IAD Main Terminal Baggage Security...

SAN FRANCISCO

INTERNATIONAL AIRPORT (SFO)

INTERNATIONAL TERMINAL

BOARDING AREAS A and G IN-LINE

BAGGAGE SCREENING SYSTEM OPTIMIZATION

30% TSA Basis of Design Report

May 30, 2011

Prepared by

San Francisco International Airport

International Terminal 30% Basis of Design Report

In-Line EDS Optimization May 30, 2011

Page i

Revisions

Version Description of Version Date Completed

1 30% TSA Basis of Design Report




Page ii

TABLE OF CONTENTS

Description Page

1.0 List of Acronyms and Abbreviations ........................................................................................... 1

2.0 Background .................................................................................................................................... 3

3.0 Executive Summary ....................................................................................................................... 5 3.1 30% Schematic Design ....................................................................................................... 5 3.2 Summary of Baggage Processing Requirements: ............................................................... 6 3.3 Summary of Cost Estimates for Preferred Option E: .......................................................... 7 3.4 Summary of the inclusions within this 30% TSA submittal: .............................................. 7

4.0 Planning Premises .......................................................................................................................... 9 4.1 Capacity Planning Schedule ............................................................................................... 9 4.2 Peak Hour Load Factors ..................................................................................................... 9 4.3 Peak Hour Traffic Distribution ........................................................................................... 9 4.4 Average Number of Bags per Passenger .......................................................................... 10 4.5 Oversize and OOG Bags ................................................................................................... 10 4.6 Surge Factor ...................................................................................................................... 10 4.7 Growth Rate ...................................................................................................................... 10 4.8 Check-in Profile ................................................................................................................ 11 4.9 Aircraft Capacities ............................................................................................................ 12 4.10 Security Screening Parameters ......................................................................................... 13

5.0 System Analyses ........................................................................................................................... 15 5.1 Originating Baggage Requirements .................................................................................. 15 5.2 EDS Requirements ............................................................................................................ 15

6.0 BHS Analysis Results and Summary ......................................................................................... 17 6.1 Screening Bag Rates ......................................................................................................... 17 6.2 Security Screening Requirements ..................................................................................... 17

7.0 Flight Schedule and Analysis Charts – Design Year 2017........................................................ 18 7.1 Boarding Area A – CTX 9800 Charts ............................................................................... 18 7.2 Boarding Area G – CTX 9800 Charts ............................................................................... 19

8.0 CBIS Options ................................................................................................................................ 27 8.1 Identification of Initial Options ........................................................................................ 27

9.0 Quantitative Assessment of Feasible Options ............................................................................ 30 9.1 Preferred Option E Detailed Program Requirements ........................................................ 31

10.0 Preferred Option E Cost Analysis .............................................................................................. 54 10.1 Preferred Alternative ......................................................................................................... 54 10.2 Budgetary Capital Costs and Electrical Requirements ..................................................... 56 10.3 TSA Reimbursable Cost Estimate Spreadsheet ................................................................ 57 10.4 Preferred Alternative Phasing and Constructability Technical Memoranda ..................... 60 10.5 Project Schedule ............................................................................................................... 61




Page 1

1.0 List of Acronyms and Abbreviations

ADPM Average Day of the Peak Month

ATO Airline Ticket Office

ATR Automatic Tag Reader

ATSA Aviation and Transportation Security Act

BAA Boarding Area A

BAG Boarding Area G

BCS Baggage Control System

BCR Baggage Control Room

BDR Basis of Design Report

BHS Baggage Handling System

BHSO Baggage Handling System Oversize

BMA Baggage Measurement Array

BPH Bags per Hour

BRL Baggage Reinsertion Line

BSIS Baggage Screening Investment Study

CBIS Checked Baggage Inspection System

CBRA Checked Baggage Resolution Area

CT Computerized Tomography

CTO Chief Technology Officer

CY Calendar Year

DBU Date of Beneficial Use

DHS Department of Homeland Security

EBSP Electronic Baggage Screening Program

EDS Explosives Detection System

EDSO Explosives Detection System Out-of-Gauge

ETD Explosives Trace Detection

FIS Federal Inspection Services

FSD Federal Security Director

FTE Full-Time Equivalent

HVAC Heating, Ventilation, and Air Conditioning

IATA International Air Transportation Association

ISAT Integrated Site Acceptance Test

IT Information Technology

MDI Morpho Detection Incorporated

NFPA National Fire Protection Association

OOG Out-of-Gauge

O&M Operations and Maintenance

OSR On-Screen Resolution

PEC Photoelectric Cell

PGDS Planning Guidelines and Design Standards for Checked Baggage

Inspection Systems

PLC Programmable Logic Controller

ROM Rough Order of Magnitude

SAT Site Acceptance Test

SOP Standard Operating Procedures




Page 2

SSTP Site Specific Test Plan

TCU Threat Containment Unit

TSA Transportation Security Administration

VFD Variable Frequency Drive




Page 3

2.0 Background

This 30% Basis of Design report is intended to describe the International Terminal boarding

area’s A and G Baggage Handling Systems (BHS) with renovated in-line Checked Baggage

Security Screening systems for the San Francisco International Airport (SFO)

San Francisco International Airport connects with more than 60 U.S. cities on 20 domestic

airlines, and offers direct links to more than 29 worldwide destinations on 25 international

carriers. As of 2009, San Francisco International Airport is the tenth largest airport in the USA

and the twentieth largest in the world. United and American are the two largest carriers and

Virgin America has its principal base of operations in San Francisco.

The International Terminal is a common use facility with all gates and all ticketing areas shared

among all international airlines. Six gates are designed to accommodate the Airbus A380 aircraft.

The San Francisco Airport International Terminal outbound and inbound baggage systems went

into operation September of 2000. There are 12 distinct ticket counter subsystems that transport

baggage to make-up units located in boarding areas “A” and “G”. A multi-level 100% checked

baggage security screening system was integrated into the baggage system. The screening

systems are located on both sides of the International Terminal where bags are inspected and then

conveyed to the Baggage Make-up Areas or the reconciliation room on the Ground level. Also

included in the outbound system are two oversize conveyors with in-line x-ray screening

originating on the departures level and terminating in the Baggage make-up Areas. Automatic 8-

head laser scanner arrays (ATR) are installed on each of the three mainlines that enter each

boarding area sortation system. Bag tags read by the scanner array will be sorted to one of eight

flat plate make-up devices. Crossover conveyor subsystems are provided to transport bags from

either the make-up area A sort system to the make-up area G sort system or vice versa based on

the bag destination. FIS recheck and re-accommodation systems are provided that transport

baggage from the claim hall area to either make-up areas. A domestic to international recheck

transport system is provided from Boarding Area F (United Airlines) to the Boarding Area G

level one security screening system. Three transfer inputs are located in each inbound bag room

area that transports baggage from load conveyors to the security screening area upstream of the

level one security screening.

In July of 2002 the airport initiated the replacement of the Level One AT security baggage

screening machines with TSA certified CTX 9000 machines (eleven total). These machines are

now approaching the end of their useful life. This is the first system installed in the United States

with full level two (OSR) multiplexing capabilities. The construction process required the

installation of two new mezzanine platforms below the existing platforms to support the increased

loads of the EDS equipment.

Many elements were carefully considered while constructing the existing in-line operations

mezzanine, including locating the mezzanine in the best possible area for bag movement and

conveyor installation, use of existing conveyor systems, and structural reinforcement to carry the

loads of the heavy in-line equipment and screening operations.

It is envisioned that the conveyors currently delivering bags for all airlines will still be routed to

the in-line bag screening area on the mezzanine and sorted to the appropriate airline belt once

screened. Below are illustrations of the existing International Terminal boarding areas A and G

CBIS systems:




Page 4




Page 5

3.0 Executive Summary

The San Francisco International Airport completed the 10% Pre-Design Phase for the renovation

to the existing Integrated In-line Checked Baggage Inspection System (CBIS) of the existing

International Terminal (IT (boarding areas A and G)). The overall objective of that phase of the

project was to develop a preferred option for a new integrated In-line 100% Checked Baggage

EDS Security Screening and to determine the scope of any required building interface work. The

10% pre-design report was issued to the TSA in October 2010. The information obtained in the

10% Pre-Design Phase assisted SFO with the OTA application process for TSA funding of the

(CBIS) Check Baggage Inspection System Renovation.

The major objectives of the renovation of the integrated In-line CBIS are:

Upgrade the existing in-line EDS checked baggage security screening system to be

certified as per PDGS version 3 as a minimum and achieve optimum performance

Incorporate the latest in-line security screening technology i.e. CTX 9800’s

Improve TSA employee CBRA work areas and ergonomics (i.e. no lift policy)

Provide capacity for future growth

The Basis of Design criteria outlined in this 30% report includes a non-visual statistical output

simulation (reference page xii, Planning Guidelines and Design Standards (PGDS) for Checked

Baggage Inspection Systems, Version 3 dated November 27, 2009) and a simulation/model AVI

of the proposed systems. The objective of the 10% pre-design submission was to support the “In-

Line Support Application”. Specifically:

The airport was seeking approval of the Basis of Design for the optimization of the existing

International Terminal In-line EDS screening systems.

The airport wanted to secure a commitment from the TSA to reconfigure the existing system

as required supporting the new security screening system.

The airport wanted to secure TSA funding for the additional conveyor systems required to

provide an automated inline EDS security screening system that meets the TSA PGDS version

3 compliant criteria.

It should be noted that the Design Team has already submitted the Preferred Alternative Analysis

Report detailing multiple in-line solutions that were evaluated per a qualitative assessment matrix.

This design review package was submitted to the TSA on October of 2010. The result of this was

the signing of an OTA agreement between SFO and the TSA on March 16th, 2011. BNP have

included the preferred analysis in this 30% basis of design report for information purposes only.

3.1 Schematic Design

The International Terminal outbound BHS design/operation is based on the use of

allocated facility space/footprints to accommodate the proposed In-Line EDS renovation

design to minimize expansions to the Terminal building and meet the overall project

budget. Per direction from SFO the overall premise of design of the system is to

accommodate and maintain a “common use” terminal operation

The preferred CBIS in-line EDS Option E is described in detail in Section 9 of this 30%

basis of design document




Page 6

3.2 Summary of Baggage Processing Requirements:

The starting point of the SFO International Terminal EDS Renovation project was to

determine the processing requirements of the Baggage Handling System (BHS). BNP

performed a numerical analysis based on information and flight schedules provided by

the SFO design team, SFO Operations and BNP’s experience on other similar projects.

The planning assumptions and results of the analysis are detailed within this basis of

design report and have been verified with SFO and the user airlines. The processing

requirements are based on the August 2010 flight schedule. Four additional, future airline

flights have been incorporated into the peak period resulting in maximum gate utilization

and has been approved/confirmed with SFO Operations. A 5.4% annual passenger

growth factor (for International traffic) forms the basis of the forecast to design the BHS.

