have a Low LOP from a Low DBT. Performance will be validated by the Contractor with a blast analysis as required by the above quoted UFC Level of Protection In accordance with table B-1 of UFC 4-010-01, a low level of protection is applicable for the Ready Building because per definition of UFC 4-010-01 Appendix A the building can be categorized as follows, due to the expected occupancy numbers, and the functional layout:

(Inhabited buildings routinely occupied by 50 or more DoD personnel and with a population density greater than one person per 40m²)

(Building routinely occupied by fewer than 11 DoD personnel or with a population density of less than one person per 40m²)

Table 2-1 of UFC 4-010-01 defines a low level of protection for potential building damage/performance, potential door and glazing hazards, and potential injury. An excerpt from UFC 4-010-01 is shown below in Table 2-1.

Table 2-1 Levels of Protection – New and Existing Buildings

Low

Moderate damage – Building damage will not be economically repairable. Progressive collapse will not occur. Space in and around damaged area will be unusable.

* Glazing will fracture, potentially come out of the frame, but at reduced velocity, does not present a significant injury hazard. (Very low hazard rating)

* Doors will experience non-catastrophic failure, but will have permanent deformation and may be inoperable.

GSA Level 3a Majority of personnel in damaged area suffer moderate injuries with a potential for few serious injuries, but fatalities are unlikely. Personnel in areas outside damaged area will experience minor to moderate injuries.

Notes:

2. For damage / performance descriptions for primary, secondary, and non-structural members, refer to PDC Technical Report 06-08.

3. Glazing hazard levels are from ASTM F 1642.

4. Door hazard levels are from ASTM F 2247.

Standoff Distances Table B-1 Standoff Distances for New and Existing Buildings According to the Table B-1 for the Primary Gathering Building within controlled perimeter the following design parameters of Explosive Weight I shall apply.

Table B-2 Conventional Construction Standoff Distances (CCSD) The façade of the building, per design is a curtain-wall façade; the load-bearing structure is a steel column system; the Conventional Construction Standoff Distances as defined in UFC 4-010-01, Table 2-3 do not apply. However the following Effective Standoff Distances are available:

Effective Standoff Distance

Site Map

Access controlled by active barrier

Access controlled by passive barrier (e.g. fence, ditch, crash barriers, etc.) to be provided as part of the adjacent project.

Access controlled by passive barrier (e.g. fence, ditch, crash barriers, etc.) to be provided as part of the adjacent project.

Access controlled by fence surrounding the project site and by controlled active barriers.

Applicable Standards per UFC 4-010-01 Appendix B The following AT/FP chapters, mainly containing quotes from the UFC 4-010-01, Version: 9 February 2012, Change1, 1 October 2013, contain further guidance applicable for the design. However this is just an excerpt, the Contractor is required to verify all applicable requirements.

Civil / Landscaping B- 1 Site planning Per Government provided DBT and EUCOM OPORD 11-05, moving VBIEDs (vehicle borne improvised explosive devises) shall be considered in addition to stationary. This means aggressors will not limit VBIED placement to legal parking spaces. Passive and active vehicle barriers of adequate stopping ability must exist around the entire standoff requirement perimeter. The DB contractor needs to verify the K-value for the active barriers.

The Ready Building platform will be fenced in. All entrances shall be provided with controlled active barriers. The DB contractor needs to verify the K-value for the active barriers. Outside the fenced areas the boundary of the standoff zone shall be established using landscaping features, curbing, and/or pavement marking- also refer to the Site map above. All protective features shall be determined by the Contractor depending upon site geometry and installed speed reduction devices; all features shall be sufficiently designed and rated to comply with the DBT, UFC 4.020.01, and all other applicable security standards.

B- 1.1 Standard 1. Standoff Distances Also refer to Design Analysis, Chapter: Standoff Distances.

“The Standoff distances apply for the distance of the building to controlled perimeters, parking areas, roadways, and trash containers.”

“Standoff distances of less than those shown in the “Minimum Standoff Distance” column in Table B-1 are not allowed, regardless of hardening or analysis for both parking areas and roadways, whether parking is allowed on the roadways or not.”

“Parking for handicapped personnel shall not be located closer than the standoff distances necessary to meet these standards.”

Applied Standoff distances shall enable the Ready Building to have a low LOP, based on the evaluated low DBT. The Contractor shall validate building construction methods comply with the required LOP by providing a blast analysis of all relevant components such as walls, windows and doors.

B- 1.2 Standard 2. Unobstructed Space An unobstructed space should “extend out to the applicable Conventional Standoff Distance to walls for parking and roadways”, since the building is locate within a controlled perimeter. The unobstructed space shall never be less than the Minimum Standoff Distance. “In case the Standoff requirements for windows or doors are greater than the Conventional Construction Standoff Distance, the unobstructed space will extend to the applicable window or door distance.”

