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B N P B N P
ASSOCIATES, INC.
SAN FRANCISCO
INTERNATIONAL AIRPORT (SFO)
TERMINAL 3 - BOARDING AREA F
IN-LINE
BAGGAGE SCREENING SYSTEM OPTIMIZATION
30% TSA Basis of Design Report
May 30, 2011
Prepared by
San Francisco International Airport
Terminal 3 Boarding Area F 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
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page ii
TABLE OF CONTENTS
Description Page
1.0 List of Acronyms ............................................................................................................................ 1
2.0 Background .................................................................................................................................... 3
3.0 Existing System Description .......................................................................................................... 4
4.0 Executive Summary ....................................................................................................................... 5 4.1 Summary of Baggage Processing Requirements: ............................................................... 5 4.2 Summary of Cost Estimates for Preferred Option D: ......................................................... 6 4.3 Summary of the inclusions within this 30% TSA submittal: .............................................. 7
5.0 Planning Premises .......................................................................................................................... 9 5.1 Capacity Planning Schedule ............................................................................................... 9 5.2 Peak Hour Load Factor ....................................................................................................... 9 5.3 Peak Hour Traffic Distribution ........................................................................................... 9 5.4 Average Number of Bags per Passenger ............................................................................ 9 5.5 Oversize and OOG Bags ................................................................................................... 10 5.6 Surge Factor ...................................................................................................................... 10 5.7 Growth Factor ................................................................................................................... 10 5.8 Check-in Profile ................................................................................................................ 11 5.9 Aircraft Capacities ............................................................................................................ 12 5.10 Security Screening Parameters ......................................................................................... 13
6.0 System Analyses ........................................................................................................................... 14 6.1 Originating Baggage Requirements .................................................................................. 14 6.2 EDS Requirements ............................................................................................................ 14 6.3 Recheck Baggage Rates .................................................................................................... 16
7.0 BHS Analysis Results and Summary ......................................................................................... 17 7.1 Screening Bag Rates ......................................................................................................... 17 7.2 Security Screening Requirements ..................................................................................... 17
8.0 Analysis Charts – Design Year 2017 .......................................................................................... 18 8.1 Boarding Area F – Screening Bag Rate (CTX 9800) ....................................................... 18 8.2 Boarding Area F Level I Screening Requirements ........................................................... 19
9.0 CBIS Options ................................................................................................................................ 20 9.1 Identification of Initial Concepts ...................................................................................... 20
10.0 Quantitative Assessment of Feasible Options ............................................................................ 24 10.1 Preferred Concept D ......................................................................................................... 25
11.0 Preferred Concept D Cost Analysis ............................................................................................ 48 11.1 Preferred Alternative ......................................................................................................... 48 11.2 Budgetary Capital Costs and Electrical Requirements ..................................................... 50 11.3 TSA Reimbursable Cost Estimate Spreadsheet ................................................................ 51
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page iii
12.0 Preferred Alternative Phasing and Constructability Technical Memoranda ........................ 54 12.1 General .............................................................................................................................. 54 12.2 Detailed Design ................................................................................................................. 54 12.3 Construction Phase ........................................................................................................... 54 12.4 Phasing Description .......................................................................................................... 54
13.0 Project Schedule ........................................................................................................................... 55
14.0 Flight Schedules ........................................................................................................................... 57
Appendix A ............................................................................................................... Phasing Drawings
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 1
1.0 List of Acronyms
ADPM Average Day of the Peak Month
ATO Airline Ticket Office
ATR Automatic Tag Reader
ATSA Aviation and Transportation Security Act
BAF Boarding Area F
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
CO Continental Airlines
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
SSTP Site Specific Test Plan
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 2
TCU Threat Containment Unit
TSA Transportation Security Administration
UA United Airlines
VFD Variable Frequency Drive
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 3
2.0 Background
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 Airlines and American are the two largest carriers
and Virgin America has its principal base of operations in San Francisco.
Formerly known as the North Terminal, Terminal 3 is made up of Boarding Area E (gates 60–
60A, 61, 62A–B, 63, 64–64A, 65–65A, 66–66A, 67) and Boarding Area F (gates 68–72, 73–73A,
74–75, 76A–76B, 77A–77B, 78A–78B, 79–86, 87–87A, 88–90). Boarding Area F (BAF) is
utilized by United Airlines, Air Canada and Continental Airlines.
SFO, TSA and UAL are looking to replace the existing BAF CBIS system and for it to become
PGDS version 3 compliant because both the existing CTX 9000 EDS machines have exceeded
the expected design life and more significantly the CBIS system experiences an excessive number
of mis-tracked bags possibly caused by a combination of mechanical and PLC issues which
consequently results in the CBRA area and its associated TSA workforce being overloaded with
unknown bags. Reconfiguring the CBIS will improve the operational effectiveness of the system,
meet current CBIS design guidelines and also allow the CBRA areas to be designed to abide by
the TSA’s no-lift policy as recommended in the PGDS version 3 dated 27 November 2009.
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 4
3.0 Existing System Description
In 2002 an in-line EDS system was incorporated into the existing boarding area F (BAF)
outbound mainlines as illustrated below. The system has eleven – (11) CTX 9000 Morpho
Detection Incorporated (MDI) EDS machines in two banks of four – (4) and seven – (7) each.
There are currently three mainlines that feed the existing EDS screening system:
TC1 routes bags to ED4, ED5, ED6, ED7, and can also send bags to ED8 through ED11
via a vertical merge device.
TC2 routes bags to ED1 through ED3.
TC6 routes bags to ED8 through ED11 after feeding into the same vertical merge TC1
utilizes.
Additionally there are three clear bag mainlines, CB1, CB2, and CB3, that leave the screening
system and transport bags out to the existing sortation system.
The system utilizes two adjacent CBRA areas that process all alarmed and lost in track bags that
have gone through the existing CTX 9000 screening devices. Currently the TSA staff utilizes
thermal printed tags that display the bag information and a bar code to look up the bag image on
the CTX PTRI search workstations.
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 5
4.0 Executive Summary
The San Francisco International Airport has completed and issued to the TSA the 10% Pre-
Design Phase for the enhancements to the existing Integrated In-line Checked Baggage Inspection
System (CBIS) of the existing Terminal 3 Boarding Area F. The overall objective of this phase
of the project was to develop a preferred concept for a new integrated In-line 100% Checked
Baggage EDS Security Screening and to determine the scope of any required building interface
work. The information obtained in this 10% Pre-Design Phase assisted SFO and United Airlines
with the OTA application process for TSA funding of the (CBIS) Check Baggage Inspection
System.
The major objectives of the proposed Integrated In-line CBIS are:
Upgrade the existing in-line system CBIS 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
Provide capacity for future growth
The Basis of Design criteria outlined in this 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).
The objective of the pre-design submission was to support the “In-Line Support Application”.
Specifically:
SFO and UAL were seeking preliminary approval of the Basis of Design for the
optimization of the existing Boarding Area F In-line EDS screening systems.
SFO and UAL would like to secure a commitment from the TSA to reconfigure the existing
system as required to support the new security screening system.
SFO and UAL 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 SFO ILDT has already submitted the Preferred Alternative Analysis
Report detailing multiple in-line solutions that were evaluated per a qualitative assessment matrix.
This pre-design review package was submitted to the TSA on February 01, 2011. The result of
this was the signing of an OTA agreement between SFO and the TSA on March 16th, 2011.