SFO has also confirmed this annual growth rate which was provided by both the FAA

and SFO Operations. The 2017 (Date of Beneficial Use (DBU) plus 5 years) analysis is

also provided as required by the PDGS Version 3 dated 27 November, 2009. The results

of analysis are summarized below:

SFO International Terminal 2017 Requirements

Peak Originating Bag Rate

North (G) - 41 bags/minute (2460 bph)

South (A) - 42 bags/minute (2520 bph)

(with surge % figure included)

Load Factor 90%

Average Bags Per PAX (per airline input) 1.3 International

0.9 Domestic

Type of EDS device CTX 9800 **

Number of EDS devices (N+1) 4 + 1 per boarding area (10 total)

CTX 9800 bags per hour throughput 640 BPH

Peak capacity – combined both loops (4 devices) 2560 BPH (per boarding area)

Peak 10 min throughput (year 2017)

North - 410 bags (equates to 2460bph

South – 420 bags (equates to 2520bph)

(OGG and OS not included, surge

included)

Bag spacing for the CTX 9800 12" minimum (per TSA OST)

% of bags alarmed at Level 1 (CTX 9800)

% of bags cleared at Level 2 - OSR (CTX 9800)

Number of ETD Operators (2016 (includes OOG &

OS))

North - 18 (12 CBRA and 6 Oversize)

South - 18 (12 CBRA and 6 Oversize)

Number of OSR Stations 3 per boarding area




Page 7

SFO International Terminal 2017 Requirements

% of oversize bags (5%) and OOG bags (2%) 7% *

* Per SFO operations

** Actual EDS device provided will be dependent on the TSA and whether future higher

throughput devices are available at the time of installation. For the purpose of this

report the CTX 9800 is described throughout

3.3 Summary of Cost Estimates for Preferred Option E:

Rough order of magnitude (ROM) budgetary capital costs for the preferred EDS/BHS

system option have been developed and are summarized below (please note that these

BHS costs are subject to revisions as the design proceeds further). The detailed cost

analysis (that includes construction costs) as required by PDGS Version 3 dated 27

November, 2009 is provided in Appendix D of this 30% Basis of Design submittal:

BHS Budget Cost Estimate

CBIS System (TSA Reimbursable) $

Construction Costs (TSA Reimbursable) $

Total $

The 20 year life cycle cost as required by the PDGS version 3 dated November 27th 2009,

are provided in Section 10.

The existing O&M cost should see minimal change with the implementation of the CBIS

renovation to that which is being expended by SFO today.

3.4 Summary of the inclusions within this 30% TSA submittal:

Detailed system description of operation, type of EDS device identified to perform the

screening, and how the boarding area’s A and G BHS design meets the PGDS design

performance and current commissioning requirements issued by the TSA on November

27, 2009 are described within this document.

The preliminary schedule for the CTX 9800 delivery and ISAT’s are as follows:

a. Early date for CTX 9800 device delivery:

b. SAT:

c. Pre-ISAT:

d. ISAT:

e. The initial draft construction schedule and phasing will be provided by the design

team.

Baggage Handling System 30% Design Submission: The Baggage Handling System

documents for the 30% Design Sub Phase submission for the International Terminal In-

Line Renovation Project includes the following:




Page 8

a. BHS Schematic Preliminary Drawings that include proposed plans and cross

sections for new conveyor lines to accommodate the preferred In-line EDS

solution. The proposed BHS will be specified to be performed per a phased-in

implementation plan that will be coordinated with the BHS Contractors project’s

overall sequencing program and schedule.

b. Preliminary BHS phasing plans are provided. Full details of the phased in

implementation will be provided as part of the 70% TSA submittal.

c. TSA 30% ROM Cost Estimate to also include 20 year life cycle.

d. This 30% Basis of Design Report also includes:

1. Analysis

2. Performance criteria

3. Flight schedule

4. Reporting Capabilities.

5. Outline BHS Specification

6. Stakeholder Review and Approval

e. The simulation/model AVI of the proposed International Terminal renovated

CBIS systems will be provided as part of this TSA 30% submittal.

f. The area within the International Terminal boarding area’s A and G facility,

which will house the five – (5) CTX 9800’s is such that the MDI site installation

guidelines can be adhered too without any special rigging procedures etc. being

necessary.

g. A listing of the existing International Terminal in-line EDS devices to be

removed / decommissioned as part of the phasing of this project is below:

1). International Terminal BAA (Boarding Area A) CTX 9000’s; Serial #’s

G166; G157; G158; G159; G160

2). International Terminal BAG (Boarding Area G) CTX 9000’s; Serial #’s

G170; G161; G152; G163; G164; G162




Page 9

4.0 Planning Premises

The principle planning premises for proposed flight operations at the SFO International Terminal

are described in the following paragraphs. These premises form the basis of the system analysis

and requirements modeling. The information and assumptions used in this study are based on

confirmed data as provided by SFO and BNP’s experience in planning similar Baggage Handling

System projects.

The design criteria that have been developed include:

Baggage Screening Rates

Checked Baggage Inspection System Requirements

4.1 Capacity Planning Schedule

Using the SFO provided August 2010 flight schedules for Boarding Area A and Boarding

Area G, Tuesday schedule was identified as the average peak day schedule, which was

studied for peak hour gate utilization.

Assumptions for Peak flight gating:

1 Hour gating for DOM flights

2 Hour gating for INT flights

Only one Wide body or two/one Narrow body aircraft can be gated at the A1,

A1a, A1b or A3, A3a, A3b, or A10 or A11, A11a, A11b or G99, G99a, G99b or

G101, G101a, G101b. A5 is a single gate (with 2 lead in lines) and cannot

accommodate 2 standard body aircraft at the same time.

Using above assumptions, it can be seen in the peak hour gate utilization chart for

Boarding Area A and G (pages 27 and 28 of this report) that two additional flights (pink

highlighted) have been accommodated in each boarding area to have 100 percent

utilization of the gates. These derived schedules including the additional flights are used

as a basis to develop the Baggage Handling System demand for the respective areas

(reference Appendix A).

4.2 Peak Hour Load Factors

BNP has assumed a 90 percent peak hour load factor for all the flights.

4.3 Peak Hour Traffic Distribution

The peak hour passenger traffic distribution assumed by BNP is:

Distribution Domestic / International

Originating 80%

Transfer / Recheck 20%

TOTAL 100%

Note: Recheck Bags are assumed to be screened in the other terminals.




Page 10

4.4 Average Number of Bags per Passenger

The average number of checked bags per boarded passenger provided to BNP based on a

departing passenger survey conducted at the Airport in 2008:

Bags per Passenger (BPP)

Domestic International

0.9 1.3

4.5 Oversize and OOG Bags

Five percent of the bags are oversized and two percent of bags are defined to be out-of-

gauge are processed through a separate oversized conveyor lines as per existing SFO

operations (preferred Option has no OOG capabilities).

The total seven percent Oversize and OOG baggage is subtracted from the total

originating baggage rate to represent the screened baggage rate.

4.6 Surge Factor

A surge factor was applied per the TSA Planning Guidelines and Design Standards for

Checked Baggage Inspection Systems (PGDS for CBIS), Version 3.0, dated November

27, 2009:

Section 7.1.1: Equipment requirements should not be based on average baggage flows,

but rather on surged flows obtained by multiplying the average baggage flow by a zone-

specific surge factor* (for each 10-minute bin). The use of a surge factor is

recommended to capture the intrinsic variance of baggage demand and ensure that

equipment requirements are not undersized. The following formula is used to calculate

the surge factor:

SF = x

xx 2

(Where SF is the surge factor and x is the 10-minute baggage flows).

4.7 Growth Rate

Annual Growth Rate for SFO International Airport passengers is as per the forecasted

data provided by Federal Aviation Administration (FAA) to Bureau of Planning &

Environmental Affairs.

Assuming DBU (Date of Beneficial Use) year as 2012, the growth factor is applied for

DBU + 5 years for the design requirements of 2017.

Annual Growth Rate 2.6% Domestic Flights

Growth Factor, Current (2010) to Design (2017) for Domestic Flights

= (1 + Annual Growth Rate) ^ (number of years)

= (1 + 0.026) ^7




Page 11

= 1.197

Annual Growth Rate 5.4% International Flights

Growth Factor, Current (2010) to Design (2017) for International Flights

= (1 + Annual Growth Rate) ^ (number of years)

= (1 + 0.054) ^7

= 1.445

4.8 Check-in Profile

The passenger profile distribution specifies the percentages of passengers that arrive at

the airport a specific number of minutes before their flights. The earliness distributions

are used to determine the flow of departing passengers at the airport.

Following earliness distributions are used to determine the flow of departing passengers

at the airport based on BNP’s experience on similar projects.

SAN FRANCISCO INTERNATIONAL AIRPORT

CHECK-IN PROFILE

0%

2%

4%

6%

8%

10%

12%

14%

16%

18%

20%

30

0-2

90

29

0-2

80

28

0-2

70

27

0-2

60

26

0-2

50

25

0-2

40

24

0-2

30

23

0-2

20

22

0-2

10

21

0-2

00

20

0-1

90

19

0-1

80

18

0-1

70

17

0-1

60

16

0-1

50

15

0-1

40

14

0-1

30

13

0-1

20

12

0-1

10

11

0-1

00

10

0-9

0

90

-80

80

-70

70

-60

60

-50

50

-40

40

-30

30

-20

20

-10

10

-0

Time Prior to Departure (STD)

PE

RC

EN

TA

GE

of

Bag

s c

hecked

in

BNP Standard - INTERNATIONAL

BNP Standard - DOMESTIC

Time Prior To STD (Min) Domestic International

180-170 - 1%

170-160 - 1%

160-150 - 1%

150-140 - 3%

140-130 - 3%

130-120 - 3%

120-110 2% 6%

110-100 3% 6%

100-90 5% 8%




Page 12

Time Prior To STD (Min) Domestic International

90-80 8% 10%

80-70 12% 11%

70-60 16% 15%

60-50 19% 15%

50-40 19% 10%

40-30 14% 7%

30-20 2% -

20-10 - -

10-0 - -

100% 100%

4.9 Aircraft Capacities

The number of seats varies between the same aircraft types due to the seating

configuration and capacity preferences of the different airlines. The number of seats per

aircraft type assumed by BNP is as follows:

A/C Airlines Seats Aircraft

340 AF - Air France 294 AIRBUS INDUSTRIE A340

747 AF - Air France 436 BOEING 747

737 AM - AeroMexico 124 BOEING 737

739 AS - Alaska Airlines 172 BOEING 737-900

73H AS - Alaska Airlines 157 BOEING 737-800 (WINGLETS)

320 B6 - JetBlue Airways 150 AIRBUS INDUSTRIE A320

744 BA - British Airways 337 BOEING 747-400

744 CI - China Airlines 397 BOEING 747-400

744 CX - Cathay Pacific Airways 383 BOEING 747-400

767 DL - Delta Air Lines 214 BOEING 767

773 JL - Japan Airlines 299 BOEING 777-300

744 KE - Korean Air 335 BOEING 747-400

777 KL – KLM 327 BOEING 777

763 LA - Lan Airlines 234 BOEING 767-300

319 MX - Mexicana De Aviacion 120 AIRBUS INDUSTRIE A319

320 MX - Mexicana De Aviacion 150 AIRBUS INDUSTRIE A320

777 OZ - Asiana Airlines 310 BOEING 777

744 PR - Philippine Airlines 439 BOEING 747-400

32S TA - Taca Intl Airlines 150 AIRBUS INDUSTRIE

A318/319/320/321

744 VS - Virgin Atlantic Airways 451 BOEING 747-400

319 OAL – Other Flights 122 AIRBUS INDUSTRIE A319

320 OAL – Other Flights 149 AIRBUS INDUSTRIE A320

736 WS - WestJet 119 BOEING 737-600

73W WS - WestJet 136 BOEING 737-700 (WINGLETS)




Page 13

A/C Airlines Seats Aircraft

77W BR - EVA Airways 316 BOEING 777-300ER

74E CA - Air China 307 BOEING 747-400 (MIXED

CONFIG)

77W EK - Emirates Airlines 364 BOEING 777-300ER

346 LH - Lufthansa Airlines 306 AIRBUS INDUSTRIE A340-600

744 LH - Lufthansa Airlines 350 BOEING 747-400

777 NH - All Nippon Airways 382 BOEING 777

77W SQ - Singapore Airlines 278 BOEING 777-300ER

73G SY - Sun Country Airlines 149 BOEING 737-700

319 UA - United Airlines 120 AIRBUS INDUSTRIE A319

320 UA - United Airlines 138 AIRBUS INDUSTRIE A320

744 UA - United Airlines 374 BOEING 747-400

777 UA - United Airlines 258 BOEING 777

763 Additional Peak Flights 234 BOEING 767-300

747 Additional Peak Flights 397 BOEING 747

380 Additional Peak Flights 555 AIRBUS INDUSTRIE A380

744 Additional Peak Flights 374 BOEING 747-400

4.10 Security Screening Parameters

The following security screening parameters are provided per the TSA Planning

Guidelines and Design Standards for Checked Baggage Inspection Systems (PGDS

version 3 for CBIS).




