1 11 C012 - Sow

STATEMENT OF WORK
FOR
THE MAIN TERMINAL
BAGGAGE HANDLING SYSTEMS
OPERATION AND MAINTENANCE SERVICES
AT
WASHINGTON DULLES INTERNATIONAL AIRPORT
November 2010
PREPARED BY:
For:
Metropolitan Washington Airports Authority (MWAA)

Washington Dulles International Airport
Engineering and Maintenance Department (MA-220)
Maintenance Engineering Division (MA-226)
Metropolitan Washington Airports Authority 1-11-C012
SECTION I - TABLE OF CONTENTS
SECTION I - TABLE OF CONTENTS I-1
SECTION II - INTRODUCTION II-1
SECTION III - DEFINITIONS III-1
SECTION IV - BASE SERVICES IV-1
SECTION V - SUPPLEMENTAL SERVICES V-1
SECTION VI - CONTRACT START UP VI-1
SECTION VII - GENERAL REQUIREMENTS VII-1
SECTION VIII - SPECIAL REQUIREMENTS VIII-1
SECTION IX - DOCUMENTATION AND REPORTING IX-1
SECTION X - PERSONNEL X-1
SECTION XI - DELIVERABLES XI-1
SECTION XII - AIRPORTS AUTHORITY FURNISHED RESOURCES XII-1
SECTION XIII - METHOD OF PAYMENT XIII-1
SECTION XIV - CONTRACT PHASE OUT XIV-1
SECTION XV - APPENDICES XV-1
APPENDICES
A. SITE PLAN
B. WASHINGTON DULLES INTERNATIONAL AIRPORT BHS DESCRIPTIONS
1. BAGGAGE HANDLING SYSTEM DESCRIPTIONS
2. BAGGAGE HANDLING SYSTEM DRAWINGS
3. MAIN TERMINAL AND MIDFIELD CONCOURSE C/D BHS EQUIPMENT INVENTORY
4. BHS EQUIPMENT CRITICAL PARTS LIST
C. CONTRACT SERVICES CALL ORDER FORM
D. DORMANT AND OUT-OF-SCOPE BHS EQUIPMENT
E. PREVENTIVE MAINTENANCE REQUIREMENTS FOR DORMANT BHS EQUIPMENT
F. BHS/CBIS CONFIGURATION MANAGEMENT PLAN
G. BHS/CBIS CONTINGENCY PLAN
H. CONCOURSE D – COLD SORT BAGGAGE TRANSER FLAT PLATE MAKE-UP DEVICE
Statement of Work Section I-1

SECTION II - INTRODUCTION
01 INTRODUCTION
The Metropolitan Washington Airports Authority (the Airports Authority) is responsible for the operation,
maintenance and repair of the Baggage Handling Systems (BHS) at Washington Dulles International
Airport. The areas of the Main Terminal and the layout of the related BHS is illustrated in Appendix “B”
of this document.
The Inbound and Outbound Baggage Handling Systems (BHS) at Washington Dulles International
Airport are categorized between four (4) separate areas of the Main Terminal and two (2) areas of the
C/D Midfield Concourse, as follows:
A. At the Main Terminal:

1. Ticketing Kiosk 1 and West Baggage Basement (WBB), which encompasses all of the
outbound BHS for Ticketing Kiosk 1 (i.e., Ticket counter and curbside check-in conveyors with
associated direct fed baggage make-up devices) and two inbound subsystems for domestic
terminating (i.e., claim devices CD13 and CD14 with associated remote feeds).
2. Ticketing Kiosks 2/3 and South Baggage Basement (SBB), which encompasses all of the
outbound BHS for Ticketing Kiosks 2 and 3 (i.e., Ticket counter and curbside check-in
conveyors with associated automated sort system and baggage make-up devices) and six
inbound subsystems for domestic terminating (i.e., claim devices CD5 through CD7 and CD10
through CD12 with associated remote feeds).
3. Ticketing Kiosk 4 and East Baggage Basement (EBB), which encompasses all of the
outbound BHS for Ticketing Kiosk 4 (i.e., Ticket counter and curbside check-in conveyors with
associated primary Tilt-Tray sort system and baggage make-up chutes, and the secondary sort
system consisting of stacked sort piers with pusher divirters) and four inbound subsystems for
domestic terminating (i.e., claim devices CD1 through CD4 with associated remote feeds)
4. International Arrivals Building (IAB), which encompasses all of the international terminating
(i.e., six claim devices and associated remote feeds) and the subsystems for international to
domestic baggage transfers (i.e., Recheck input conveyor lines and baggage make-up).
B. At the C/D Midfield Concourse:

1. Concourse C, which encompasses the FIS International to Domestic re-claim and recheck/re-
accommodation subsystems and a stacked sort pier system with pusher diverters.
2. Concourse D, which encompasses a single flat plate carousel used for cold-sort transfer
baggage handling.
C. The base services under this Statement of Work (SOW) require the operation, maintenance and repair
of the following inbound and outbound baggage handling systems, including all associated dormant
conveyor lines that are not in operational use, which are located within the above referenced four areas
of the Main Terminal:
1. Outbound BHS for Ticketing Kiosk 1 and West Baggage Basement
2. Outbound BHS for Ticketing Kiosks 2/3 and South Baggage Basement
3. Domestic Terminating (i.e., inbound subsystems for Claim Devices CD1 – CD7 and CD10 –
CD14)
4. International Terminating (i.e., inbound subsystems for Claim Devices ICD1 – ICD6)
Statement of Work Section II-1

5. International to Domestic Baggage Transfer (i.e., Recheck input conveyor lines and baggage
make-up).
D. United Airlines (UAL) currently operates and maintains the outbound BHS related to Ticketing Kiosk 4
and the East Baggage Basement, which also includes a secondary automated sortation system and
baggage make-up area that is referred to as the temporary building or UAL’s MU2 Bag room. The
operation, maintenance and repair of the Ticketing Kiosk 4 outbound BHS is an optional add-on scope
to this SOW.
E. United Airlines (UAL) currently also operates and maintains the above referenced BHS equipment in
the Concourse C Federal Inspection Service facility and the Concourse D cold sort transfer area. The
operation, maintenance and repair of these systems is also an optional add-on scope to this SOW.
F. This SOW and accompanying appendices are intended to generally outline the Main Terminal baggage
handling systems, their related configurations and associated functions.
G. The above referenced Main Terminal baggage handling systems at Washington Dulles International
Airport are currently under construction or scheduled for modification during the period covered by this
SOW, therefore the equipment and overall BHS configuration that is covered under this SOW will vary
as systems or subsystems are taken out service for construction and modified systems are completed
and placed back under the care of the Airports Authority.
H. It is the responsibility of the O&M Contractor to become familiar with the existing systems and proposed
reconfigurations to provide the specified operation, maintenance and repair services on the existing and
proposed planned systems. The enclosed drawings are intended to illustrate the BHS areas within the
different levels of the Main Terminal and C/D Midfield Concourse, and generally outline the conveyor
system configuration; the referenced conveyor line right-of-ways are presented as approximations for
reference purposes.
02 SUMMARY OF WORK
A. This SOW requires 24 hours a day, 7 days a week operation, corrective and preventive maintenance
services, with associated operational and maintenance reporting services for the above referenced
Main Terminal Baggage Handling Systems at Washington Dulles International Airport, which are
described in detail within Appendix “B” of this document, that shall be provided in accordance industry
standards, best commercial practices and assure a safe, efficient and practical operations and
maintenance program, consistent with the intended design and usage of the respective BHS as
acceptable to the Airports Authority.
B. The Operations and Maintenance (O&M) Contractor shall provide all labor, materials, tools, parts,
supplies, lubricants, equipment, transportation and supervision required for implementing the O&M
services that are defined by this SOW, including but not limited to all required testing and trouble-
shooting of system equipment/components to determine and correct any fault conditions.
C. The inventory of system spare parts shall be replenished as used by the O&M Contractor. The Airports
Authority will reimburse the actual cost of the parts.
D. The requirements of this SOW are a combination of minimum operational and technical requirements
and performance requirements.
E. The terms of these requirements are intended to consist of one (1) two-year base period with the option
to extend for three (3) additional one-year periods.