4.1 Summary of Baggage Processing Requirements:
The starting point of the SFO Terminal 3 Boarding Area F EDS expansion project was to
determine the processing requirements of the Baggage Handling System (BHS). BNP
performed a numerical analysis based on information provided by the design team and
BNP’s experience on other similar projects. The planning assumptions and results of the
analysis are detailed within this report. The processing requirements are based on the
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 6
August 2010 flight schedule as provided by SFO and UAL. A 1.1% to 1.3% annual
passenger growth factor (for Domestic and 3.9% for international recheck traffic forms
the basis of the forecast to design the BHS. SFO and UAL have also confirmed this
annual growth rate which is provided by 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 Terminal 3 - Boarding Area F (United
Airlines) 2017 Requirements
Peak Originating Bag Rate 48 bags per minute
Load Factor 90%
Average Bags Per PAX (per airline input) 1.48 International
0.93 Domestic
Type of EDS device CTX 9800
Number of EDS devices (N+1) 5 + 1 (6 total)
CTX 9800 bags per hour throughput 640 BPH
Peak capacity – combined all loops (5 devices) 3200 BPH
Peak 10 min throughput (year 2017)
500 bags (equates to 3000 bph)
(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 (2017 (includes OOG &
OS)) 20 (15 CBRA and 5 Oversize)
Number of OSR Stations 4
% of oversize bags (4%) and OOG bags (2%) 6%
* Per SFO and UAL 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
4.2 Summary of Cost Estimates for the Preferred Option D:
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
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 7
analysis (that includes construction costs) as required by PDGS Version 3 dated 27
November, 2009 is provided in Appendix D of this Basis of Design schematic 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 Appendix D.
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.
4.3 Summary of the inclusions within this 30% Basis of Design TSA submittal:
Detailed system description of operation, type of EDS device identified to perform the
screening, and how the boarding area F 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:
Early date for CTX 9800 device delivery:
SAT:
Pre-ISAT:
ISAT:
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 Schematic Design Sub Phase submission for the Terminal 3 Boarding
Area F In-Line Renovation Project includes the following:
a. BHS 30% 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 and constructability technical memoranda are
provided in this submission. Full details of the phased in implementation will be
provided as part of the 70% TSA submittal.
c. ROM Cost Estimate to also include 20 year life cycle.
d. This Basis of Design Report also includes:
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 8
1. Analysis
2. Performance criteria
3. Flight schedule
4. Reporting Capabilities.
5. Stakeholder Review and Approval
e. Preliminary project schedule
f. The simulation/model AVI of the proposed International Terminal renovated
CBIS systems will be provided as part of this TSA 30% submittal as per the
PGDS V3.
g. The area within the Terminal 3 boarding area F facility, which will house the six
– (6) CTX 9800’s is such that the MDI site installation guidelines can be adhered
too without any special rigging procedures etc. being necessary.
A listing of the existing Terminal 3 Boarding Area F in-line EDS devices to be removed /
decommissioned as part of the phasing of this project is below:
a. Terminal 3 BAF (Boarding Area F) CTX 9000’s; Serial #’s G207; G204; G212;
G183; G181, G128, G186, G254, G257, G250 and G249
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 9
5.0 Planning Premises
The principle planning premises for proposed flight operations at the SFO Airport Terminal 3
Boarding Area F – United Airlines, are described in the following paragraphs. These premises
form the basis of the system analysis. The information used in this study is based on data
provided by the SFO Bureau of Planning & Environmental Affairs, United Airlines 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
5.1 Capacity Planning Schedule
The Average Day Peak Month (ADPM) - August 2010 flight schedules for United
Airlines (UA) & Continental Airlines (CO) provided by SFO Bureau of Planning &
Environmental Affairs were used as a basis to develop the Baggage Handling System
demand (reference Appendix A).
5.2 Peak Hour Load Factor
BNP has assumed a 90 percent peak hour load factor for all the flights, which was
confirmed by UAL as a good figure to use for the analysis.
5.3 Peak Hour Traffic Distribution
The peak hour passenger traffic distribution provided to BNP is:
Distribution Domestic International
Originating 56% 56% - Check in is at
Boarding Area G*
Transfer / Recheck 44% 44%**
TOTAL 100% 100%
* N/A as UAL International flights depart from Boarding Area G and are not taken into
consideration for this study.
** This is a percentage of the total Boarding Area G Airlines International arriving
passengers that are rechecking to a United Airlines domestic flight and was confirmed by
UAL, SFO Operations and the Bureau of Planning & Environmental Affairs.
5.4 Average Number of Bags per Passenger
The average number of checked bags per boarded passenger provided to BNP based on
the economic impact survey by SFO Bureau of Planning & Environmental Affairs at the
Airport is as follows:
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 10
Bags per Passenger (BPP)
Flight Type Criteria BPP
Outbound Flights Domestic (UA & CO) 0.93
International (UA) * 1.48
Inbound International
Flights
Star Carriers International 1.47
All International 1.39
*Note that United (UA) International Departures are not screened in Boarding Area F
5.5 Oversize and OOG Bags
Four percent of the bags are assumed to be oversized and are processed through a
separate oversized conveyor line, and two percent of bags are defined to be out-of-gauge
and will be diverted via Level 1 screening bypass lines and routed directly to the Level 3
ETD positions for manual inspection along with approximately one percent of Lost in
track bags.
The total six percent Oversize and OOG baggage is subtracted from the total originating
baggage rate to represent the screened baggage rate.
5.6 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
29, 2009:
Section 6.1.1: 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 flow.
5.7 Growth Factor
Assuming DBU (Date of Beneficial Use) year as 2012, the growth factor is applied for
DBU + 5 years for the design requirements of 2017.
Growth Factors for airport passengers provided to BNP from the SFO Bureau of Planning
& Environmental Affairs are based on Business & Finance 8/23/2010 forecast and are as
follows.
Flights Growth Factor
(2010-2017)
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 11
Domestic 1.085
International 1.364
5.8 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%
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 12
Time Prior To STD
(Min) Domestic International
100-90 5% 8%
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%
5.9 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 provided with the flight schedule is as follows:
A/C Airlines Seats Type Aircraft
319 MX - Mexicana DeAviacion 120 NB Airbus Industrie A319
319 TA – Taca Intl Airlines 120 NB Airbus Industrie A319
319 UA - United Airlines 120 NB Airbus Industrie A319
320 MX - Mexicana DeAviacion 150 NB Airbus Industrie A320
320 TA – Taca Intl Airlines 150 NB Airbus Industrie A320
320 UA - United Airlines 138 NB Airbus Industrie A320
332 AB - Air Berlin 323 WB Airbus Industrie A330-200
343 LX - SWISS 228 WB Airbus Industrie A340-300
346 LH - Lufthansa German Airlines 306 WB Airbus Industrie A340-600
737 AM - AeroMexico 124 NB Boeing 737
738 CO - Continental Airlines 157 NB Boeing 737-800
739 CO - Continental Airlines 173 NB Boeing 737-900
744 BA - British Airways 299 WB Boeing 747-400
744 CI - China Airlines 397 WB Boeing 747-400
744 CX - Cathay Pacific Airways 383 WB Boeing 747-400
744 KE - Korean Air 335 WB Boeing 747-400
744 LH - Lufthansa German Airlines 350 WB Boeing 747-400
744 PR - Philippine Airlines 439 WB Boeing 747-400
744 QF - Qantas Airways 379 WB Boeing 747-400
744 UA - United Airlines 374 WB Boeing 747-400
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 13
A/C Airlines Seats Type Aircraft
744 VS - Virgin Atlantic Airways 451 WB Boeing 747-400
747 AF - Air France 391 WB Boeing 747
74E CA - Air China 307 WB Boeing 747-400 (Mixed
Config)
752 UA - United Airlines 182 NB Boeing 757-200
753 CO - Continental Airlines 216 NB Boeing 757-300
757 UA - United Airlines 110 NB Boeing 757
763 UA - United Airlines 183 WB Boeing 767-300
772 NZ – Air New Zealand 304 WB Boeing 777-200
773 JL - Japan Airlines 500 WB Boeing 777-300
777 NH – All Nippon Airways 382 WB Boeing 777
777 OZ - Asiana Airlines 310 WB Boeing 777
777 UA - United Airlines 258 WB Boeing 777
77W BR - EVA Airways 316 WB Boeing 777-300er
77W EK - Emirates Airlines 364 WB Boeing 777-300er
77W KL – KLM (Royal Dutch
Airlines)
425 WB Boeing 777-300er
77W SQ - Singapore Airlines 278 WB Boeing 777-300er
CR7 UA - United Airlines 66 NB Canadair Regional Jet 700
CRJ UA - United Airlines 50 NB Canadair Regional Jet
EM2 UA - United Airlines 30 NB Embraer 120 Brasilia
5.10 Security Screening Parameters
The following security screening parameters are provided per the TSA Planning
Guidelines and Design Standards for Checked Baggage Inspection Systems (PGDS for
CBIS).