Page 14

Type Screening Rate

(bags/min)

Screening Rate

(bags/hour)

Level 1 - CTX 9800 10.67 BPM 640 BPH

Level 2 - OSR Remote (Operator) 3.0 images/min 180 images/hour

Level 3 - ETD (Operator) - 24.2 BPH




Page 15

5.0 System Analyses

The objective of the system analysis is to develop the baggage system processing and operational

criteria for the capacity study.

5.1 Originating Baggage Requirements

The originating baggage requirements for scheduled flights are developed by applying

the check-in profiles (by STD) to the originating passenger/baggage, volumes which are

calculated as follows:

Originating Baggage = Seats x Load Factor x Originating PAX % x Bags per PAX

Screening baggage rate is the flow of bags that are being screened by the Level 1

screening machine. This does not include Out-of-Gauge (OOG) or Oversize (OS) bags

which bypass the screening machines and are transported directly to an ETD area for

screening. The screening bag rate is calculated by subtracting the percentage of OOG

and OS bags from the previously calculated Originating bag rate.

Screening Bag Rate = Originating Bag Rate – (OOG% + OS %)

5.2 EDS Requirements

Level 1 Machines Requirements

The number of Inline machines required for checked baggage screening is determined by

dividing the screening bag rate by the EDS screening rate.

North (G) NEDS = Screening Bag Rate (BPM) / EDS screening rate (BPM)

= 41 / 10.67

= 3.8

= 4 (roundup (N+1 = 5))

South (A) NEDS = Screening Bag Rate (BPM) / EDS screening rate (BPM)

= 42 / 10.67

= 3.9

= 4 (roundup (N+1 = 5))

Level 2 OSR Operators Requirements

Per the TSA CBIS document, to determine OSR operators, the number of Level 1 EDS

machines required is multiplied by the Level 1 EDS screening rate and the Level 1 alarm

rate (FAEDS) and then divided by the OSR Processing Rate of 180 images per hour (3

images per minute).

NOSR = # EDS machines x EDS screening rate x FAEDS / OSR processing rate

OSR Screening Operators Calculation

= [4 x 640 x XX / 180

= X

= X (roundup) per boarding area




Page 16

Level 3 ETD Operators Requirements – Screened Bags & OOG Bags

Per the TSA CBIS document, to determine ETD operators, the number of EDS machines

required is multiplied by the Level 1 EDS screening rate, the Level 1 alarm rate (FAEDS)

and the OSR alarm rate (1-CR) OSR including OOG bags (ROOG) and Lost in Track Bags

(RLIT) and then divided by the ETD Processing Rate. There are two (2) ETD operators

per workstation.

NETD = # EDS operators x EDS screening rate x [FAEDS x (1-CR) OSR + ROOG + RLIT] /

ETD screening rate

ETD Screening Operators Calculation

= [4 x 640 x (0.2 x XX) + (0.02 + 0.01)] / 24.2

= XX operators for standard bags per boarding area

ETD Operators for Oversize Bags

Per the PGDS, to determine ETD operators for Oversize Bags, EDS screening rate for

Oversize Bags is multiplied by 60, and then divided by the ETD Processing Rate. There

are two (2) ETD operators per ETD machine.

NETD for OS = EDS screening rate for Oversize Bags x 60 / ETD screening rate for

Oversize Bags

ETD Oversize Operators Calculation

= [43.5 x 0.05 x 60 / 24.2

= 5.4

= X (rounded) per boarding area

Total Number of ETD operators per boarding area

X ETD operators per boarding area




Page 17

6.0 BHS Analysis Results and Summary

The following summary outlines the peak requirements for the baggage handling system.

6.1 Screening Bag Rates

Screening baggage rate is the flow of bags that are being screened by the Level 1

screening machine.

2017 Design Year

Type Screened Bag Rate (Bags / min)

INT – All the other Airlines (OAL) 30

DOM – JetBlue (B6) 4

DOM – Other Airlines (OAL) 8

INT – Additional Peak Flights 8

Combined (Boarding Area A)* 41 (2,460 bph)

INT – All the other Airlines (OAL) 14

DOM – Sun Country (SY) 2

INT – United Airlines (UA) 24

INT – Additional Peak Flights 11

Combined (Boarding Area G)* 42 (2,520 bph)

* Combined Screening Bag Rate includes TSA Surge Factor. Please note that the total peak may

not reflect individual peak combination based on time of the actual hourly peak.

6.2 Security Screening Requirements

Category

2017 Design Year – CTX9800

Rate

(BPM)

Level 1 (units)

640 BPH Level 2

Operators

(OSR)

ETD

Operators –

Screened,

Lost in Track

Bags

ETD

Operators

– Oversize,

OOG Bags Excludes

Redundant

Includes

Redundant

(N+1)

Boarding

Area A 41 3.8 5 x x x

Boarding

Area G 42 3.9 5 x x x




.

Page 18

7.0 Flight Schedule and Analysis Charts – Design Year 2017

7.1 Boarding Area A – CTX 9800 Charts

SAN FRANCISCO INTERNATIONAL AIRPORTSCREENING BAG RATE - AREA A

2017 DESIGN YEAR - CTX9800

0

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INT - OAL Flights DOM - JetBlue (B6)

DOM - OAL Flights INT - Additional Peak Flights

Surge Factor Level 1 - CTX9800 Units

SCREENING BAG RATE - BOARDING AREA A

LF = 90%; ORIG % = 80%; BPP = 0.9 DOM & 1.3 INT;

Screening Rates: LVL 1 = 640 BPH;

2010 FLIGHT SCHEDULE

with Annual Growth Rate = 2.6%DOM & 5.4% INT




.

Page 19

SAN FRANCISCO INTERNATIONAL AIRPORTLEVEL 1 SCREENING REQUIREMENTS - AREA A


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Level 1 - CTX9800 Units

LEVEL 1 SCREENING REQUIRMENTS - BOARDING AREA A




7.2 Boarding Area G – CTX 9800 Charts




.

Page 20

SAN FRANCISCO INTERNATIONAL AIRPORTSCREENING BAG RATE - AREA G


0

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INT - OAL Flights INT - United Airlines (UA)

DOM - Sun Country (SY) INT - Additional Peak Flights

Surge Factor Level 1 - CTX9800 Units

SCREENING BAG RATE - BOARDING AREA G

LF = 90%; ORIG % = 80%; BPP = 0.9 DOM & 1.3 INT;







.

Page 21

SAN FRANCISCO INTERNATIONAL AIRPORTLEVEL 1 SCREENING REQUIREMENTS - AREA G


0

1

2

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Level 1 - CTX9800 Units

LEVEL 1 SCREENING REQUIRMENTS - BOARDING AREA G







Page 22

.

Flight Schedules

1. Below is the Tuesday, August, 2010 departure flight schedules for Boarding Area A and

Boarding Area G identified as peak departure schedule day by BNP for the purpose of

this analysis. Also, included are the additional peak flights incorporated for complete

utilization of all gates.

Boarding Area A – Departure Flight Schedule – August 2010

Airline Depart

Flight# Dest Type

Dept

Time AC Type Seats

AF 83 CDG INT 15:30 747 391

AF 81 CDG INT 18:25 340 272

AM 665 MEX INT 0:40 737 124

AS 220 PVR INT 9:45 73H 157

AS 224 SJD INT 10:35 739 172

BA 284 LHR INT 16:55 744 299

BA 286 LHR INT 18:55 744 299

CI 3 TPE INT 2:05 744 397

CX 873 HKG INT 1:20 744 383

CX 879 HKG INT 13:35 744 383

DL 635 NRT INT 13:15 767 214

JL 1 NRT INT 13:40 773 500

KE 24 ICN INT 13:35 744 335

KL 606 AMS INT 15:50 777 327

LA 2609 LIM INT 13:15 763 234

MX 145 GDL INT 0:40 320 150

MX 971 MEX INT 6:30 319 120

MX 141 MEX INT 22:50 319 120

OZ 213 ICN INT 13:10 777 310

PR 105 MNL INT 22:30 744 439

TA 561 SAL INT 1:22 32S 150

TA 563 SAL INT 1:25 32S 150

TA 565 SAL INT 7:07 32S 150

VS 20 LHR INT 16:55 744 451

VX 200 YYZ INT 8:30 319 122

VX 200 YYZ INT 8:30 319 122

WS 1771 YVR INT 11:15 73W 136

WS 1425 YEG INT 12:50 736 119

WS 1563 YYC INT 14:35 73W 136

B6 1431 LGB DOM 7:12 320 150

B6 1433 LGB DOM 9:09 320 150

B6 644 JFK DOM 10:32 320 150

B6 1435 LGB DOM 12:30 320 150

B6 636 BOS DOM 13:45 320 150

B6 1404 AUS DOM 16:20 320 150




Page 23

.

Boarding Area A – Departure Flight Schedule – August 2010

Airline Depart

Flight# Dest Type

Dept

Time AC Type Seats

B6 1437 LGB DOM 17:32 320 150

B6 1439 LGB DOM 19:55 320 150

B6 648 JFK DOM 22:05 320 150

B6 278 FLL DOM 23:05 320 150

B6 638 BOS DOM 23:26 320 150

VX 900 LAS DOM 7:05 320 149

VX 12 JFK DOM 7:20 319 122

VX 78 IAD DOM 7:25 320 149

VX 920 LAX DOM 7:25 320 149

VX 740 SEA DOM 8:40 319 122

VX 22 JFK DOM 9:35 320 149

VX 350 BOS DOM 10:05 319 122

VX 342 FLL DOM 10:25 319 122

VX 67 SAN DOM 11:25 320 149

VX 203 LAX DOM 11:40 319 122

VX 260 LAS DOM 11:50 320 149

VX 84 IAD DOM 11:55 320 149

VX 744 SEA DOM 14:05 319 122

VX 956 SAN DOM 14:20 319 122

VX 908 LAS DOM 14:30 319 122

VX 928 LAX DOM 14:50 320 149

VX 26 JFK DOM 15:20 320 149

VX 936 LAX DOM 16:35 319 122

VX 912 LAS DOM 16:55 320 149

VX 960 SAN DOM 17:40 320 149

VX 746 SEA DOM 18:05 319 122

VX 918 LAS DOM 19:05 320 149

VX 944 LAX DOM 19:05 319 122

VX 964 SAN DOM 20:15 320 149

VX 236 LAX DOM 20:55 319 122

VX 748 SEA DOM 20:55 319 122

VX 86 IAD DOM 22:05 320 149

VX 358 BOS DOM 22:50 319 122

VX 28 JFK DOM 23:05 320 149

VX 346 FLL DOM 23:55 319 122

Additional 1 A4 INT 13:10 747 397

Additional 2 A12 INT 11:50 763 234




Page 24

.