03 DESCRIPTION OF SYSTEMS
The information in this section provides a summary-level description of the pertaining baggage handling
systems (BHS) that are directly related to the Washington Dulles International Airport Main Terminal
and shall be covered under the base services of this operation and maintenance contract. Additional
details of these systems are provided in Appendices “B” and “C”.
A. Main Terminal Outbound BHS for Ticketing Kiosk 1 and West Baggage Basement (WBB)
This system consists of five (5) ticket counter and two (2) curbside check-in lines, which are directly
connected to the four (4) inclined-plate baggage make-up devices in the West Baggage Basement. An
Odd Size Conveyor line is also part of the Ticketing Kiosk 1 and WBB outbound operation for the
processing of oversize items.
An automated in-line Checked Baggage Inspection System (CBIS) is currently under design
development for this “direct-fed” outbound BHS, which will reconfigure the overall system to include
four (4) automated inline Explosives Detection System (EDS) machines, with remote TSA On-screen
resolution and a Checked Baggage Resolution Area (CBRA), an automated sortation system with
baggage tag readers and manual encode stations. The baggage make-up carousels are not affected
by this CBIS project and will remain in their current configuration.
This proposed CBIS will be located in the area that currently contains the International inbound unload
belts and International to Domestic Recheck baggage make-up area. The new automated sort system,
with its associated manual encode stations, will be configured in a closed-loop configuration and will be
located directly above the existing baggage make-up devices.
B. Main Terminal Outbound BHS for Ticketing Kiosks 2/3 and South Baggage Basement (SBB)
This system consists of eight (8) ticket counter and four (4) curbside check-in lines (i.e., four ticket
counter and two curbside lines per Kiosk) that feed an automated sort system and two manual encode
stations for baggage sortation to four (4) inclined-plate baggage make-up devices in the South
Baggage Basement. A direct-fed oversize conveyor line is also part of the Ticketing Kiosk 2/3 and SBB
outbound operation, for the processing of oversize items, with its input at the west end of Kiosk 3 and
its runout at the west end of the SBB.
This system is currently under construction for the implementation of an in-line CBIS. The current
configuration consists of two (2) main outbound transport lines (OT1 and OT2), which collect baggage
from the eight ticket counter and four curbside check-in lines to transport them to the South Baggage
Basement automated sort system. The SBB sort system is installed in a closed-loop configuration and
contains two main sort lines with their respective automatic tag readers, sort spur conveyors, high-
speed diverters and manual encoding stations. Outbound baggage encoding for automated sortation is
accomplished via the two automatic scanner arrays and Manual Encoding stations to automatically
route them to their correct destination (i.e., one of the four make-up devices) based on their respective
baggage flight/make-up device assignment. Any baggage not identified at the automatic tag readers is
routed to one of the two manual encode stations for manual identification; the manual encode stations
consist of hand-held scanners and encoding consoles.
Although the existing computer systems for this outbound BHS will be replaced in their entirety as part
of the CBIS program, the majority of the outbound transport lines and overall sort system, along with its
associated baggage make-up devices, will not be affected by the CBIS project. To accommodate the
CBIS equipment requirements a mezzanine is being constructed to facilitate the installation of the

proposed new four (4) EDS machines and related BHS equipment. The mezzanine will be constructed
over the Inbound stripping tug/cart roadway (between column lines SB.3 - SB.11 and SB.C – SB.D), as
illustrated on the accompanying drawings of Appendix “B”. The two main outbound transport lines (OT1
and OT2) will be reconfigured within the North/South Connector and bag room ceiling space so that
they feed and distribute all Kiosk 2 and 3 originating bags between the four (4) EDS machines for
screening and subsequent processing to an allocated airline baggage make-up device through the
existing automated sort system.
C. Main Terminal Domestic Inbound BHS