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
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 14
6.0 System Analyses
The objective of the system analysis is to develop the baggage system processing and operational
criteria for the capacity study.
6.1 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
Combined Originating Bag Rate (without surge factor) = 469.5 bags per 10 minutes
Surge Factor Calculation
SF = x
xx 2
Where SF is the surge factor and x is the 10-minute baggage flow
Using the above formula
SF = (469.5 + 2√469.5) / 469.5
= 1.092
Originating Bag Rate (with surge factor) = (469.5 * 1.092) / 10 min = 51.3 BPM
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 %)
Screening Bag Rate – Calculation:
Screening Bag Rate = Originating Bag Rate x [1 – (OOG% + OS %)]
= 51.3 x [1 – (0.02 + 0.04)]
= 51.3 x 0.94
= 48.2 BPM
6.2 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.
Level 1 EDS – CTX 9800 Requirements - Calculation
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 15
NEDS = Screening Bag Rate (BPM) / EDS screening rate (BPM)
= 48.2 / 10.67
= 4.5
= 5 (roundup (N+1 = 6))
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
Level 2 OSR Screening Operators Calculation
= [5 x 640 x X / 180
= X
= X (roundup)
ETD Screening 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 machines x EDS screening rate x [FAEDS x (1-CR) OSR + ROOG + RLIT] /
ETD screening rate
Level 3 ETD Screening Operators Calculation
= [5 x 640 x (0.2 x X) + (0.02 +0.01)] / 24.2
= X
= X (rounded)
ETD Operators for Oversize Bags
Per the TSA CBIS document, 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 workstation.
NETD for OS = EDS screening rate for Oversize Bags x 60 / ETD screening rate for Oversize
Bags
ETD Oversize Operators Calculation
= [51.3 x X x 60 / 24.2
= X
= X (rounded)
Total Number of ETD operators boarding area F = X ETD operators
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 16
6.3 Recheck Baggage Rates
Recheck bag flow consists of transferring passengers arriving on international flights and
connecting to a domestic departure. These passengers will need to claim their bags and
recheck them. For the purposes of this analysis and per current UAL operations, only the
Concourse G International arrival flights recheck bags will be screened at Concourse F.
Recheck requirements are determined by separating the international arrival flights and
applying a lateness distribution for international recheck passengers that specifies the
percentage of passengers that exit the Federal Inspection Services (FIS) facility a specific
number of minutes (for this analysis assumed 20 minutes) after their flights have landed.
Specifically, the lateness distribution is applied to international recheck passengers that
need their bags screened. Passengers arriving from international destinations where
security screening is not conducted according to TSA protocols and who are connecting
to domestic flights need to have their bags screened at the first port of entry into the
United States before they are loaded onto any domestic flight. The number of bags is
then distributed by its offset arrival time into a matrix.
The International Recheck lateness distribution example that is shown in the PGDS
(Figure 5-5) that has been applied for this analysis is shown below:
PGDS EXAMPLE LATENESS DISTRIBUTION
for International Recheck
0%
2%
4%
6%
8%
10%
12%
14%
16%
18%
0-1
0
10
-20
20
-30
30
-40
40
-50
50
-60
60
-70
70
-80
80
-90
90
-10
0
10
0-1
10
11
0-1
20
Minutes after International Flight Arrival
PE
RC
EN
TA
GE
of
co
nn
ecti
ng
passen
gers
fro
m i
nte
rnati
on
al
to d
om
esti
c f
lig
hts
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 17
7.0 BHS Analysis Results and Summary
The following summary outlines the peak requirements for the baggage handling system:
7.1 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)
Continental Airlines (CO) - DOM 4.0
United Airlines (UA) – DOM 25.2
Recheck (Boarding Area G) – INT 17.3
Combined (includes Recheck)* 48.2
*Combined Screening Bag Rate includes TSA Surge Factor, individual airlines do not
include surge factor.
Note: Please note that the total peak may not reflect individual peak combination based
on time of the actual hourly peak.
7.2 Security Screening Requirements
Category
2017 Design Year – CTX9800
Rate
(BPM)
Level 1 (units)
640 BPH Level 2
Operators
ETD
Operators –
Screened,
OOG, Lost in
Track Bags
ETD
Operators
– Oversize
Bags Excludes
Redundant
Includes
Redundant
(N+1)
Combined
(includes
Recheck)
48.2 5 6 X X X
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 18
8.0 Analysis Charts – Design Year 2017
8.1 Boarding Area F – Screening Bag Rate (CTX 9800)
SAN FRANCISCO INTERNATIONAL AIRPORTSCREENING BAG RATE
DESIGN YEAR 2017
0
10
20
30
40
50
60
0:0
0
1:0
0
2:0
0
3:0
0
4:0
0
5:0
0
6:0
0
7:0
0
8:0
0
9:0
0
10:0
0
11:0
0
12:0
0
13:0
0
14:0
0
15:0
0
16:0
0
17:0
0
18:0
0
19:0
0
20:0
0
21:0
0
22:0
0
23:0
0
Time of Day
Bag
s/m
in
0
1
2
3
4
5
6
LE
VE
L 1
SC
RE
EN
ING
UN
ITS
United (UA) - DOM Continental (CO) - DOM
RECHECK - Concourse G Surge Factor
LEVEL 1 SCREENING UNITS
SCREENING BAG RATE
LF = 90%; ORIG % = 56%; Recheck = 44%;
Outbound BPP = 0.93 DOM, 1.48 INT;
Inbound BPP = 1.47 Star Alliance, 1.39 Others;
Screening Rates: LVL 1 = 640 BPH;
2010 Flight Schedule with 8.5% DOM & 36.4% INT Growth
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 19
8.2 Boarding Area F Level I Screening Requirements
SAN FRANCISCO INTERNATIONAL AIRPORT LEVEL 1 SCREENING REQUIREMENTS
DESIGN YEAR 2017
0
1
2
3
4
5
6
0:0
0
1:0
0
2:0
0
3:0
0
4:0
0
5:0
0
6:0
0
7:0
0
8:0
0
9:0
0
10:0
0
11:0
0
12:0
0
13:0
0
14:0
0
15:0
0
16:0
0
17:0
0
18:0
0
19:0
0
20:0
0
21:0
0
22:0
0
23:0
0
Time of Day
LE
VE
L 1
SC
RE
EN
ING
UN
ITS
Redundant Machine
Level 1 Screening Units - CTX9800
LEVEL 1 SCREENING REQUIRMENTS
Screening Rates: LVL 1 = 640 BPH;
2010 Flight Schedule with 8.5% DOM & 36.4% INT Recheck Growth
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 20
9.0 CBIS Options
9.1 Identification of Initial Concepts
The design team explored numerous alternative baggage and EDS screening options for the 10% pre-design phase with Concept D
being the preferred. The four – (4) schemes that were considered initially and reviewed with SFO, TSA and United were as
follows:
Concept A uses six – (6) CTX
9800’s in two – (2) matrices of 3
devices each. The EDS devices are
located in their existing footprint
(reduces facility rework). To
accommodate the second CBIS the
building footprint has been
expanded. Two CBRA areas have
been accommodated in the design
however; they create a split TSA
Level 3 operation. Out of Gauge
(OOG) cannot be provided in this
solution. A reinsert solution has been
provided for both of the CBRA
areas.