Boarding Area G – Departure Flight Schedule – August 2010

Airline Depart

Flight# Dest Type

Dept

Time AC Type Seats

BR 7 TPE INT 1:20 77W 316

BR 17 TPE INT 1:40 77W 316

BR 27 TPE INT 18:20 77W 316

CA 986 PEK INT 14:50 74E 307

EK 226 DXB INT 16:45 77W 364

LH 455 FRA INT 14:15 744 350

LH 459 MUC INT 21:00 346 306

NH 7 NRT INT 12:10 777 382

SQ 1 HKG INT 1:05 77W 278

SQ 15 ICN INT 14:05 77W 278

SY 310 MSP DOM 17:35 73G 149

UA 805 SJD INT 9:51 319 120

UA 893 ICN INT 11:08 744 374

UA 821 MEX INT 11:25 320 138

UA 837 NRT INT 11:26 744 374

UA 885 KIX INT 12:05 777 258

UA 889 PEK INT 12:14 744 374

UA 954 LHR INT 13:09 777 258

UA 869 HKG INT 13:20 744 374

UA 853 NRT INT 13:39 777 258

UA 857 PVG INT 13:49 744 374

UA 900 FRA INT 13:58 744 374

UA 926 FRA INT 19:04 777 258

UA 930 LHR INT 19:14 777 258

UA 863 SYD INT 22:52 744 374

Additional 1 G102 INT 11:50 744 374

Additional 2 G101 INT 13:10 380 555




Page 25

Peak Flight Gating – Boarding at A San Francisco International (SFO)

Peak Hour Flights - Boarding at A

August 2010 Flight Schedule

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

NA NA NA NA NA NA NA NA NA NA NA NA

A380 B767

B747 A300

B777 A330

B757 A340

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B737 E175/170

A319/318 E195/190

A320/321

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B737 E175/170

A319/318 E195/190

A320/321 B739

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B737/727 E175/170

A319/318 E195/190

A320/321 B767

B757 MD80

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B747 A300

B777 A340

B757 A330

B767

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

NA NA NA NA NA NA

B737 E175/170

A320/321 E195/190

B739

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

NA NA NA NA NA NA

B737 E175/170

A320/321 E195/190

B739

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B737/727 A300/310

A319/318 E195/190

A320/321 DC10/MD80

B757/767 B777/747

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

NA NA NA NA NA NA NA NA NA NA NA NA

B747

B777

A340

A330

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B757/767 A300

B738/737

A321/320

B767

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B737/727 A300/310

A319/318 E195/190

A320/321 DC10/MD80

B757/767 B777/747

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B737/727 A300/310

A319/318 E195/190

A320/321 DC10/MD80

B757/767 B777/747

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B737/727 A300/310

A319/318 E195/190

A320/321 DC10/MD80

B757/767 B777/747

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

A310 A300/330

A319/318 MD11/DC10

A320/321 B777/747

B757/767 L10-11

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

A319/318

A320/321

B757/767

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

NA NA NA NA NA NA

MD80

B727/737

E190

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

L1011 A300/310

A319/318 A340

A320/321 DC10/MD11

B757/767 B777/747

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

NA NA NA NA NA NA

MD80

B727/737

A319/318

A320/321

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

NA NA NA NA NA NA

MD80

A319/318

A320/321

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

L1011 A300/310

A319/318 DC10/MD80

A320/321

B757/767

Note:

1 Hour gate utilization for Domestic Flights

2 Hour gate utilization for International flights

NA - No flights due to the face that gates can accommodate only one WB or two NB aircrafts as a given time (applies to a b gates)

Pink - Additional flights that can be accomodated resulting into complete utlization of gates

Gate # A9

Gate # A8

Gate # A6

Gate # A5B

B6 1433 (320) DOM

VX 22 (320) DOM

AS 220 (73H) INT

VX 350 (319) DOM

AS 224 (739) INT

WS 1771 (73W) INT

OZ 213 (777) INT

JL 1 (773) INT

VX 342 (319) DOM

B6 644 (320) DOM

VX 203 (319) DOM

VX 260 (320) DOM

VX 84 (320) DOM

B6 1435 (320) DOM

WS 1425 (736) INT

B6 1404 (320) DOM

VX 936 (319) DOM

KL 606 (777) INT

VX 956 (319) DOM

VX 908 (319) DOM

VX 26 (320) DOM

AF 83 (747) INT

KE 24 (744) INT VS 20 (744) INT

VX 912 (320) DOMGate # A2

VX 67 (320) DOM

Gate # A3

Gate # A3A

Gate # A1B

Gate # A1

Gate # A1A

Gate # A12

Gate # A3B

Gate # A5

Gate # A4

Gate # A7

Gate # A11b

Gate # A11a

Gate # A11

Gate # A10A

Gate # A10

WS 1563 (73W) INT

DL 635 (767) INT

LA 2609 (763) INT

B6 636 (320) DOM

CX 879 (744) INT

VX 744 (319) DOM

VX 928 (320) DOM

BA 284 (744) INT




Page 26

Peak Flight Gating – Boarding at G

San Francisco International (SFO)

Peak Hour Flights - Boarding at G

August 2010 Flight Schedule

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B747/777 A321/320

MD11/DC10A319/318

B737/727 A300/330

B757/767 CR7/A340

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B777 A321/320

MD11/DC10A319/318

B737/727 A300/330

B757/767 CR7

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B747/777 A321/320

MD11/DC10A319/318

B737/727 A300/330

B757/767 A340

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B747/777 A321/320

MD11/DC10A319/318

B737/727 A300/330

B757/767 A340

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B747/777 A321/320

MD11/DC10A319/318

B737/727 A300/330

B757/767 A340

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B747/777 A321/320

MD11/DC10A319/318

B737/727 A300/330

B757/767 A340

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B747/777 A321/320

MD11/DC10A319/318

B737/727 A300/330

B757/767 A340

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B747/777 A321/320

MD11/DC10A319/318

B737/727 A300/330

B757/767 A340

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

NA NA NA NA NA NA

MD80 A321/320

B737/727 A319/318

B757

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B747/777 A300/330

MD11/DC10A340

L1011

B767

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

NA NA NA NA NA NA

MD80 A321/320

B737/727 A319/318

B757

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B747/777 A321/320

MD11/DC10A319/318

B737/727 A300/330

B757/767 A340

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

NA NA NA NA NA NA

MD80 A321/320

B737/727 A319/318

B757

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B747/777 A300/330

MD11/DC10A340

L1011 A380

B767

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

NA NA NA NA NA NA

MD80 A321/320

B737/727 A319/318

B757

7:30 7:40 7:50 8:00 8:10 8:20 8:30 8:40 8:50 9:00 9:10 9:20 9:30 9:40 9:50 10:00 10:10 10:20 10:30 10:40 10:50 11:00 11:10 11:20 11:30 11:40 11:50 12:00 12:10 12:20 12:30 12:40 12:50 13:00 13:10 13:20 13:30 13:40 13:50 14:00 14:10 14:20 14:30 14:40 14:50 15:00 15:10 15:20 15:30 15:40 15:50 16:00 16:10 16:20 16:30 16:40 16:50 17:00 17:10 17:20 17:30 17:40

B747/777 A300/330

MD11/DC10A340

L1011 CR7

B767

Note:

1 Hour gate utilization for Domestic Flights

2 Hour gate utilization for International flights

NA - No flights due to the face that gates can accommodate only one WB or two NB aircrafts as a given time (applies to a b gates)

Pink - Additional flights that can be accomodated resulting into complete utlization of gates

SQ 15 (77W) INT

LH 455 (744) INT

CA 986 (74E) INT

EK 226 (77W) INT

UA 853 (777) INT

UA 900 (744) INT

UA 857 (744) INT

Gate # G101B

UA 821 (320) INT

UA 837 (744) INT

NH 7 (777) INT

Gate # G101

Gate # G99A

Gate # G99

UA 805 (319) INT

UA 893 (744) INT

UA 885 (777) INT

Gate # G92

Gate # G100

Gate # G101A

Gate # G99B

UA 889 (744) INT

UA 954 (777) INT

UA 869 (744) INTGate # G93

Gate # G102

Gate # G94

Gate # G95

Gate # G96

Gate # G97

Gate # G91

Gate # G98




Page 27

8.0 CBIS Options

8.1 Identification of Initial Options

The design team has explored numerous alternative baggage and EDS screening options

with Option E being the preferred. The other schemes that were considered and

eliminated were as follows (Note: the boarding area A option layout is shown below; the

boarding area G option layout is a mirror image):

Option A uses CTX 9400 and a fully redesigned single CBRA that improves the TSA

employee work areas and ergonomics. OOG and re-insert subsystems cannot be

accommodated in this design and has no ability to handle future growth. There is a

single CBRA resulting in a single point of failure, plus the conveyors downstream of

the EDS device to the CBRA are not PGDS V3 compliant (no dedicated clear bag

lines)

Option B redesigns both the level 1 EDS to accommodate the high throughput CTX

9800 device in conjunction with the redesigned option A CBRA. As per option A,

OOG and re-insert subsystems cannot be accommodated in this design. There is a

single CBRA resulting in a single point of failure, plus the conveyors downstream of

the EDS device to the CBRA are not PGDS V3 compliant (no dedicated clear bag

lines)




Page 28

Option C is a full redesign of the CBIS that accommodates CTX 9800’s and moves

the CBRA functionality to the mezzanine area. Two – (2) CBRA’s are provided to

provide full redundancy. Also, both OOG and reinsert subsystem have been

incorporated. This option has all the recommended requirements for a high volume

CBIS design per PGDS version 3. This option has the greatest impact on operations

during construction and has a difficult phasing scheme. This option is also the most

expensive at $19.5 million just for the BHS systems.

Option D is a hybrid of option A and option C in that the level 1 area, however can

only accommodate the CTX 9400’s and transports unclear bags to the fully redundant

CBRA’s located on the mezzanine as provided for in Option C. Reinsert lines are




Page 29

also provided in this option, however no OOG subsystem can be provided. Has

limited ability to handle future growth.

The preferred Option E is described in detail in Section 9.0 of this document.