“No obstructions or building features” such as Trash cans, Electrical and/or Mechanical Equipment, etc. “that might allow for concealment from observation of explosive devices 150 mm or greater in height or width around buildings and underneath building overhangs or breezeways shall be provided.”

“For trees or shrubs ensure that no foliage extends lower than 1 meter above the grounds to improve observation of objects underneath them.”

“Fuel tanks may be located within unobstructed spaces if they do not provide opportunities for concealment of explosives as described above. Standoff distances from buildings for fuel tanks are based on flammability (not explosive equivalence); therefore, they should be determined using NFPA 30” – Please also refer to the attached Fire Protection Concept.

“Parking will not be allowed within unobstructed spaces except for parking of emergency, command, and operations support vehicles and mobile ground tactical platforms.”

At the time of this design, the space adjacent (north) of the Ready Building was also under development. For the purpose of this design, it is assumed the design of the adjacent project will follow DoD codes and regulations and is designed to meet the applicable level of protection – Also refer to UFC 4-010-01, Chapters B-1.2.6 and B-1.2.7.

B- 1.3 Standard 3. Drive-Up / Drop-Off Areas Drive-ups or drop-offs as well as drive-through lanes can be provided at closer Standoff Distances without any additional requirements. However these areas or lanes shall be “clearly defined and marked in accordance with the Manual on Uniform Traffic Control Devices.” Vehicles in the Drive-Up / Drop-Off Areas may never be left unattended.

B- 1.4 Standard 4. Access Road Access control measures (barriers or gates) shall be provided for the project access “to prohibit unauthorized vehicles from using access roads within the recommended standoff distances (Unobstructed Space).” The DB contractor needs to verify the K-value for the active barriers.

Architecture B- 3.1 Standard 10. Windows and skylights “To minimize hazards from flying debris from windows and skylights, apply the following provisions for glazing, framing, connections, and supporting structural elements for all new and existing buildings required to comply with these standards. These provisions apply to window systems at all standoff distances, even those that meet or exceed the wall conventional construction standoff distances.”

“Any of the glazing, framing members, connections, and supporting structural elements shall be designed using dynamic analysis to prove the window or skylight systems will provide performance equivalent to or better than the hazard rating associated with the applicable level of protection.”

Refer to the Standard 10: Windows and Skylights for glazing, framing, connections, and supporting structural elements provisions in order minimize hazards from flying debris from windows and skylights.

Covered or Enclosed Walkways are not considered to be routinely occupied and therefore glazing of these components is not required to comply with these standards.

B- 3.3 Standard 12. Exterior Doors Refer to the Standard 12: Exterior Doors for glazing, framing, connections, and supporting structural elements provisions in order minimize hazards from flying debris from door assemblies and glazing.

Do not provide exterior access to the roof; all access to the roof shall be from interior.

Electrical and Mechanical Design B- 4.1 Standard 16. Air Intakes Locate all air intakes at least 3 meters above the ground.

B- 4.3 Standard 18. Emergency Air Distribution Shutoff “Provide emergency shutoff switch in the HVAC control system that can immediately shut down the air distributions and exhaust systems throughout the building and close all dampers leading to the outside except where interior pressure and airflow control would more efficiently prevent the spread of airborne contaminants and/or ensure the safety of egress pathways. Systems without duct connections to the outside (intake, exhaust or pressure relief) are exempt from that requirement. The switch must be capable of shutting down all required systems and closing all required dampers, even if the local hand/off/auto switch is in the hand position, within 30 seconds of switch activation Locate the shutoff switch (or switches) to be easily accessible by building occupants by locating them similarly to mass notification system (MNS) local operating consoles (LOC) (see UFC 4-021-01 for additional information on MNS LOCS) so that the travel distance to the nearest shutoff switch will not be in excess of 61 meters. Ensure that the shutoff switches are well labeled, and of a different color than fire alarm pull stations.”

“Provide all outside air intakes, relief air, and exhaust openings with low leakage dampers that are automatically closed when the emergency air distribution shutoff switch is activated. The low leakage dampers will have maximum leakage rates of 3 cfm/square foot (15 liters/second/square meter) with a differential pressure of one inch of water gage (250 Pa) across the damper. If shutting down an exhaust system will violate building or fire codes or create an unsafe condition, then the exhaust system may continue to operate.”

“Local air handing units serving critical areas where cooling and/or heating must be maintained to prevent mission failure, loss of data or unsafe conditions can continue to recirculate air, but outside air, relief air and exhaust must be closed with low leakage isolation dampers.”

“Fan coil unit heaters and air conditioners do not require low leakage dampers, but for all new buildings required to comply with these standards, they must have a system that allows all of them to be shut off in an emergency.”

B- 4.4 Standard 19. Equipment Bracing “For all buildings required to comply with these standards mount all overhead utilities and other fixtures weighing 31 pounds (14 kilograms) or more (excluding distributed systems such as piping networks that collectively exceed that weight) using either rigid or flexible systems to minimize the likelihood that they will fall and injure building…