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Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 21
Concept B redesign employs three
– (3) CBIS matrices (2 EDS devices
per matrix) along with three – (3)
CBRA areas and as per Concept A
above there is a resulting split
CBRA ETD operation. The existing
locations of the CTX devices and
the facility footprint have been
maintained in this concept. All three
CBRA areas do have a reinsert
solution though the north loop does
not have an ideal solution i.e. bags
need to be carried and inserted onto
the conveyor prior to the CTX
9800. Out of Gauge (OOG) cannot
be provided in this solution.
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 22
Concept C again is a two –
(2) EDS matrices with three –
(3) CTX 9800’s per matrix
while still maintaining the
three outbound mainlines
through the use of pre- CBIS
crossovers. The existing
locations of the CTX devices
and the facility footprint have
been maintained in this
concept (reduces facility
rework). In the concept BNP
were able to locate the two –
(2) CBRA areas adjacent to
each other. The location of the
CBRA’s allows for easy
access into/out of by the TSA
agents. Both OOG and
reinsert solutions have been
provided in this concept.
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 23
Concept D employs three – (3)
CBIS systems (2 EDS devices per
matrix) along with two – (2) CBRA
areas. The EDS devices are located
in their existing footprint (reduces
facility rework). In the concept
BNP were able to locate the two –
(2) CBRA areas adjacent to each
other and maintain the existing
facility footprint (same as concept
C). The location of the CBRA’s
again allows for easy access
into/out of by the TSA agents. Both
OOG and reinsert solutions have
been provided in this concept for all
mainlines.
The preferred Concept D is
described in detail in Section 9.0 of
this document.
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 24
10.0 Quantitative Assessment of Feasible Options
After studying a number of concepts, the Stakeholders using a Qualitative Assessment Matrix
(see below) selected Concept D as the preferred option:
Quantitative Assessment Matrix
Concept A Concept B Concept C Concept D
Screening Capacity 4 4 4 4
Future Capacity 4 4 4 4
Customer Service 4 4 4 4
Operations
Performance 4 4 4 4
Utilization of EDS 4 4 4 4
Maintainability 3 3 3 3
Impact of Construction on
Operations 2 2 2 2
Design
Impact on Existing Facilities 2 4 4 4
Expandability 3 3 3 3
Constructability 1 3 3 3
Higher throughput EDS capable 4 4 4 4
Re-insert Subsystem 4 2 4 4
Redundancy 3 4 3 4
Single point of failure 4 4 4 4
OOG Capability 1 1 4 4
PGDS Version 3 Compliant 2 2 4 4
CBRA Functionality 3 3 4 4
Ergonomics "TSA lift policy" 4 3 4 4
Cost
Capital 4 4 4 4
O&M 4 4 4 4
Design Cost 4 4 4 4
Total Assessment Score 68 70 78 79
BHS ROM Cost Estimate $13,200,000 $13,920,000 $13,100,000 $13,500,000
Key: Points 1-4
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 25
1 = Lowest/Poor
2 = Average/Moderate
3 = Slight above Average/Moderate
4 = Highest/Best
10.1 Preferred Concept D
10.1.1 Preferred Concept Description of Operations
10.1.1.1 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 CBIS 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
CBIS 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.
10.1.1.2 The existing three – (3) mainline ticket counter outbound transport
conveyors currently delivering bags for all of United Airlines and
Continental Airlines checked bags will still be routed to the enhanced
in-line bag screening area on concourse F and the clear bags sorted to
the appropriate flight make-up device once screened via the three (3)
existing outbound transport subsystems.
10.1.1.3 The type of EDS device to be provided and integrated into the Baggage
Handling System for this project is the CTX 9800, unless directed by
TSA HQ to design to another device.
10.1.1.4 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.
10.1.1.5 Oversize Operations: As per existing oversize operations, items that
cannot be transported on the standard conveyor system are handled by
the modified outbound oversize systems – the existing oversize is to be
resized to accommodate the expected 2017 throughput and number of
ETD operators. The existing oversize items are to be 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.
10.1.2 EDS security subsystem operation:
10.1.2.1 Level 1 – EDS screening in the “Automatic” mode: All originating
“in-gauge” checked bags shall be routed to a CTX 9800 device for
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Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 26
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. 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.
10.1.2.2 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 SFO
common use OSR control room (Level 2). The images shall be received
and displayed on monitors in the existing airports centralized 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 (minimum 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.
10.1.2.3 Level 3 – Explosive Trace Detection (ETD) operation: Bags with a
“Suspect” Level 2 status will be transported to the CBRA for further
inspections and appropriate handling (ETD). Cleared level 3 bags
would be re-introduced into the system via the clear bag subsystem.
“Failed” level 3 bags shall be handled per the local EOD protocol.
10.1.2.4 Fail Safe - Clear Bag (CB) Diversion: 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
the CB/AL, the receiving conveyor shall verify that the bag is received
and the photocell immediately downstream of the diverter on the
CB/AL subsystem 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 the CB/AL 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,
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 27
after clearance of the alarm condition, to restart that mainline (use the
appropriate local start pushbutton to actually restart the subsystem).
10.1.2.5 Reinsert Capability: At the end of each alarm line inside the CBRA,
TSA will have gravity roller tables that will allow them to directly slide
bags designated to be reinserted upstream of the CBIS from the last
alarm line queue to the TC6 mainline.
10.1.2.6 Bags that are oversized for the CTX 9800 (OOG bags) will be
measured by a BMA located on the outbound transport lines prior to
the HSD diverts into the EDS lines and transported directly to the
CBRA area for appropriate handling by the TSA agents. Cleared OOG
bags will be loaded onto the clear bag line and transported to the
sortation system in Concourse F.
10.1.2.7 Crossover subsystems have been provided up-stream and downstream
of the EDS loops to allow for load balancing and redundancy in the
event of a failure of either an EDS loop or sortation mainline.
10.1.3 Key BHS Design Criteria
The following describes the key baggage handling system design criteria for the
In-Line EDS renovation at Terminal 3 Boarding Area F (BAF):
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.
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
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
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Page 28
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
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.