Page 30

9.0 Quantitative Assessment of Feasible Options

After studying a number of concepts, the Stakeholders using a Qualitative Assessment Matrix

(see below) selected Option E as the preferred option:

Quantitative Assessment Matrix

Option A -

TSA changes

with 9400

and single

CBRA

Option B -

TSA

changes

with 9800

and single

CBRA

Option C -

PGDS v3

compliant

with 9800

and

redundant

CBRA's

Option D -

TSA changes

with 9400

and

redundant

CBRA's

Option E -

Existing

9000's

replaced

with 9800's

and

redundant

CBRA's

Screening Capacity 2 3 4 4 4

Future Capacity 2 3 4 2 4

Customer Service 4 4 4 4 4

Operations

Performance 2 2 4 3 4

Utilization of EDS 4 4 4 4 4

Maintainability 3 3 3 3 3

Impact of Construction on

Operations 4 4 2 3 3

Design

Impact on Existing Facilities 2 2 3 3 3

Expandability 1 2 3 3 3

Constructability 3 3 2 3 3

Higher throughput EDS capable 2 3 4 4 4

Re-insert Subsystem 1 1 4 4 4

Redundancy 2 2 4 4 4

Single point of failure 1 1 4 4 4

OOG Capability 1 1 4 1 1

PGDS Version 3 Compliant 1 1 4 3 4

CBRA Functionality 2 2 4 4 4

Ergonomics "TSA lift policy" 4 4 4 4 4

Cost

Capital 4 2 1 3 3

O&M 2 2 2 2 2

Design Cost 4 3 2 3 3

Total Assessment Score 48 50 70 68 72




Page 31

BHS ROM Cost Estimate $4M $7.5M $19.5M $7.5M $14.88M

Key: Points 1-4

1 = Lowest/Poor 2 = Average/Moderate 3 = Slight above Average/Moderate

4 = Highest/Best

9.1 Preferred Option E Detailed Program Requirements




Page 32

9.1.1 Preferred Option Description

1 This description of operation is intended to define the unique overall

functional requirements of the BHS control systems that are related to

the operation of the EDS subsystems only (Ticket Counter and

Sortation/Make up System operation are not described). The definitive

architecture, detailed design and any/all coordination required for the

control system design in its entirety, including (but not limited to) the

EDS security system and related BHS/EDS interface requirements,

shall be the responsibility of the BHS Contractor. The operation

described below shall serve as the primary outline for the system to be

provided.

2 The existing three – (3) mainline ticket counter transport conveyors

currently delivering bags for all airlines will still be routed to the

enhanced in-line bag screening area on the East mezzanine and the

clear bags sorted to the appropriate airline make up once screened via

the three (3) existing outbound transport subsystems.




Page 33

3 The type of EDS device to be provided and integrated into the Baggage

Handling System for this project is the CTX 9800.

4 Live Animal Operations: As per current protocol live animals will be

manually transported from the ticketing area to a pick up point adjacent

to the discharge of the oversize line(s) on the ramp level per current

airline protocol. Screening of animal containers is per local TSA

protocol.

5 Oversize and Out of Gauge (OOG) Operations: As per existing

oversize operations, items that cannot be transported on the standard

conveyor system are handled by the two – (2) existing outbound

oversize systems (one each on the North and South concourses).

Oversize items are screened by the local TSA ETD operation at the

oversize unload conveyor at ramp level, the clear bags are then picked

up by the airline ramp personnel. Suspect oversize items are handled

per local TSA/EOD protocols.

9.1.2 Design Criteria

A. Space Analysis

The International Terminal boarding areas A and G in-line EDS

renovation BHS design/operation is based on the use of existing

allocated facility space/footprints to accommodate the proposed in-line

EDS designs to minimize expansions to the Terminal and meet the

overall project budget.

9.1.3 Key BHS Design Criteria

The following describes the key baggage handling system design criteria for the

In-Line EDS renovation at International Terminal boarding areas A and G:

A. System Performance:

1. The following defines the system performance criteria that the

proposed baggage handling systems must achieve:

a. Provide equipment components and items for a system

equipment life of a minimum of 15 years and an operating duty

cycle of 18 hours a day, 365 days per year. This provision is a

design objective, not a warranty.

b. All components of the system shall be constructed in accordance

with all codes, standards and local laws and regulations,

applicable to the design and construction of this type of

equipment, which are generally accepted and used as good

practice throughout the industry, i.e., NFPA, Underwriters,

OSHA, SAE publications, National Electrical Code (NEC),

American National Standards. Design all parts and sub-

assemblies in accordance with good commercial practice and

assure safe, efficient and practical design in keeping with

requirements peculiar to this type of system.




Page 34

c. The system can be easily and economically enhanced to meet the

future requirements in the next fifteen (15) years.

d. The BHS system with in-line EDS Security Screening shall

screen all originating ticket counter and FIS rechecked baggage

based on current TSA protocols.

e. Each subsystem of the BHS shall have an availability of not less

than 0.995 (99.5%) to be calculated on a monthly basis.

However, the maximum allowable downtime in a single

operating day shall be no more than 15 minutes on one

subsystem; additionally the accumulative downtime for all

subsystems shall not exceed 20 minutes.

f. No more than one failure per month of one of the PLC’s, and any

other control equipment within of any slave/master pair shall be

acceptable.

g. The maximum downtime where both slave / master PLC’s,

computer system etc. fail simultaneously shall be 10 minutes in a

year.

h. Tracking accuracy shall be defined as the percentage of

successfully tracked bags from an encoding position (e.g. EDS

device, etc.) to the final output device. Tracking accuracy in the

EDS system shall be a minimum of 97.0% (due to BRL being

provided (per PGDS V3 7.2.5.3)) calculated on a monthly basis,

for the total number of bags input into the baggage system.

Tracking accuracy is a measure of the system’s ability to identify

and control the location of the baggage from the point of

encoding to the correct output. Bags that have been proven to

have lost tracking within the CTX 9800 security screening

device will not be counted against the 97% tracking accuracy

figure.

i. The maximum acceptable bag jam rate shall be 1% based on the

number of bags inducted into the system during a 24 hour period.

No more than 3 bags real or virtual will be involved in any given

jam event.

j. The EDS “Fail Safe” rate shall be less than 0.5% of the total bag

volume, measured by the actual number of bags tripping the fail

safe (per PDGS V3 – 7.2.9.1).

B. The system design shall also pay particular attention to the following

requirements as established by the TSA within the CBIS:

1. Cost effectiveness while providing the levels of security and

performance in passenger level-of-service.

2. High throughput capacity

3. Energy conservation

4. Satisfactory environment




Page 35

5. Operational flexibility

6. Deliver bags with spacing that will sustain the throughput of the

CTX 9800 (no less than 12 inches (per PGDS V3 7.2.1.2))

7. Provide easy access to the level 3 baggage inspection areas for

the EOD robot in the event a bag fails level 3 inspections.

8. Safe and efficient use of space for maintenance and TSA staff at

entry/exit points and within working spaces.

10. Manual re-induction line that will transport bags from the level 3

baggage inspection areas (CBRA) to merge upstream of the EDS

loop.

11. Consideration of the amount of time a bag is in the system i.e.

95th percentile to arrive at diversion to the make-up system

within 10 minutes from induction onto the ticket counter load

conveyor (per PGDS V3 7.2.3.1).

12. Provide conveyors at either end of the CTX 9800 that are easily

removable to allow for the removal of the EDS device in the

event of a catastrophic failure or through changes in technology.

13. Sufficient level 2 OSR travel time (typically 45 seconds from the

exit of the device to the final decision point) is provided (per

PDGS V3 7.2.4.1).

14. Flexible design to allow for changes in screening protocol and/or

future upgraded security technologies.

15. High storage capacity upstream of merge points to absorb input

peaks, etc., without system saturation.

16. Multiple flow paths to permit continued operations despite

equipment failure and/or momentary peaks.

17. Default capability (anti-grid lock) to ensure that in the case of

saturation of any subsystem a back-up and fail-safe alternate

process path or discharge point is available (i.e., in no case shall

total system saturation occur).

18. Positive bag tracking shall be of shift register methodology using

a unique BHS tracking ID number; the use of FIFO shall not be

implemented.

C. Tracking on conveyors shall employ shaft encoders and strategically

located photoelectric sensors for verification. The system shall retain all

tracking information during an e-stop event.

D. Identification of out of gauge (OOG) bags (for the CTX 9800 device

shall be accomplished by the use of photocell baggage measuring array

installed prior to the ED’s machines. OOG bags shall be stopped and

removed manually to the Oversize CBRA area below the mezzanine.

E. The BHS system shall interface directly with the CTX 9800 security

screening devices. Allow for the transmission of data pertaining to




Page 36

individual bag security status (e.g. cleared, suspect, etc.). The BHS

control system shall allow for bag routing contingent on security status.

F. The BHS system shall provide the statistical information gathering and

report generation capability to display and print certain defined

information as established in the CBIS and as considered essential to the

successful operation of the system.

G. Typical clearances to Building Elements (as required by conveyor

components and baggage)

1. Overhead: 36" (from top of belt)

2. Lateral: 1'-0" along a wall and 6" along columns

3. Underneath: As required for maintenance

4. Work Aisles:

a. Work aisle width 3'-0"

b. Work aisle clear height 7'-6"

c. TSA CBRA work isle

(Between SB conveyor and ETD table) 4'-0"

5. Drive Aisles:

a. One-way drive aisle width 15'-0"

b. Two-way drive aisle width 25'-0"

c. Bypass aisle 10'-0"

6. Conveyors (General):

a. Maximum Standard conveyor length (5ft drive) 60'-0"

b. Maximum Standard conveyor length(mini drive) 15'-0"

c. Minimum Standard conveyor length (queue belt) 3'-6"

d. Nominal incline/decline (non-tracking) 15°

e. Maximum incline/decline (non-tracking) 18°

f. Nominal incline/decline (tracking) 12°

g. Maximum incline/decline (tracking) 15°

7. Power Turns & Spirals:

a. Power turn inside radius (standard) 4'-0"

b. Power turn inside radius (oversize) 5'-0"

c. Spiral drop (maximum) 1’ per 45°

H. Design, fabricate and install the BHS to limit combined equipment and

controlled ambient noise levels to the following allowable maximums:

Noise Level Ambient




Page 37

65 dB (A) In public areas, or ceiling above public areas and offices

(measured at a number of positions normally occupied

by passengers, public and staff).

75 dB (A) In bagroom and all other associated non-public areas or

unoccupied areas.

I. The BHS shall be designed to convey standard airline baggage tubs and

to process baggage having the following characteristics:

Conveyor Type Length Width Height

Standard Conveyor Maximum 54" 33" 34"

Standard Conveyor Minimum* 12" 12" 3"

* Items this size should be transported in an airline tub.

J. The BHS shall be capable of the following System Processing Rates:

Conveyor Type Minimum Processing Rate

Ticket Counter Lines (Each

Subsystem) 25 bags per minute

Outbound Transport Conveyors 50 bags per minute

Transport into/out of EDS device

As required by EDS device

manufacturer to achieve throughput

rate

EDS Device Throughput (CTX

9800)

640 bags per hour (per TSA design

standards for Medium Volume In-

Line CBIS)

K. BHS Controls Methodology

1. All EDS/outbound conveyor subsystems are to be controlled by

centralized programmable logic controllers (PLC’s) with Hot

Back-up for redundancy purposes.

2. All conveyors (with the exception of queue/metering conveyors)

in the EDS and sortation tracked zones shall employ variable

speed drives (VFD’s) with appropriate sized dynamic brake

resistors and shall be capable of operating at two speeds. VFD’s

shall be located at the drive unit.

3. The entire Outbound/EDS subsystem status will be monitored by

the existing fully redundant PC based workstations with full

reporting generating capabilities.

