IAD Main Terminal Baggage Security Alterationsmission.sfgov.org/OCA_BID_ATTACHMENTS/FA18624.pdfCTX 9800 bags per hour throughput 640 BPH Peak capacity – combined all loops (5 devices)

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




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




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




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




Page 2

TCU Threat Containment Unit

TSA Transportation Security Administration

UA United Airlines

VFD Variable Frequency Drive




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.




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.




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




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




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:




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




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:




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)




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%




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


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




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


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




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




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




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




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




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

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Time of Day

Bag

s/m

in

0

1

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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




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

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12:0

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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




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.




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.




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.




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.




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




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




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,




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




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.




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.




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"




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.




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




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




Page 34

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




Page 35

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



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



Protected from direct exposure to weather

4. Electrical Equipment Inside Computer Rooms/EDS Workstation Areas

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

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




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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:


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




Page 49


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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Page 53




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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




Page 56

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.




Page 57

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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Airline Depart


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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Airline Depart


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




Page 60


Airline Depart


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




Page 61


Airline Depart


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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Airline Depart


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




Page 63


Airline Depart


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




Page 64

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




Page 65

Appendix A

Phasing Drawings




Page 66

Phase 1

Phase 2




Page 67

Phase 3




Page 68

Phase 4




Page 69

Phase 5




Page 70

Phase 6




Page 71

Phase 7




Page 72

Phase 8




Page 73

Phase 9




Page 74