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 29
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 the existing BAF 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 within the CBIS shall employ shaft encoders and
strategically located photoelectric sensors for verification. The CBIS
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 baggage measuring array (BMA)
installed on the outbound mainlines prior to the EDS loops. OOG bags
shall be transported directly to the BAF CBRA room.
E. The BHS system shall interface directly with the CTX 9800 security
screening devices. Allow for the transmission of data pertaining to
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.
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Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 30
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. 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°
6. 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
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"
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 31
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)
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.
San Francisco International Airport
Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 32
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)):
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
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Terminal 3 Boarding Area F Basis of Design Report
In-Line EDS Optimization May 30, 2011
Page 33
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):
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
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4). OSR Alarm Rates
5). ETD Alarm Rates
10.1.4 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 centralized 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 CBRA
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.
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
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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 bag ID number. The BHS system shall track that baggage item with
the unique 10-digit # 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 new make-up units
located on the ramp level.
G. Level 2 Screening:
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 SFO campus wide
common use OSR room (located in the International Terminal
boarding area G).
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 inspection area
via the suspect bag subsystems.
3. The level-2 operator will press the “Clear” button for resolved
alarms.
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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
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has been unblocked for 5 seconds (time adjustable in the PLC)
the 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 BIT softkey
3. VIEW LOST BAGS softkey
4. ENABLED softkey
5. BAG CLEARED – time stamps the associated bag,
and re-activates the BIT
6. The TSO will press the TRANSFER TO BIT input to transfer
the bag ID information to the MDI 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 PTRI screen.
7. 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
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BIT, then slide the cleared bag onto the CLx clear bag line using
the sliding top ETD tables.
8. 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.
9. 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.
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11 In total there are anticipated to be 16 baggage removal points in
the Boarding Area F CBRA room. The boarding area CBRA
room will be fully enclosed to aid in keeping ambient noise
levels to a minimum. Fatigue matting will be installed
throughout the CBRA in coordination with the design team
architect. Full conveyor shrouding with toe-kicks will be
installed along the entire ALx alarm line and on the CLx clear
bag line.
12. The method to provide a no-lift solution for the local TSOs has
yet to be developed, but it’s anticipated that a 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 the BAF
CBRA room). 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 ALx
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 RIx is directly interfaced with the ALx 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.
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I. Fail Safe - Clear Bag (CB) Diversion
1. The Control system shall provide for fail-safe controls at the
Vertical Sorters and HSD diverters to the CL 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 CL/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 CL/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 AL1
queue conveyors and transfer the bag from the last downstream
AL1 BRP to the charge end of the RI1-01 spiral power turn. The
RI1 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.
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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
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.
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Originating bags will again automatically start to be
diverted off the outbound mainline to the CTX 9800 device.
N OSR Time
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
Terminal 3 boarding area F 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.
10.1.5 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.
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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.
10.1.6 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
10.1.7 Mechanical Systems
A. Design Criteria
B. HVAC Systems
1. Baggage Screening Area
2. CBRA Room
4. IT Room
10.1.8 Plumbing Systems
A. Design Criteria
B. General
10.1.9 Electrical Systems
A. General:
1.
10.1.10 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).
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10.1.11 Security/IT
A.
10.1.12 BHS/EDS System Power Requirements
A. The power calculations for the Terminal 3 boarding area F 100% In-Line EDS
Security Renovation required a ROM total of 3000 full load amps, 3-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 Terminal boarding area F
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.
10.1.13 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.
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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 CBRA areas within the Terminal boarding area F bag room space, please
reference the appropriate ETD specifications,
D. The estimated power consumption for the CTX 9800 is 9.7 kilowatts per hour per
device (58.2 kilowatts per hour for the six – (6) CTX 9800 devices per boarding
area)
10.1.14 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.
10.1.15 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.
10.1.17 BHS Environment Requirements
A. The CTX 9800 environmental operating envelope is:
Temperature: 15-120°F
Humidity 10-85% non-condensing
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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)
Relative Humidity: 5% to 99% Non-condensing
Protected from direct exposure to weather
2. Electrical/Electronic Equipment inside Control Panels
Temperature: 32° to 140° F (0° to 60°C)
Relative Humidity: 5% to 99% Non-condensing
3. Electrical/Electronic Equipment - Indoor (Bagroom Environment)
Temperature: 32° to 120° F (0° to 45°C)
Relative Humidity: 5% to 99% Non-condensing
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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11.0 Preferred Concept D Cost Analysis
11.1 Preferred Alternative
11.1.1 A life cycle cost (LCC) analysis of the alternatives was conducted. 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.
11.1.2 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.
11.1.3 It should be noted that the LCC costs are the same for the four – (4) concepts as
the differences in the systems lie in the redundancy and facility aspects of the
design; the number of machines, length of conveyor and TSA staff is pretty much
the same for all concepts:
Concept A Concept B Concept C Concept D
Capital Costs
Screening equipment purchase $9,000,000 $9,000,000 $9,000,000 $9,000,000
Screening equipment
installation $2,550,000 $2,550,000 $2,550,000 $2,550,000
Screening equipment
refurbishment $0 $0 $0 $0
Screening equipment
replacement $9,000,000 $9,000,000 $9,000,000 $9,000,000
EDS cost of removal $275,000 $275,000 $275,000 $275,000
Operating and Maintenance
Costs
Screening equipment
maintenance $559,716 $559,716 $559,716 $559,716
Incremental BHS maintenance
costs (including additional
maintenance personnel)
$0 $0 $0 $0
Screening equipment $34,413 $34,413 $34,413 $34,413
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Concept A Concept B Concept C Concept D
operating
Incremental BHS operating
costs $0 $0 $0 $0
Staffing Costs
TSA Screener and Supervisor $898,560 $898,560 $898,560 $898,560
Staff associated with manual
loading (porter) of bags $0 $0 $0 $0
Present Value Cost
$32,117,741 $32,117,741 $32,117,741 $32,117,741
11.1.3.1 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.
11.1.3.2 All CTX 9800 machines were assumed to be refurbished after 7 years
and replaced with new machines 4 years later.
11.1.3.3 All maintenance costs were assumed to be covered by the manufacturer
during the first year of operation of a new EDS machine.
11.1.3.4 Using expert judgment, incremental BHS operating costs were calculated
at 10% of the screening equipment operating costs.
11.1.3.5 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.
11.1.4 Several qualitative criteria were used to assess the alternatives based on expert
judgment, namely:
11.1.4.1 Customer level of service – the effect that each alternative would have
on the passenger’s experience at the Airport.
11.1.4.2 Effect on Airport 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.
11.1.4.3 Economic considerations – the costs associated with TSA staff salaries
and with implementing and maintaining the alternative.
11.1.4.4 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.
11.1.4.5 Considered Costs
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11.1.4.6 Capital costs
11.1.5 The following summary indicates the design criteria that was established and
incorporated to the Concept D design:
11.1.5.1 Compliance with the latest published TSA PGDS version 3 for 100%
Checked Baggage Screening of all originating bags out of Terminal 3
Boarding Area F.
11.1.5.2 The design year is 5 years beyond the date of beneficial use (DBU
(2017)).
11.1.5.3 Best use of the facility space/footprints to accommodate the proposed
In-Line EDS designs.
11.1.5.4 Operational considerations (e.g., Processing Times, Redundancy,
Capacity).
11.1.5.5 Economic considerations (e.g., Capital Cost, O&M Cost to
carriers/TSA).