This system consists of twelve (12) inclined-plate Claim Devices, which are remotely fed by their
respective conveyor lines. As noted above, two (2) of the Claim Devices are fed from the West
Baggage Basement, six (6) are fed from the South Baggage Basement, and four (4) are fed from via
the East Baggage Basement expansion. The South Baggage Basement portion of the system also
includes an Odd Size Line, for the transport of oversize baggage from the SBB to the Main Terminal
Arrivals Hall. The East Baggage Basement portion of the inbound system also includes two Odd Size
Chutes. Oversize Baggage from the West Baggage Basement is processed via elevator.
D. Main Terminal International Arrivals Building Inbound BHS

This system currently consists of six (6) inclined-plate Claim Devices that are remotely fed by their
respective conveyor lines. The IAB inbound BHS is currently under construction. When completed,
this system will consist of six (6) new inclined-plate Claim Devices, each of which will be remotely fed
via their respective dual conveyor lines.
E. Main Terminal International to Domestic Recheck BHS

The existing IAB inbound BHS also includes two recheck conveyor lines and an inclined-plate make-up
device for international to domestic transfers. This system will be reconfigured, as part of the Ticketing
Kiosk 1/WBB CBIS program, which is currently under design development, to eliminate the inclined-
plate make-up device. The two recheck inputs will be reconfigured so that one of the lines connects to
the proposed new WBB CBIS and automated sort system and the second will connect to the SBB CBIS
and automated sort system.
F. Concourse “C” FIS International to Domestic Flat Plate Reclaim Devices

This facility includes 3 reclaim carousels and a recheck/re-accommodation system consisting of 2 re-
check input subsystems, 1 re-accommodation input subsystem and a stack sort pier system, which
consists of 7 stacked sort piers and 4 manual encode stations.
G. Concourse “D” cold-sort transfer baggage carousel

In Concourse D there is a single carousel without any related feeding subsystems used for the sorting
of cold transfer baggage.
H. Washington Dulles International Airport Baggage Handling Systems

A schematic of the relative locations of the existing and proposed baggage handling systems is
presented in Figure 1 below; these are further defined in the illustrations of Appendix “B”.

Figure 1
Schematic of Outbound and Inbound Baggage Handling System Areas
Existing Baggage Handling Systems

Main Terminal Midfield
Concourse C & D
FIS Automated
Transfer BHS
& Cold-Sort
Transfer
Ticketing Kiosk 1 Ticketing Kiosks 2/3 Ticketing Kiosk 4 Baggage Make-
IAB & WBB & SBB & EBB up Device
BHS Install Date: BHS Install Date: BHS Install Date: BHS Install Date: BHS Install Date:
1991 1996 2002 - 2004 1996 1992

Proposed New Baggage Handling Systems under Construction and/or Design Development
Main Terminal Midfield
Concourse C & D
IAB Ticketing Kiosk 1 Ticketing Kiosk 3 Ticketing Kiosk 4 No Changes
& WBB & SBB & EBB
BHS BHS/CBIS BHS/CBIS BHS/CBIS

Install Date: Install Date: Install Date: Install Date:
2009 - 2011 2011 - 2014 2009 - 2012 2011 - 2014
1. The baggage handling systems in Kiosk 1 were installed in 1996 at the time of the Main
Terminal expansion, as were the systems in Kiosk 4. The BHS equipment in the two central
Kiosks (2 and 3) in the Main Terminal was installed in 2002 - 2004.
2. Illustrations and detailed descriptions of the inbound and outbound BHS are presented in
Appendix “B”.