4. The system is “fail-safe”, per appropriate controls/software, as

required by the TSA, in that only “cleared” bags are diverted

from the EDS line to the outbound transport lines and subsequent

make-up device(s)




Page 38

L. Data Communication Network

1. Two network lines would be provided so that a failure of one

will not stop the complete system (i.e. 50% redundancy). The

PLC’s are evenly distributed on each network.

M. Reporting Capabilities

1. The BHS computerized Maintenance Information System (MIS)

shall provide the statistical information gathering and report

generation capability to display and print certain defined

information as established in the CBIS and as considered

essential to the successful operation of the system as a whole.

The following types of reports (per PDGS V3 – 7.2.14.2) will be

available:

a. Bag Data: Consisting of the following items (Assuming

this information is available to the BHS):

1). BHS Tracking ID Number for each bag (Shared

by BHS and EDS)

2). Bag Type (OOG or in-spec)

3). Screened by EDS Machine with machine Serial

Number

4). Time Stamped when entering into the EDS

machine or time Stamped when OOG bags are

identified

5). Level 1 Screening Status

6). Time Stamped at Level 1 Screening Decision

7). Level 2 Screening Status

8). Time Stamped at Level 2 Screening Decision.

Note: Not all EDS machines have the capability

to time stamp at both Level 1 and decisions.

9). Time Stamped when delivered to CBRA Unload

Conveyors

10). Time Stamped when removed from CBRA

Unload Conveyors

11). CBRA ETD Screening Station Number (if

available to the BHS)

12). Time Stamped when Resolved by CBRA

Screening Station (if available to the BHS)

b. EDS Statistics: Consisting of the following items (The

following statistics shall be considered SSI and treated

accordingly (Assuming this information is available to

the BHS)):




Page 39

1). Number of Bags Alarmed by Specific EDS

Machine

2). Number of Bags Cleared by Specific EDS

Machine

3). EDS Machine Faults (if known)

4). EDS Machine Hours of Operation

5). Start Time of Operation

6). Start Time of Fault

7). End Time of Fault

8). End Time of Operation

c. Dimensioning Statistics: Consisting of the following

items:

1). Total Number of Bags through the dimensioning

photocells

2). Total Number of OOG Bags

d. OSR Statistics: Consisting of the following items (The

following statistics shall be considered SSI and treated

accordingly (Assuming this information is available to

the BHS)):

1). Total Number of Bags through OSR

2). Total Number of Bags through OSR by EDS

Machine

3). Total Number of Bags Cleared by OSR

4). Average Time to Clear Bag by OSR

e. CBRA Area Statistics: Consisting of the following items

(The following statistics shall be considered SSI and

treated accordingly (Assuming this information is

available to the BHS)):

1). Total Number of Bags Received in CBRA

2). Total Number of Bags Cleared by CBRA

3). Total Number of Bags per CBRA ETD

Screening Station

4). Bag Time In/Out at each CBRA ETD Screening

Station

5). Number and Type of Alarmed Objects per bag

f. Time in System Statistics: Consisting of the following

items (Assuming this information is available to the

BHS):




Page 40

1). Minimum/Maximum Time Bag was in System

2). Average Time Bag was in System

3). Average Time Bag was in System by Screening

Level

g. Security Sensitive Information: Such as the following

items shall only be released to the TSA:

1). Screening Alarm %

2). Time to Decision

3). EDS Alarm Rates

4). OSR Alarm Rates

5). ETD Alarm Rates

9.1.4 Description of Operation

A. EDS security subsystem operation:

1. Level 1 – EDS screening in the “Automatic” mode: All

originating “in-gauge” checked bags shall be routed to a CTX

9800 device for security screening. The CTX 9800 device

software will automatically scan each bag. The CTX 9800

device will provide a status for the bag “clear” or “decision

pending” based on the assessment of the images and notifies the

BHS via the CTX 9800 / BHS interface. “Clear” Level 1 bags

will be routed to the sortation system using the most direct route.

2. Level 2 – On Screen Resolution (OSR) operation: Baggage that

receives a “Suspect” status from the CTX 9800 device will have

the suspect image delivered via the security interface network to

the OSR control room (level 2). The images shall be received

and displayed on monitors in the existing OSR control room

(located in Boarding Area G). An operator will view the image

in the display for a configurable time duration utilizing Threat

Resolution Tools (TRT) to determine if the bag is “Clear” or

“Suspect”. If the operator determines that the bag is suspect or

the allocated time period expires (typically 45 seconds), and no

decision has been rendered, the image and relevant bag will be

given a “Suspect” level 2 status and routed to the baggage

inspection room (CBRA) for review and appropriate handling.

“Clear” level 2 bags will be routed directly to the sortation

system.

3. Level 3 – Explosive Trace Detection (ETD) operation: Bags

with a “Suspect” Level 2 status will be transported to the new

mezzanine located CBRA room for further inspections and

appropriate handling (ETD). Cleared level 3 bags would be re-

introduced into the system via the clear bag subsystems

subsystem(s). “Failed” level 3 bags shall be handled per the local

EOD protocol.




Page 41

B. Each of the individual ED lines shall contain a number of queuing

conveyors upstream of the CTX 9800 device, which shall provide

separation of the bags and buffer the input flow to the individual

machines and allow for a balanced distribution of the bags among the

available equipment. Bags will be distributed to each EDS device by one

of two methods (either mode can be selected manually or automatically

in the BHS Control Room (implementation of these modes will be

described in detail in the 70% submittal)):

1. Round robin – utilized during periods of low bag volume

2. First available – implemented during peak bag volume, to attain

maximum throughput of a device

C. As soon as an ED line becomes unavailable (jam, motor overload, EDS

device failure etc.), the HSD feeding that ED line shall immediately

cease sending bags to that CTX 9800 device. Should bags be queued

upstream of the CTX 9800 device after it has become inactive, an

appropriate graphical/textual alarm shall be raised at the MDS indicating

this situation.

D. All ED line queue conveyors installed prior to and after the CTX 9800

devices shall have under slung motors installed to allow easy access to

the CTX 9800 device(s) by TSA agents who are responsible for both

testing and clearing of CTX 9800 internal bag jams.

E. Upon bag arrival, at the conveyor directly interfacing any of the CTX

9800 devices, the BHS shall, through the BHS-EDS interface(s), “hand

over” the bag to the CTX 9800 device by sending (or receiving) a 10-

digit dummy bag ID number. The BHS system shall track that baggage

item with the unique 10-digit dummy # until diverted to the clear bag

transport line.

F. The CTX 9800 device software will automatically scan each bag. The

CTX 9800 device will provide a status for the bag “clear” or “decision

pending” based on the assessment of the images and notifies the BHS via

the CTX 9800 / BHS interface.

1. All bags will be tracked in dynamic PLC RAM via a memory

model from first point of ID and tracking actually ends at the

entrance to the CTX 9800 device or the handoff point to the

CTX 9800 device since the CTX 9800 device takes over.

Tracking starts again at the handoff point from the CTX 9800

device to the BHS. The memory model will be updated in real-

time to reflect the position of the bag on every conveyor.

2. All “clear” level 1 bags will be diverted from the ED line by the

high speed diverters located downstream of the EDS device to

clear bag lines for transportation to the existing make-up units

located on the ramp level.

G. Level 2 Screening:




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1. Baggage that receives a “Decision Pending” status will have the

suspect image delivered via the security interface network to the

EDS security monitoring area (level 2). The images shall be

received and displayed on monitors in the common use OSR

room (located in Terminal 6).

2. An operator will view the image in the display for configurable

time duration. If the allocated time period expires, and no

decision has been rendered, the image and relevant bag will be

given a “Suspect” level-2 status and routed to the CBRA

inspection area via the suspect bag (AL) subsystems.

3. The level-2 operator will press the “Clear” button for resolved

alarms.

a. These bags will be assigned a “Clear” level-2 status. The

clear bags will be diverted to the Clear Bag mainline for

subsequent sortation to a make-up device.

b. The information will be transmitted back to the BHS via the

CTX 9800 / BHS interface.

c. The BHS will update the information referenced to the ID#

and continue to track the bag and route the bag to the clear

bag line for sortation to the output destination.

4. An operator will press the “Unclear” button for images that

cannot be resolved in this process.

a. These bags will be assigned a “Suspect” level 2 status.

b. The information will be transmitted back to the BHS via the

CTX 9800 / BHS interface.

c. The BHS will update the information referenced to the ID#

and continue to track the bag through the level 3-diversion

point.

d. “Suspect” level 2 bags will be diverted to the suspect bag

subsystem for subsequent transport to the respective CBRA

inspection area.

H. Level 3 Screening:

1. All CBRA (level 3) designs and operations will comply with the

TSA’s PGDS V3.0

2. As a bag enters the CBRA it will initially be conveyed to the

furthest available/active ETD baggage removal point (BRP). If

additional bags are following upstream they will queue at the

next upstream queue conveyors.

3. The following is the initial screen displayed when a valid bag

first triggers the BRP photocell and stops at that removal

conveyor:




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d. When a bag triggers the active BRP’s head end photocell

the baggage status and bag information shall be displayed

on the bag status display (BSD) associated with that BRP.

The BRP BSD will display the following:

1. Enabled softkey – pressing will disable the BRP. The

removal queue will still act as a queue conveyor if there

are additional BRPs downstream.

2. Status and Data Bar

a. Which screening device the bag was screened by

b. BAG (Pseudo) ID number

c. BHS PLC or CTX 9800 PLC generated ID number

d. Bag Status

3. Direction Guidance Bar – Present clear feedback to

provide a controllable action by the TSA operator

4. Action Bar – Location where all TSA soft key inputs

will take place

a. All available BIT stations (green) and all non active

or occupied BIT stations (red)

b. Print Tag Data option.

4. A TSO will then select from the BSD action bar the baggage

inspection table (BIT) where they would like the bag information

transferred to. This bag information will then be displayed at the

BSD located at the BIT the TSO has selected. As a positive

feedback method, the BRP display will momentarily highlight

the selected BIT softkey to indicate to the TSO that the

information had been transferred to the inspection table display.

Once data transfer has been confirmed the TSA can slide the bag

from the BRP to the inspection table. After the BRP photocell

has been unblocked for 5 seconds (adjustable in the PLC) the




Page 44

queue conveyor will re-activate to allow additional bags to be

conveyed past if there are additional available BRPs

downstream.

5. Once the information is transferred to the BIT display, the BIT

position will be indicated as a red color on the removal display to

indicate that position is in process and already has a bag at that

table. The system will be designed to prevent a second bag from

becoming staged at the BRP adjacent to the unavailable BIT if

there are other BITs available downstream.

6. The BIT display will have the following information displayed:

1. BHS or EDS Pseudo ID – This should also have a

background color behind the text indicating the bag

status, cleared = green, alarmed = red, errored / EDS

unknown = yellow, BHS Unknown = blue, OG =

Orange

2. TRANSFER TO BVS softkey

3. VIEW LOST BAGS softkey

4. ENABLED softkey

5. BAG CLEARED – time stamps the associated bag,

and re-activates the BIT

7. The TSO will press the TRANSFER TO BVS input to transfer

the bag ID information to the CTX 9800 BVS network through a

serial interface connection. If the BVS network is able to find

the indicated bag information with an image, the image will be

recalled up on the BVS screens.

8. After pulling up an associated image and screening the bag, the

TSO will press the BAG CLEARED softkey to time stamp the

inspected bag (associated with the bag ID) and reactivate the

BIT, then slide the cleared bag onto the CLx clear bag line using

sliding top ETD tables.