11.1.5.6 Construction considerations for the on-going airline operations; In-Line
EDS designs to include a phased-in implementation approach.
11.1.5.7 Provision of a high level of security.
11.1.5.8 Minimal baggage screening processing time.
11.1.5.9 Maximized baggage throughput rates.
11.1.5.10 Right size TSA staffing requirements.
11.2 Budgetary Capital Costs and Electrical Requirements
11.2.1 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:
11.2.1.1 BHS conveyor and mechanical equipment supply and installation
11.2.1.2 Existing BHS conveyor demolition
11.2.1.3 BHS electrical equipment supply and installation
11.2.1.4 New MCP's and PLC/Controls
11.2.1.5 Shipping and Insurance
11.2.1.6 Operation and Maintenance Manual Addendums
11.2.1.7 Operation and Maintenance Training
11.2.1.8 90 day BHS Contractor site support after conditional acceptance
11.2.1.9 BHS Contractor - Project Management
11.2.1.10 Updates to the existing BHS Computer and monitoring systems
(MDS/MIS (includes software development))
11.2.1.11 Taxes
11.2.1.12 BHS Testing and commissioning
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11.2.1.13 Initial Spare Parts Inventory
11.2.2 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.
11.2.2.1 The LCC for the Preferred Alternative is $32,117,741.
11.2.2.2 The capital cost for the EDS BHS screening equipment and
corresponding architectural requirements are shown below.
BHS Conveyors/Controls $
UAL BHS Computer Updates $
CBRA Enclosures and Facility Costs (ROM) $
Total Project Probable Cost $
11.3 TSA Reimbursable Cost Estimate Spreadsheet
11.3.1 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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Terminal 3 Boarding Area F Basis of Design Report
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San Francisco International Airport
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In-Line EDS Optimization May 30, 2011
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San Francisco International Airport
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12.0 Preferred Alternative Phasing and Constructability Technical Memoranda
12.1 General
12.1.1 SFO Terminal 3 Boarding Area F is a fully operational concourse; the BHS/CBIS
project will be executed in the following phases during the off-hours.
12.1.2 Phase (1) – Design Development (30%, 70%) will be provided by BNP
Associates,
12.1.3 100% and Construction Documents will be provided by the BHS Design-Builder.
12.1.4 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:
12.2 Detailed Design
12.2.1 This deliverable contains (3) sub-phases including;
30% Design Phase (BNP)
70% Design Sub-Phase (BNP)
100% Design Sub-Phase (BHS Design-Builder)
12.3 Construction Phase
12.3.1 Over-sight of the successful BHS Contractor
12.3.2 Testing and Commissioning over-sight (per the TSA PGDS v3)
12.3.3 Operational Training over-sight
12.3.4 Phasing is somewhat sophisticated since the new system will be located in a
existing CBIS facility. The “In-Line” baggage screening system will require new
CTX 9800 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 Boarding Area F phasing:
12.4 Phasing Description
12.4.1 Refer to Appendix A for a drawing that illustrates each phase.
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12.4.2 Phase 1: The existing ED7 through ED11 and all associated queue conveyors
upstream and downstream will be demolished to make room for the new CBIS 2
screening matrix. The existing CBRA area that screened bags from ED8 through
ED11 will also be removed during this phase. The abandoned TX11 and RC1
subsystem will be removed to provide the right of ways for the permanent clear
bag conveyors in later phases.
12.4.3 Phase 2: The three new CTX-9800 devices that comprise the new permanent
CBIS #2 matrix will be installed this phase. A temporary CBRA will be
constructed to the north of the CBIS. The TC2 to TC1 cross over will be installed
to provide load balancing between the existing screening matrix and the new
matrix. An ISAT will be performed at the end of this phase.
12.4.4 Phase 3: With the new CTX-9800s operational, existing screening lines ED5 and
ED6 are available to be removed without impacting screening throughput.
12.4.5 Phase 4: With the rights of way cleared, the new ED2 and ED3 screening lines
can be installed up to the Level 1 decision point vertical sorters. Temporary
conveyor would then be installed to route bags to another temporary CBRA that
would be commissioned while the existing CBRA is still operational.
12.4.6 Phase 5: Once the temp CBRA is commissioned the remaining existing screening
lines can be removed to clear the right of way for the new permanent CBRAs.
During this phase there would still be two independent systems operating, one
matrix with three (3) 9800’s another with two (2).
12.4.7 Phase 6: The new CBRA space will be built out during this time, will all CBRA
conveyors to be installed. The remaining ED1 screening line can be installed at
this time. At the end of this phase the ED1 screening line will be tied into the
CBRA, and can be ISAT.
12.4.8 Phase 7: The remaining ED2 screening lines will be tied into the CBRA during
this phase. It’s assumed that TSA will require an additional ISAT to verify the
tracking of screened bags after the tie in.
12.4.9 Phase 8: The remaining ED3 screening line will be tied into the CBRA during
this phase. After ED3 is complete, the temporary CBRA can be demolished which
will clear the right of way for the CBIS 2 matrix to be tied into the final CBRA
location. At the end of this phase, the second temporary CBRA will still be
processing bags from the CBIS 2. ISAT and commissioning will take place
during the night.
12.4.10 Phase 9: After the CBIS 2 matrix is ISAT with its permanent CBRA, the
temporary CBRA can be demolished.
13.0 Project Schedule
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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 early installation will commence in the 1st quarter of 2012.
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14.0 Flight Schedules
Below is the APDM - 2010 departure flight schedules provided to BNP for the purpose of this
analysis.