SECTION III - DEFINITIONS
AIRPORT - Washington Dulles International Airport.
AOA - Aircraft Operation Area - The portion of the Airport used or intended to be used for landing, takeoff or
surface maneuvering of aircraft. This is a security area requiring security badging. Workers in this area are
required to obtain and display an AOA photo ID credential. Drivers in this area are required to obtain an
Aerodrome Vehicle Operator's Permit.
ATR - Automatic Tag Reader, the laser scanner array that scans barcode format baggage tags.
AIRPORTS AUTHORITY - The Metropolitan Washington Airports Authority
AIRPORTS AUTHORITY WORK HOURS - The hours of 6:00 AM through 4:30 PM EST/DST, Monday through
Friday, excluding weekends and Federal holidays.
BAGGAGE HANDLING SYSTEM (BHS) - Shall mean all BHS related structures, mechanical and electrical
equipment and components that are associated with the specified conveyor lines of the facility, including all
types of check-in collection conveyors, ticket counter check-in weight scales, curbside input conveyors and
associated door hatches, runouts/laterals, load/unload conveyors, transport conveyor segments, power turns,
merges, inclined plate baggage claim and make-up devices, high-speed pusher diverter units, plow diverters,
bag tag scanner arrays and manual encoding stations, fire/security doors, with associated Motor Control
Panels, field control devices (e.g., photoeyes, limit switches, control stations/devices, audio/visual alarms and
the like), motors, motor starters, disconnects, push buttons, including related BHS computers/PLCs, controls
and control hardware and software, with management and support services required to operate and maintain
the specified baggage handling systems as described by these Documents.
BAGGAGE HANDLING SYSTEM OPERATION AND MAINTENANCE CONTRACTOR - Shall be

synonymous with Contractor, Equipment Maintenance Contractor, Baggage Maintenance Contractor, BHS
Maintenance Contractor, and Operation/Maintenance Contractor and shall mean the firm or company that is
responsible for the operation and maintenance of the specified conveyor equipment and systems described by
these Documents.
BASE SERVICES - O&M Contractor shall perform all work and all documentation and reporting services on all
equipment covered by this Contract as listed and as described in the Statement of Work and be paid, upon
submission of an invoice, a lump sum payment of 1/12 of the total price in the Schedule.
BSM - Baggage Sortation Message, Message sent from airline computer system, via the Airport iMUSE, to
BHS computers.
BSO - Baggage Service Operator or BHS Control Room Operator
CBIS – Checked Baggage Inspection System
CBRA – Checked Baggage Reconciliation Area
CDP - The Airports Authority’s Capitol Development Program.
CLEAN - The absence of dirt, litter, debris, dust, surface marks, fingerprints, spills, oils, gum, grime, film,
stains, streaks, spots, bag tags, blemishes, chemical residue, and/or any other foreign matter or chemical
residue that cannot be removed without permanently damaging the underlying surface.
Statement of Work Section III-1

CONTRACT - The written agreement covering all services of the Contractor required by the Contract
Documents, including the furnishing of labor, materials, and equipment in connection therewith.
THE CONTRACT DRAWINGS - the drawings referred to in this Statement of Work or the Contract.
CONTRACTING OFFICER - The person designated by the Airports Authority as its authorized representative
for purposes of the Contract.
CONTRACTING OFFICER TECHNICAL REPRESENTATIVE - The technical representative for the