Page 45

9. If the furthest downstream BIT station is indicated as

DISABLED, the system will not convey a bag to that removal

point; instead it will stop the bag at the next available upstream

BRP.

10. For all non-valid bags that local TSA protocol requires to be

reinserted upstream of the CBIS for rescreening, the BRP BSD

will display on its DIRECTION GUIDANCE bar that the bag is

non-valid. The TSA operator then has the option to select a BIT

to transfer the bag data to or they can dispatch the bag to the

reinsertion line. After TSA activates the reinsert dispatch key,

the bag will continue to be transported down the AL alarm line

tracked by the PLC as a “reinsert bag”. If the bag queues at any

downstream BRP, the associated BSD will indicate that the bag

is destined for the reinsert line and is not to be removed. The

BHS PLC will then automatically transfer the bag from the last

AL removal queue onto the first conveyor of the reinsert line.

The reinsert line will only start up after a TSA agent has

activated the “DISPATCH TO REINSERT” soft key on the

BSD.

11 In total there are anticipated to be 12 baggage removal points in

the each boarding area CBRA room, the rooms will be designed

using the following criteria:




Page 46

a. Each CBRA room will be fully enclosed to aid in

keeping ambient noise levels to a minimum.

b. Fatigue matting will be installed throughout the CBRA

room in coordination with the design team architect.

c. Conveyor shrouding with toe-kicks will be installed

along the entire ALx alarm line and on the CLx clear bag

line located inside the CBRA area.

12. The method to provide a no-lift solution for the local TSOs has

yet to be developed, but it’s anticipated that sliding top ETD

tables will be installed to ensure all bags are transitioned in an

ergonomically and non-abrasive manner.

13. A single Dymo type thermal printer will be located as dictated

by local TSA inside the CBRA (total of two –(2) for each the

BAA and BAG CBRA rooms). The printer will print bag data

from any BRP BSD in the event CBRA demand becomes surged

and bags need to be staged on the floor until the surge subsides,

and screening can catch up with the incoming demand.

14. An E-STOP lanyard will be installed across the entire AL and

CB conveyor line to ensure each TSO has an emergency stop

method within arm’s reach. Once the lanyard has been pulled, a

single re-start control station will be located at the downstream

end of the alarm line to reset the system and start the conveyors.

15. A reinsert line RI is directly interfaced with the AL alarm line to

provide a no-lift solution for any bag that is required to be

reinserted upstream of the CBIS. Reference section 4.6 for a

description of the reinsert line. Clear level 3 bags will be re-

inducted into the system via the Clear Bag line for subsequent

transport to the baggage sortation system.

I. Fail Safe - Clear Bag (CB) Diversion




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1. The Control system shall provide for fail-safe controls at the

Vertical Sorters and HSD diverters to the CB or AL subsystems

to ensure that all bags that are supposed to be diverted to the

suspect bag or make up system are actually diverted. Failsafe

photocells shall be employed on the mainline immediately

downstream of the diverters. When a bag is supposed to be

diverted to this line, the receiving conveyor shall verify that the

bag is received and the photocell immediately downstream of the

diverter on the mainline shall verify that no bag is detected in the

window where this bag was or no unknown bag is found prior to

another successfully tracked bag passing this photocell. If the

bag is not verified to be received on the CB/AL conveyor or a

bag is seen on the mainline that should have been diverted, stop

the mainline, raise an alarm at the MDS identifying a failed to

divert bag at the CB/AL subsystems and include the bag ID in

the alarm (to assist staff in finding the bag that failed to divert).

Require reset of this condition, after clearance of the alarm

condition, to restart that mainline (use the appropriate local start

pushbutton to actually restart the subsystem).

J. Re-Insert Line:

1. For all non-valid bags required by local TSA protocol to be

rescreened by the Level 1 EDS devices, a reinsert conveyor line

RIx has been designed to allow a direct transport solution from

the discharge end of the alarm line to the charge end of the

reinsert subsystem.

2. At each BRP BSD, the TSA operator will have the option to

assign the bag as a reinsert bag (only if it has a non-valid status).

The BHS PLC will then track this bag down the remaining AL

queue conveyors and transfer the bag from the last downstream

AL BRP to the charge end of the RI conveyor. The RI

subsystem will only start up once the BHS PLC receives the

input that the DISPATCH TO REINSERT softkey of the BSD

has been activated.

K. E-Stop Functionality:

1. Activation of any CTX 9800 E-stop will stop the associated ED

subsystem conveyors and CTX 9800 device.

2. Activation of an ED conveyor subsystem E-stop shall not E-stop

the CTX 9800.

3. The BHS PLC control system shall retain all bag tracking data

during an e-stop event.

L. EDS Test Mode

1. The control station located at the entrance conveyor of each CTX

9800 device shall be provided with a NORMAL/TEST mode




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keyed selector switch on the front panel. The key shall be

removable only in the NORMAL mode.

a. In the NORMAL mode the BHS shall operate as already

outlined in this document.

b. When in the TEST mode the BHS Contractor will ensure

the entrance and exit conveyors are running this will allow

TSA personnel to carry out mandated daily CTX 9800 IQ

test regardless if the remainder of the bag system is up and

running (i.e. auto shutdown).

c. In the TEST mode (primarily used by the TSA and/or MDI

for testing/calibration of the CTX 9800), all bags input for

testing shall stop upon reaching the head end photocell of

the CTX 9800 device exit interface conveyor. The test bag

shall require removal by the TSA agent, who would then

actuate the start pushbutton on the control station to re-start

the exit conveyor.

d. While in the TEST mode, originating/transfer bags will not

be diverted off the outbound mainline to the CTX 9800

device under test.

e. The BHS Contractor will coordinate with MDI for the CTX

9800/BHS interface, BHS controls and exit interface

conveyor BHS control station requirements for the TEST

mode.

M. EDS Insert Mode

1. An INSERT BAG selector switch shall be included at the

entrance conveyor prior to the CTX 9800 device entrance

conveyor and shall operate as follows:

a. Operations staff shall wait for an available window and

place the INSERT BAG selector switch to manual mode

(left hand position). This shall stop the last BHS conveyor

prior to the CTX 9800 device.

b. While in the selector switch is in the INSERT BAG mode,

originating/transfer bags will not be diverted off the

outbound mainline to the CTX 9800 device until the switch

is placed back in the normal mode.

c. Operations staff shall place the bag on the conveyor and

then position the INSERT BAG switch to the right hand

position (normal position). The bag will then be

automatically transported into the CTX 9800 device.

Originating bags will again automatically start to be

diverted off the outbound mainline to the CTX 9800 device.

N OSR Time




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1. The tables below show the worst case OSR travel time (45

seconds required per the PGDS) for each matrix. The ED lines

not shown exceed these worst case times:

Subsystem Type Length Fpm Sec

Total

O System Conveyor Speeds

1. Actual conveyor speeds and conveyor ID numbers for all

International Terminal boarding areas A and G CBIS subsystems

will be provided as part of the 70% TSA submittal and will

reflect those speeds as recommended/established in the BHS

simulation/model.

9.2 Architecture

A. CBRA Room

1. Materials of Construction

a. There are no planned modifications to the existing structure for

the proposed location of the CBRA Room.

b. All proposed walls associated with the CBRA Room will be

constructed in accordance with local building codes and airport

security requirements.

c. All proposed ceilings associated with the CBRA Room will be

installed in accordance with local building codes and airport

security requirements.

d. The proposed CBRA Room will be located within the existing

building structure and it is anticipated that no new roofing will

be required.

B. All proposed interior finishes associated with the CBRA Room will be installed

in accordance with requirements and approval.




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9.3 Structural Design Criteria

A. Structural Load Criteria

1. Dead Load

2. Live Load

3. Wind Load

4. Seismic Load

B. Structural Load Resisting Overview

C. Vertical Load Resisting Overview

D. Foundation System

E. Lateral Load Resisting System

9.4 Mechanical Systems

A. Design Criteria

B. HVAC Systems

1. Baggage Screening Area

2. CBRA Room

4. IT Room

9.5 Plumbing Systems

A. Design Criteria

B. General

9.6 Electrical Systems

A. General:

1.

9.7 Fire/Life Safety

A. Fire Protection

B. Electrical

1. N/A

2. Fire Alarm System The existing facility fire alarm system will be utilized

for the areas containing the new BHS. If necessary, additional fire alarm

devices will be installed in accordance with the National Fire Alarm

Code (NFPA 72).

9.8 Security/IT

A.

9.9 BHS/EDS System Power Requirements

A. The power calculations for the International Terminal boarding area A and G 100%

In-Line EDS Security Renovation required a ROM total of 3000 full load amps, 3-




Page 51

phase, 60 Hz, 480-Volt. There are 1000 amps of the 3000 being utilized in the

existing systems, therefore an additional 2000 amps needs to be provided for the

new system. Actual power requirements will be further refined as the design

progresses through the design development phase.

B. The BHS Motor Control Panels (MCP) along with the power supply from the

MCP’s to the BHS conveyor equipment, including the associated BHS electrical

field components will be specified under the BHS specification to be provided by

the BHS Contractor.

C. The BHS power requirements are based on a 3-phase, 60 Hz, 480-Volt power

supply. Control voltage is based on 120 volt, 60 HZ, single-phase. Two separate

power feeds should be provided for each MCP, a 480V for the conveyor motors and

120V power supply for the MCP’s interior maintenance light and receptacle. For

coordination purposes, it should be noted that the 480V and 120V power supply for

the various MCP’s will be specified under Division 16, and to be provided by the

electrical design/build contractor at the coordinated MCP locations. Specified

requirements (for both power supplies) should include each MCP power drop point

to be comprised of a conduit and cable in an appropriately sized junction box,

connected at its source to an appropriately sized circuit breaker located at the facility

substation. Additional power drop point (if required) should terminate in close

proximity to the respective MCP location(s), with a 20’ coiled cable which will be

utilized to wire in the MCP’s main power disconnect panel.

D. The electrical supply distribution system shall be designed to provide flow

redundancy in all cases, in effect creating two independently powered baggage-

handling systems. For example, portions of the system are powered (and controlled)

from independent conduit feeds, motor control panels, 480 volt MCP feeders,

switchgear buses, transformers and high voltage feeders, such that a failure of any

power source element will not affect any more than 50% of the BHS processing

capability of multiple subsystems of the same type. The International Terminal

boarding area A and G BHS/EDS system will be designed to ensure both power and

control system design (including data communications highways, UPS etc.) are

based on a minimum requirement of 50% systems redundancy.

9.10 ETD/EDS Power Requirements (Based On CTX 9800 Units)

A. The main system power at the CTX 9800 unit is 480V, with a voltage tolerance of

+10%/-10%, 60Hz and a 40-amp service. The In-Line EDS will include a total of

five (5) security-screening machines. The required power feeds and related UPS

units, as detailed in the supplier’s literature, are required for each machine; these

should be specified under Division 16, to be provided by the design/build electrical

contractor at the coordinated Explosive Detection System locations.