APDM – 2010 Departure Flight Schedule
Airline Depart
Flight # Destination Type Dept Time AC Type Seats
CO 269 IAH DOM 0:15 739 173
CO 469 IAH DOM 6:10 739 173
CO 349 EWR DOM 7:15 738 157
CO 1049 EWR DOM 8:50 739 173
CO 669 IAH DOM 9:00 739 173
CO 1569 IAH DOM 10:55 738 157
CO 449 EWR DOM 11:30 739 173
CO 254 CLE DOM 11:35 739 173
CO 93 IAH DOM 12:10 753 216
CO 549 EWR DOM 13:00 753 216
CO 1669 IAH DOM 14:09 739 173
CO 649 EWR DOM 15:15 738 157
CO 1869 IAH DOM 18:35 739 173
CO 1829 EWR DOM 22:00 739 173
CO 652 EWR DOM 23:40 738 157
UA 756 DEN DOM 5:46 752 182
UA 226 BOS DOM 6:00 320 138
UA 54 ORD DOM 6:00 744 374
UA 36 SAN DOM 6:00 320 138
UA 76 LAS DOM 6:04 752 182
UA 506 PHX DOM 6:10 319 120
UA 64 SEA DOM 6:10 319 120
UA 261 LAX DOM 6:12 320 138
UA 6400 EUG DOM 6:44 CRJ 50
UA 6382 BOI DOM 6:51 CRJ 50
UA 616 ORD DOM 6:51 320 138
UA 6255 BUR DOM 7:03 CR7 66
UA 6 JFK DOM 7:04 757 110
UA 6836 SBA DOM 7:05 EM2 30
UA 272 LAX DOM 7:11 752 182
UA 6099 ACV DOM 7:14 EM2 30
UA 6598 SMF DOM 7:14 EM2 30
UA 598 DEN DOM 7:23 752 182
UA 6174 BFL DOM 7:25 EM2 30
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APDM – 2010 Departure Flight Schedule
Airline Depart
Flight # Destination Type Dept Time AC Type Seats
UA 6829 SBP DOM 7:45 EM2 30
UA 6821 RDD DOM 7:49 EM2 30
UA 6069 SLC DOM 7:57 CRJ 50
UA 6192 CIC DOM 7:59 EM2 30
UA 202 LAX DOM 8:01 752 182
UA 6134 ONT DOM 8:02 CRJ 50
UA 914 IAD DOM 8:03 763 183
UA 6165 SNA DOM 8:03 CR7 66
UA 6336 RNO DOM 8:14 CR7 66
UA 6673 MRY DOM 8:24 EM2 30
UA 6902 MSO DOM 8:26 CRJ 50
UA 758 DEN DOM 8:27 320 138
UA 662 BOS DOM 8:34 752 182
UA 6154 GEG DOM 8:34 CRJ 50
UA 111 LAX DOM 8:34 319 120
UA 134 ORD DOM 8:39 320 138
UA 216 SNA DOM 8:39 319 120
UA 6723 BZN DOM 8:44 CRJ 50
UA 6840 SBA DOM 8:45 EM2 30
UA 6128 SEA DOM 8:47 CR7 66
UA 6575 MFR DOM 8:49 CRJ 50
UA 90 EWR DOM 8:50 319 120
UA 6404 EUG DOM 8:52 CR7 66
UA 468 LAS DOM 9:02 320 138
UA 184 PHL DOM 9:04 320 138
UA 120 IAD DOM 9:05 320 138
UA 8 JFK DOM 9:05 757 110
UA 35 OGG DOM 9:05 777 258
UA 73 HNL DOM 9:13 777 258
UA 24 SAN DOM 9:17 319 120
UA 6951 ACV DOM 9:18 EM2 30
UA 59 KOA DOM 9:20 763 183
UA 6132 PDX DOM 9:22 CR7 66
UA 41 LIH DOM 9:27 752 182
UA 6652 MOD DOM 9:29 EM2 30
UA 6330 PSC DOM 9:29 CRJ 50
UA 6127 BUR DOM 9:33 CR7 66
UA 6369 RDM DOM 9:33 CRJ 50
UA 6747 SMF DOM 9:35 EM2 30
UA 344 LAX DOM 10:00 319 120
UA 972 ORD DOM 10:09 763 183
UA 6389 RNO DOM 10:09 CR7 66
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APDM – 2010 Departure Flight Schedule
Airline Depart
Flight # Destination Type Dept Time AC Type Seats
UA 858 LAX DOM 10:20 320 138
UA 6256 FAT DOM 10:22 EM2 30
UA 100 IAD DOM 10:28 320 138
UA 6687 MRY DOM 10:39 EM2 30
UA 10 JFK DOM 10:40 757 110
UA 187 PDX DOM 10:40 320 138
UA 6841 SBA DOM 10:40 EM2 30
UA 322 SEA DOM 10:40 752 182
UA 838 DFW DOM 10:41 319 120
UA 772 IAH DOM 10:44 320 138
UA 6846 SMF DOM 10:44 EM2 30
UA 6406 EUG DOM 10:45 CRJ 50
UA 469 LAS DOM 10:48 320 138
UA 550 SAN DOM 10:48 752 182
UA 6156 SNA DOM 10:50 CR7 66
UA 6508 AUS DOM 10:51 CR7 66
UA 888 LAX DOM 10:55 319 120
UA 540 IAD DOM 10:56 320 138
UA 906 ORD DOM 10:56 777 258
UA 6058 ACV DOM 10:58 EM2 30
UA 508 MSP DOM 11:09 320 138
UA 883 PHX DOM 11:12 319 120
UA 6580 MFR DOM 11:14 EM2 30
UA 6909 OTH DOM 11:14 EM2 30
UA 714 DEN DOM 11:18 763 183
UA 6183 CEC DOM 11:41 EM2 30
UA 102 ORD DOM 11:45 752 182
UA 6507 LMT DOM 11:55 EM2 30
UA 6380 BOI DOM 11:57 CRJ 50
UA 862 BOS DOM 11:59 752 182
UA 6822 RDD DOM 11:59 EM2 30
UA 6149 SBP DOM 11:59 EM2 30
UA 6350 ONT DOM 12:13 CRJ 50
UA 6193 CIC DOM 12:29 EM2 30
UA 753 DEN DOM 12:44 777 258
UA 761 IAD DOM 12:45 752 182
UA 867 LAX DOM 12:48 320 138
UA 6125 COS DOM 12:49 CR7 66
UA 297 HNL DOM 12:50 777 258
UA 827 SLC DOM 12:52 320 138
UA 6737 SMF DOM 12:52 EM2 30
UA 5 LAS DOM 12:53 320 138
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APDM – 2010 Departure Flight Schedule
Airline Depart
Flight # Destination Type Dept Time AC Type Seats
UA 852 SAN DOM 12:53 752 182
UA 6264 FAT DOM 12:54 EM2 30
UA 873 IAD DOM 12:54 752 182
UA 6505 SAT DOM 12:57 CR7 66
UA 6181 PHX DOM 12:58 CR7 66
UA 870 JFK DOM 13:00 757 110
UA 492 STL DOM 13:00 320 138
UA 6504 BUR DOM 13:05 CRJ 50
UA 6596 MFR DOM 13:05 EM2 30
UA 6678 MRY DOM 13:05 EM2 30
UA 7 RNO DOM 13:05 319 120
UA 6160 SNA DOM 13:07 CR7 66
UA 37 OGG DOM 13:24 752 182
UA 886 ORD DOM 13:25 763 183
UA 6063 ACV DOM 13:28 EM2 30
UA 6408 EUG DOM 13:41 CRJ 50
UA 6416 ABQ DOM 13:49 CRJ 50
UA 824 BOS DOM 13:49 752 182
UA 88 EWR DOM 13:53 319 120
UA 139 LAX DOM 13:58 752 182
UA 892 JFK DOM 14:03 757 110
UA 6316 SEA DOM 14:03 CR7 66
UA 6653 MOD DOM 14:16 EM2 30
UA 6845 SBA DOM 14:37 EM2 30
UA 6491 PDX DOM 14:50 CRJ 50
UA 6145 SNA DOM 14:55 CR7 66
UA 720 DEN DOM 14:59 752 182
UA 844 LAX DOM 15:00 320 138
UA 6164 OTH DOM 15:01 EM2 30
UA 186 PHL DOM 15:01 320 138
UA 6173 BFL DOM 15:02 EM2 30
UA 292 MCO DOM 15:15 320 138
UA 6961 ACV DOM 15:23 EM2 30
UA 6938 SBP DOM 15:25 EM2 30
UA 6386 BOI DOM 15:31 CRJ 50
UA 6661 MOD DOM 15:36 EM2 30
UA 6824 RDD DOM 15:36 EM2 30
UA 6616 RNO DOM 15:44 CRJ 50
UA 6262 SMF DOM 15:45 EM2 30
UA 806 ANC DOM 15:47 319 120
UA 808 BWI DOM 15:50 752 182
UA 177 LAX DOM 15:52 752 182