Contracting Officer. Also the primary contact person for purposes of the Contract.
CONTRACTOR - The organization responding to the Request for Proposal for the specified BHS Operation
and Maintenance Services and who has entered into the contract with the Airports Authority.
COTR - Contracting Officer’s Technical Representative.
CORRECTION - The elimination of a deficiency.
CORRECTIVE MAINTENANCE (CM) - Required corrective measures or repairs typically identified during a
PM, inspection, system failure, or unusual circumstance adversely affecting the normal BHS operation.
Corrective maintenance shall be performed on a priority basis as necessary to meet the required System
Service Availability.
CMMS – Computerized Maintenance Management System
DAYS – Except as otherwise specified, all days shall be calendar days.
EAST BAGGAGE BASEMENT (EBB) – A basement located at the east end of the Main Terminal Building and
dedicated to the Ticketing Kiosk 4 outbound BHS operation. The east expansion area, immediately east of the
east Ground Floor Level (Arrivals) and EBB is a dedicated space for the domestic inbound BHS that is directly
associated with the Ticketing Kiosk 4 and EBB inbound operation.
EDS – Explosive Detection System
EPA – Environmental Protection Agency
FIS – Federal Inspection Service
HCS - Hazardous Communication Standard also known as “HAZCON”.
IAD - Washington Dulles International Airport.
IATA – International Air Transportation Association
IPMP - Inspection and Preventive Maintenance Program
JOB SITE - The area within the Airports Authority’s property lines or portions of such area, which are defined
within the Statement of Work.
LITTER - Debris, waste paper, beverage containers, dead birds, dead animals, and the like.

MA-226 - Washington Dulles International Airport, Engineering and Maintenance Department, Maintenance
Engineering Division
MAINTAINED SYSTEMS - For simplicity purposes, this phrase refers to the systems for which this Statement
of Work refers to, as they pertain to the schedules associated with this Statement of Work.
MAKE-UP DEVICE (MU-##) - Conveyor used in the bag rooms to hand sort baggage.
MCP - Motor Control Panel. The MCP contains the electrical control and power circuit devices for the control
of the baggage system(s).
MEC - Manual Encoding Console. Console used to manually enter baggage data into BHS sortation
computer, which also includes a hand-held scanner.
MDS - Maintenance Diagnostics System
METROPOLITAN WASHINGTON AIRPORTS AUTHORITY (THE AIRPORTS AUTHORITY) - The public

body responsible for the operation and management of Washington Dulles International Airport.
MIS - Maintenance Information System
MSDS - Material Safety Data Sheet
MUFIDS – Multi-user Flight Information Display System. Display screens located at the departures and
arrivals levels, which show departing and arriving flight information.
MWAA – See Metropolitan Washington Airports Authority
NOTICE-TO-PROCEED (NTP) - A written form issued by the Contracting Officer that designates the
commencement date for the work of the Contractor.
OSHA - U. S. Occupational Safety and Health Administration. The Federal Government agency responsible
for providing the rules and regulations on safety and health requirements in the work place.
OEM – Original Equipment Manufacturer
PERFORMANCE BOND – Bond covering all performance obligations of the Contractor or Subcontractor
providing same.
PLC - Programmable Logic Controller, a microprocessor which controls BHS functions and operations.
PREVENTIVE MAINTENANCE (PM) - Scheduled cyclical maintenance of the BHS equipment and facilities
performed to an acceptable standard, to the satisfaction of the Airports Authority, and in accordance with the
approved Maintenance Schedule, Maintenance Standards, relevant codes of Practice/Standards, statutory
regulations as well as good engineering practice and including regular inspection, servicing, cleaning, detection
and correction of potential failures either before they occur or before they develop into major defects (imminent
failures).
PRIMARY TERMINAL OPERATING HOURS - Washington Dulles International Airport operates 24-hours a
day, 7 days a week, 365 days a year (includes weekends and holidays).
QASP – Quality Assurance Surveillance Program