B. In addition to the above noted requirements, it is recommended that convenience

outlets (for tools and test equipment) be provided both at the scanner locations and

at the workstation areas

C. For the ETD areas within the Terminal boarding area A and G bag room space,

please reference the appropriate ETD specifications,




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D. The estimated power consumption for the CTX 9800 is 9.7 kilowatts per hour per

device (48.5 kilowatts per hour for the five – (5) CTX 9800 devices per boarding

area)

9.11 BHS Maintenance Utility Receptacles

A. It is recommended that Division 16 include installation requirements for BHS

maintenance utility receptacles (120VAC, 20 ampere grounded duplex receptacles)

to be provided along the new conveyor line paths (e.g., at the drive locations, on

long conveyors). The design objective for the maintenance outlets should be to

provide a sufficient number of receptacles so that all areas requiring maintenance on

the Baggage Handling System is not farther than 30 feet from a receptacle to permit

the use of small power tools with a 50 foot (maximum) extension cord.

9.12 Other Design Considerations

A. The following are design considerations for the International Terminal CBIS/BHS

system:

1. Motor Control Panel (MCP) areas: BHS MCP’s will be located within the

existing security screening matrix area. MCP sizes and locations will be

coordinated during design development.

2. Removable conveyors are to be provided at the CTX 9800 devices to allow

devices that have had a catastrophic failure or are being replaced due to

advances in technology to be removed with the minimum of impact on the

rest of the system.

3. Fire/Sprinkler System Interlock Requirements: The BHS Contractor will be

required to coordinate and provide the necessary interlocks/controls at the

new BHS motor control panel(s) to shut down the conveyor line(s) when an

activation signal is received from the wet/dry sprinkler system (to be

provided by others). Activation of any sprinkler zone associated with the

baggage handling system shall initiate shutdown sequence of all baggage

handling conveyors in the respective zone. The BHS Contractor will only be

required to provide the necessary interface to each of the BHS motor control

panels to accommodate the function; all required conduit and wiring from the

fire system to the BHS motor control panel should be specified to be

provided by the Fire System Contractor.

9.13 BHS Environment Requirements

A. The CTX 9800 environmental operating envelope is:

Temperature: 15-120°F

Humidity 10-85% non-condensing

B. The total weight of the CTX 9800 is 16,800 lbs with a floor loading of

approximately 488 lb/sq ft (based on average floor loading at machine feet).

C. BHS components will be specified to be designed/engineered to operate

satisfactorily in its respective environment as follows:

1. Mechanical - Indoor (Bagroom Environment)

Temperature: 32° to 120° F (0° to 45°C)




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Relative Humidity: 5% to 99% Non-condensing

Protected from direct exposure to weather

2. Electrical/Electronic Equipment inside Control Panels



3. Electrical/Electronic Equipment - Indoor (Bagroom Environment)



Protected from direct exposure to weather

4. Electrical Equipment Inside Computer Rooms/EDS Workstation Areas

Temperature: 55° to 80° Fahrenheit (13° to 27° Celsius)

Relative Humidity: 5% to 60% Non-condensing.




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10.0 Preferred Option E Cost Analysis

10.1 Preferred Alternative

A. A life cycle cost (LCC) analysis of the alternatives was conducted as part of the

10% pre design submittal. Based on the LCC analysis of each alternative, the

preliminary ranking, and discussions with TSA and SFO staff, a decision was made

as to the optimal solution that would best meet the Airport’s needs while

remaining a viable cost-effective alternative for TSA.

B The LCC analysis was based on the methodology presented in PGDS Chapter 8.

A real discount rate of 7% per year and an analysis period of 20 years were used.

The costs used in the LCC analysis were based on the costs provided in PGDS

Chapter 8 unless otherwise stated. The methodology used to calculate the LCC’s

is described below:

Option A -

TSA changes

with 9400’s

and single

CBRA

Option B- TSA

changes with

9800’s and

single CBRA

Option C -

PGDS v3

compliant with

9800’s and

redundant

CBRA

Option D -

TSA changes

with 9400’s

and redundant

CBRA

Option E -

Existing 9000's

replaced with

9800's and

redundant

CBRA's

Capital Costs

Screening equipment

purchase $13,200,000 $12,000,000 $12,000,000 $14,400,000 $12,000,000

Screening equipment

installation $4,675,000 $4,250,000 $4,250,000 $5,100,000 $4,250,000

Screening equipment

refurbishment $0 $0 $0 $0 $0

Screening equipment

replacement $13,200,000 $12,000,000 $12,000,000 $14,400,000 $12,000,000

EDS cost of removal $275,000 $275,000 $275,000 $275,000 $275,000

Operating and Maintenance

Costs

Screening equipment

maintenance $1,026,146 $932,860 $932,860 $1,119,432 $932,860

Incremental BHS

maintenance costs (including

additional maintenance

personnel)

$0 $0 $0 $0 $0

Screening equipment

operating $63,092 $57,356 $57,356 $68,827 $57,356




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Option A -

TSA changes

with 9400’s

and single

CBRA

Option B- TSA

changes with

9800’s and

single CBRA

Option C -

PGDS v3

compliant with

9800’s and

redundant

CBRA

Option D -

TSA changes

with 9400’s

and redundant

CBRA

Option E -

Existing 9000's

replaced with

9800's and

redundant

CBRA's

Incremental BHS operating

costs $0 $0 $0 $0 $0

Staffing Costs

TSA Screener and

Supervisor $1,853,280 $1,347,840 $1,347,840 $1,684,800 $1,347,840

Staff associated with

manual loading (porter) of

bags

$0 $0 $0 $0 $0

Present Value Cost

$56,958,656 $48,327,972 $48,327,972 $58,538,124 $48,327,972

C. It was assumed that installation of the modified in-line system would begin in

2011 and that the DBU of the in-line system would be in 2012.

D. All CTX 9800 machines were assumed to be refurbished after 7 years and

replaced with new machines 4 years later.

E All maintenance costs were assumed to be covered by the manufacturer during the

first year of operation of a new EDS machine.

F Using expert judgment, incremental BHS operating costs were calculated at 10% of

the screening equipment operating costs.

G It was assumed that the EDS machine residual value equals the disposal cost of

the EDS machine. As these two costs balance each other, they were not included

in the calculations.

10.2 Several qualitative criteria were used to assess the alternatives based on expert judgment,

namely:

A Customer level of service – the effect that each alternative would have on the

passenger’s experience at SFO.

B Effect on SFO international terminal operations – the reliability and

maintainability of the EDS equipment and the contingency procedures that could

be implemented if a machine were inoperative during a peak period, as well as the

effect that the alternative would have on the airlines.

C Economic considerations – the costs associated with TSA staff salaries and with

implementing and maintaining the alternative.

E. Design criteria – the effect that the alternative would have on existing facilities

as well as the ease with which the alternative could be constructed or expanded.

F Considered Costs




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G Capital costs

10.3 The following summary indicates the design criteria that was established and

incorporated to the Option E design:

A. Compliance with the latest published TSA PGDS version 3 for 100% Checked

Baggage Screening of all originating bags out of SFO International Terminal.

B. The design year is 5 years beyond the date of beneficial use (DBU (2017)).

C. Best use of the facility space/footprints to accommodate the proposed In-Line

EDS designs.

D. Operational considerations (e.g., Processing Times, Redundancy, Capacity).

E. Economic considerations (e.g., Capital Cost, O&M Cost to carriers/TSA).

F. Construction considerations for the on-going airline operations; In-Line EDS

designs to include a phased-in implementation approach.

G. Provision of a high level of security.

H. Minimal baggage screening processing time.

I. Maximized baggage throughput rates.

J. Right size TSA staffing requirements.

10.2 Budgetary Capital Costs and Electrical Requirements

A. The following outlines our opinion of probable budgetary capital costs for each

one of the BHS/EDS options. It should be noted that the total budgetary cost

estimates are based on 2011 dollars and include the following:

B. BHS conveyor and mechanical equipment supply and installation

C. Existing BHS conveyor demolition

D. BHS electrical equipment supply and installation

E. New MCP's and PLC/Controls

F. Shipping and Insurance

G. Operation and Maintenance Manual Addendums

H. Operation and Maintenance Training

I. 90 day BHS Contractor site support after conditional acceptance

J. BHS Contractor - Project Management

K. Updates to the existing BHS Computer and monitoring systems (MDS/MIS

(includes software development))

L. Taxes

M. BHS Testing and commissioning

N. Initial Spare Parts Inventory




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10.2.1 Based on the assumptions and costs provided above, the total net present value of the

LCC’s for each of the alternatives is presented below.

A. The LCC for the Preferred Alternative is $48,327,972.

B. The capital cost for the EDS BHS screening equipment and corresponding

architectural requirements are shown below.

BHS Conveyors/Controls $

Mezzanine CBRA Enclosures $

Total Project Probable Cost $

10.3 TSA Reimbursable Cost Estimate Spreadsheet

A. The following drawings depict the conveyor systems (in red) that fall under the

TSA reimbursable funding. The spreadsheet is the TSA provided cost estimate

spreadsheet that details the breakout of the TSA reimbursable amount




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10.4 Preferred Alternative Phasing and Constructability Technical Memoranda

A. SFO International Terminal is a fully operational terminal; the BHS/CBIS project

in both the North and South concourses will be executed in the following phases

during the off-hours.

B. Phase (1) – Design Development (30%, 70%) will be provided by BNP

Associates,

C. 100% and Construction Documents will be provided by the BHS Design-Builder.

D. As this BHS/CBIS project moves forward the TSA requires that the design meets

their planning guidelines and design standards for Check Baggage Inspection

Systems (Version 3.0). There are (3) remaining design phases that need to be

completed:

E. Detailed Design

1. This deliverable contains (3) sub-phases including;

30% Design Phase (BNP)

70% Design Sub-Phase (BNP)

100% Design Sub-Phase (BHS Design-Builder)

F. Construction Phase

1 Over-sight of the successful BHS Contractor

2 Testing and Commissioning over-sight (per the TSA PGDS v3)

3 Operational Training over-sight

4 Phasing is somewhat sophisticated since the new system will be located on

a existing mezzanine above the current inbound baggage operation. The

“In-Line” baggage screening system will require new EDS machines

(supplied by the TSA), so the existing screening operation can continue in

the existing building until the new baggage system and new EDS machines

are installed and commissioned in phases. The following briefly describes

the North phasing the South will be very similar.

5 Phase 1 will involve the demolition of the existing conveyors on the

mezzanine that housed the level 3 devices and rerouting of the existing first

suspect bag divert to still allow suspect bags to be transported to the

existing CBRA area located on the ramp level floor.

6 Phase 2 will be the installation on the mezzanine of the redundant CBRA’s.

Construction of the rooms to house the CBRA’s will also be performed this

phase.

7 Phase 3 will be the demolition/reconfiguration of the first 2 CTX 9000 ED

lines and the installation of the first CTX 98000. ISAT of this line and the

CBRA will be preformed.

8 Phase 4 Removal of the next CTX 9000 and installation of CTX 9800

number two. A second ISAT will be performed




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9 Phase 5 Removal of the next CTX 9000 and installation of CTX 9800

number three. A third ISAT will be performed.

10 Phase 6 has the removal of the last two –(2) CTX 9000’s, reconfiguration

of the entrance and exit conveyors and the installation of the last two – (2)

CTX 9800’s and final ISAT followed by full system rate and throughput

tests.

10.5 Project Schedule

A The overall project schedule that will detail CTX 9800 delivery dates will be

developed and provided upon confirmation of funding agreement between SFO and

the TSA. It is anticipated that installation will commence in the 1st quarter of 2011.

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