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APDM – 2010 Departure Flight Schedule
Airline Depart
Flight # Destination Type Dept Time AC Type Seats
UA 318 DEN DOM 15:54 320 138
UA 6195 CIC DOM 16:04 EM2 30
UA 6229 AUS DOM 16:08 CR7 66
UA 6337 GEG DOM 16:08 CRJ 50
UA 480 PIT DOM 16:08 320 138
UA 14 JFK DOM 16:10 757 110
UA 6838 SBA DOM 16:10 EM2 30
UA 6425 LAS DOM 16:13 CR7 66
UA 6667 MCI DOM 16:15 CR7 66
UA 6410 BUR DOM 16:19 CRJ 50
UA 6185 CEC DOM 16:19 EM2 30
UA 6662 MRY DOM 16:19 EM2 30
UA 77 HNL DOM 16:21 763 183
UA 150 ORD DOM 16:21 320 138
UA 305 LAX DOM 16:36 320 138
UA 193 OGG DOM 16:40 752 182
UA 72 IAD DOM 16:45 320 138
UA 6267 FAT DOM 16:59 EM2 30
UA 6106 PDX DOM 17:03 CR7 66
UA 466 DEN DOM 17:08 320 138
UA 55 KOA DOM 17:15 752 182
UA 6553 MFR DOM 17:20 EM2 30
UA 901 SAN DOM 17:32 752 182
UA 6402 EUG DOM 17:34 CRJ 50
UA 6150 ONT DOM 17:34 CRJ 50
UA 6708 OTH DOM 17:40 EM2 30
UA 573 SEA DOM 18:03 752 182
UA 6516 LMT DOM 18:06 EM2 30
UA 6326 BFL DOM 18:08 EM2 30
UA 587 SNA DOM 18:14 320 138
UA 145 LAX DOM 18:25 320 138
UA 6645 MOD DOM 18:34 EM2 30
UA 6597 RNO DOM 18:34 CRJ 50
UA 6531 SBP DOM 18:35 EM2 30
UA 6545 SBA DOM 18:38 EM2 30
UA 152 ORD DOM 18:43 319 120
UA 6602 ACV DOM 18:55 EM2 30
UA 6418 SLC DOM 18:58 CRJ 50
UA 6879 BUR DOM 19:00 CRJ 50
UA 519 HNL DOM 19:11 763 183
UA 931 LAX DOM 19:15 320 138
UA 482 DEN DOM 19:20 752 182
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APDM – 2010 Departure Flight Schedule
Airline Depart
Flight # Destination Type Dept Time AC Type Seats
UA 6260 FAT DOM 19:25 EM2 30
UA 6309 DFW DOM 19:26 CR7 66
UA 6503 EUG DOM 19:28 CRJ 50
UA 6679 MRY DOM 19:30 EM2 30
UA 496 PHX DOM 19:42 319 120
UA 6936 SMF DOM 19:54 EM2 30
UA 887 LAS DOM 20:00 752 182
UA 6623 MFR DOM 20:00 EM2 30
UA 6398 BOI DOM 20:04 CRJ 50
UA 181 PDX DOM 20:04 752 182
UA 6858 PSC DOM 20:04 CRJ 50
UA 736 SAN DOM 20:30 319 120
UA 6831 BUR DOM 20:45 CR7 66
UA 479 SEA DOM 20:59 752 182
UA 15 SNA DOM 21:02 319 120
UA 6352 TUS DOM 21:12 CR7 66
UA 6356 SLC DOM 21:13 CRJ 50
UA 6140 ONT DOM 21:32 CRJ 50
UA 6196 CIC DOM 21:34 EM2 30
UA 6650 MOD DOM 21:34 EM2 30
UA 6095 RDD DOM 21:35 EM2 30
UA 6370 RDM DOM 21:35 CRJ 50
UA 6387 PSP DOM 21:37 CRJ 50
UA 522 PDX DOM 22:20 319 120
UA 787 SAN DOM 22:21 320 138
UA 6269 FAT DOM 22:24 EM2 30
UA 62 SEA DOM 22:26 319 120
UA 34 JFK DOM 22:27 757 110
UA 56 EWR DOM 22:29 320 138
UA 166 IAD DOM 22:29 763 183
UA 11 PHL DOM 22:30 320 138
UA 6962 SBA DOM 22:30 EM2 30
UA 6412 EUG DOM 22:31 CR7 66
UA 927 LAX DOM 22:32 320 138
UA 6166 GEG DOM 22:34 CRJ 50
UA 158 ORD DOM 22:35 763 183
UA 6244 MFR DOM 22:37 CR7 66
UA 6381 RNO DOM 22:38 CR7 66
UA 565 LAS DOM 22:40 320 138
UA 6104 ACV DOM 22:43 EM2 30
UA 6111 MRY DOM 22:43 EM2 30
UA 6248 SBP DOM 22:45 EM2 30
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APDM – 2010 Departure Flight Schedule
Airline Depart
Flight # Destination Type Dept Time AC Type Seats
UA 6211 SMF DOM 22:45 EM2 30
UA 180 BOS DOM 22:50 320 138
UA 792 IAD DOM 23:00 752 182
UA 328 ORD DOM 23:55 763 183
UA 957 YVR DOM 6:00 320 138
UA 6348 YYC DOM 8:06 CR7 66
UA 6115 YEG DOM 8:24 CR7 66
UA 567 YVR DOM 10:48 319 120
UA 6055 YYJ DOM 10:48 CRJ 50
UA 6392 YYC DOM 11:46 CR7 66
UA 474 YVR DOM 12:59 320 138
UA 133 YYZ DOM 13:04 320 138
UA 6242 YYC DOM 19:05 CR7 66
UA 6366 YEG DOM 19:16 CR7 66
UA 170 YVR DOM 20:02 320 138
UA 6124 YYJ DOM 20:12 CRJ 50
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Below is the APDM - 2010 international arrival flight schedules for Boarding Area G provided to
BNP for the purpose of this analysis.
ADPM – 2010 International Arrival Flight Schedule – Boarding Area G
Airline Arrival
Flight # From Type
Arrival
Time
AC
Type Seats Concourse
Star
Alliance
UA 888 PEK INT 8:38 744 374 G YES
UA 858 PVG INT 8:49 744 374 G YES
UA 862 HKG INT 9:08 744 374 G YES
UA 838 NRT INT 9:18 744 374 G YES
UA 820 MEX INT 9:32 319 120 G YES
NH 8 NRT INT 10:30 777 382 G YES
UA 870 SYD INT 10:59 744 374 G YES
UA 852 NRT INT 11:08 777 258 G YES
UA 886 KIX INT 11:21 777 258 G YES
UA 892 ICN INT 11:23 744 374 G YES
LH 454 FRA INT 12:05 744 350 G YES
SQ 16 ICN INT 12:35 77W 278 G YES
CA 985 PEK INT 12:40 74E 307 G YES
NZ 8 AKL INT 12:45 772 304 G YES
EK 225 DXB INT 13:00 77W 364 G NO
AB 7392 DUS INT 13:20 332 323 G NO
UA 955 LHR INT 13:40 777 258 G YES
BR 18 TPE INT 16:20 77W 316 G NO
UA 901 FRA INT 16:22 744 374 G YES
LX 38 ZRH INT 16:30 343 228 G YES
UA 931 LHR INT 17:05 777 258 G YES
UA 878 PVR INT 17:30 319 120 G YES
LH 458 MUC INT 19:10 346 306 G YES
UA 927 FRA INT 20:01 777 258 G YES
SQ 2 HKG INT 20:30 77W 278 G YES
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Appendix A
Phasing Drawings
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Phase 1
Phase 2
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Phase 3
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Phase 4
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Phase 5
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Phase 6
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Phase 7
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Phase 8
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Phase 9
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Recommended