QUALITY CONTROL PROGRAM (QC) - A method used by the O&M Contractor to assure that quality
services are provided to satisfy the Contract requirements.
QUALITY ASSURANCE (QA) - A means by which the Airports Authority is able to confirm that the quantity
and quality of services received conformed to Contract requirements. These methods/procedures are not
intended to aid the O&M Contractor in the performance of the Contract requirements and shall not be a
substitute for Contract quality control.
RIGHT OF WAY – Catwalks and floors that provide access to the baggage handling systems.
SCHEDULE OF RATES - Shall mean any schedule included in the Contract, which, in respect of any section
or item of work to be carried out, shows the rate or respective rates of payment for execution of that work, and
which may also include provisional items, provisional sums, quantities and prices.
SERVICES - Includes services performed, workmanship, and material furnished or utilized in the performance
of services.
SIDA – Security Identification AreaSOUTH BAGGAGE BASEMENT (SBB) – A basement located at the
southeast area of the Main Terminal Building and dedicated to the Ticketing Kiosks 2 and 3 outbound and
inbound BHS operation.
SPARE PARTS – Parts of the same or equal type and quality to the parts used in the production equipment
used as replacement of the original part when such a part is replaced due to failure or for preventive
maintenance.
STATE - The Commonwealth of Virginia
SUBSYSTEM - A set of conveyor segments and its related field elements (e.g., control stations, photoeyes,
PLCs, MCPs, and the like), which is a system itself, and a part of the whole system.
SARA – Superfund Amendments and Reauthorization Act
SUPERVISOR - Supervises individuals and/or groups/teams of employees/subcontractors.
TSA – Transportation Security Administration
VANDALISM - Willful or malicious abuse and/or destruction of property.
VOC – Volatile Organic Chemical
VMUSE – A system at Washington Dulles International Airports that concentrates the Baggage Source
Messages from multiple airlines into a single interface.
WEST BAGGAGE BASEMENT (WBB) – A basement located at the west end of the Main Terminal Building
and dedicated to the Ticketing Kiosk 1 outbound and inbound BHS operation.
WORK ORDER DESK - Unit that is primarily responsible for receiving, dispatching and tracking service
requests. The telephone number at Washington Dulles International Airport is (703) 572-2813
In these written Specifications (unless inconsistent with the content or subject matter or unless a contrary
intention otherwise appears) the following clarifications/definitions shall apply:

a) Words importing the singular include plural and words importing the plural include the singular.
b) Words importing persons include a partnership and a body corporate.
c) Words importing the masculine gender include the feminine and neuter genders.
d) Contract means this Deed of Agreement between the Airports Authority and the Contractor for the
operation and maintenance of the BHS, together with all schedules, attachments, and other documents
incorporated into this Contract, covering all services of the contractor as required by the contract
documents, including the furnishing of labor, materials, and equipment in connection therewith.

SECTION IV - BASE SERVICES
01 DESCRIPTION OF SERVICES
A. The Airports Authority’s goal for their Baggage Handling Systems is to provide safe, high quality,
reliable and uninterrupted service to all Airlines and passengers and to achieve excellent customer
satisfaction. The Airports Authority’s objectives to accomplish this goal in relation to the systems in this
Statement of Work, are as follows:
1. To accomplish operation and maintenance functions of the BHS through a single service
Contractor.
2. Excluding scheduled Preventive Maintenance and Vandalism outages, the Airports Authority’s
goal is to achieve a baggage handling system availability of 99 percent measured on a daily
basis.
3. To respond to all trouble calls and perform the necessary repair or action effectively and
efficiently.
4. To establish and implement a quality control program that results in continuous improvement in
system performance.
5. To know the operational status and functional performance of the BHS at all times.
6. To provide accurate and timely maintenance and repair activity documentation.
B. The O&M Contractor shall provide all supervision, manpower, tools, parts, supplies and lubricants
necessary to perform all the services as described herein. This contract requires the O&M Contractor to
provide fully qualified on-site personnel 24 hours a day, 7 days per week and 365 days per year.
C. These services shall include, but not be limited to, operation, full maintenance and repair services,
preventive maintenance services and documentation of equipment activity and services performed on
all Airports Authority owned and operated baggage handling systems as described in Appendix “B”.
D. The O&M Contractor shall also clean and maintain the right of ways of the Maintained Systems; this
shall included all BHS related maintenance platforms and dormant conveyor lines.
02 RESPONSIBILITIES OF THE O&M CONTRACTOR
A. Responsible for the operation, maintenance and fault monitoring of the Maintained Systems in their
entirety in a manner consistent with the original equipment manufacturer’s recommended guidelines, as
summarized in the respective system Operations and Maintenance Manuals.
B. The O&M Contractor shall ensure that the Maintained Systems are operated and maintained consistent
with all applicable local, state, federal and airport laws, codes and industry safety standards and assure
a safe and efficient system for all personnel who operate, maintain or have access to it.
C. Responsible for all Maintained Systems preventive maintenance tasks.
D. Responsible for all Maintained Systems corrective tasks.
E. Responsible for 24-hour, 7-day-a-week response and rectification of all fault conditions of the
Maintained Systems as described herein. The O&M Contractor response time to fault conditions shall
not exceed 5 minutes.
Statement of Work Section IV-1

F. Responsible for the procurement of all tools, parts, supplies, lubricant and any other items required to
perform the services defined herein.
G. Responsible for sole accountability of O&M Contractor’s employees including interviewing, hiring,
training, airport security badging, parking, taxes, payroll and the like.
H. Responsible for providing daily, weekly and monthly reports to the Airports Authority as described
herein.
I. Take on the responsibility to cooperate in all respects with the airlines, the TSA, the Airports Authority
and/or their representatives. Preventive Maintenance and non-scheduled maintenance tasks shall be
coordinated with and scheduled around the requirements of the user airlines’ and TSA’s operations.
J. Responsible for providing and maintaining all necessary vehicles, including, but not limited to scissor
lifts, boom lifts (over and above those provided by the Airports Authority), fork-lift trucks, golf carts and
the like.
K. Responsible for maintaining the Airports Authority-provided radio systems, which are to be returned to
the Airports Authority at the end of the contract.
L. Responsible for maintaining 24 hours per day, 7 days per week, contact via Cellular telephone(s).
M. Responsible for acquiring the proper insurance and Airport permits for all vehicles that are at the site
and used by the employees.
N. Responsible for procuring, storing and re-ordering spare parts as required for the maintenance of the
Maintained Systems. Maintain a stock of spare parts as defined in Section IV, 06 items K. Take on the
responsibility for proper storage of the spare parts and maintaining a clean and organized setting within
the allocated spare parts storage space(s). Take on full responsibility to accurately record the spare
parts purchases and the tracking of expended parts, as required for obtaining reimbursement from the
Airports Authority.
O. Ensure that competitive prices are obtained for all parts. For a part procured more than once during a 6
month period, obtain 3 comparable quotes every 6 months and select the lowest cost quotes. For
items not procured in the preceding 6 months, obtain 3 comparable quotes and select the lowest cost
quote before ordering the part. Request written exemption from this requirement from the COTR with
the reasoning for the request for exemption if it is not possible or practical to obtain 3 quotes for a part.
P. For the purpose of this Statement of Work, ‘parts’ are considered all items that are replacements of
items on the Maintained Systems. Items necessary in the process of executing the requirements of this
Statement Of Work that do not become part of the maintained systems are not considered parts and
are not reimbursable by the Airports Authority. Examples of parts are: Lubricants, Bearings, Motors,
Gearboxes, Conveyor belts, Sheaves, V-Belts, Photocells, Wiring, Switches, Pushbuttons and the like.
Example of items that are not considered parts are: Cleaning rags, tools, pens/paper, fuel for site
vehicle, uniforms, telephones and vehicles. Should the O&M Contractor seek reimbursements for parts
other than those listed here the O&M Contractor must receive prior approval from the COTR.
03 OPERATIONS
A. The O&M Contractor shall provide staffing for the Main Terminal automated outbound sort system’s
Manual Encoding Stations to monitor the automated sortation process and encode baggage that are
not read by the automated bag tag readers. The O&M Contractor shall provide staffing as needed to
support the operational demand for manual encoding in the systems.

B. The O&M Contractor shall provide staffing appropriate staffing in the BHS Control Room(s) and
Satellite Workstations for the BHS operation. In relation to the Maintained Systems, the O&M
Contractor shall provide personnel to address concerns and monitor the BHS computer equipment,
software issues and to communicate with Washington Dulles International Airport networking staff.
C. The O&M Contractor shall maintain a storage area provided by the Airports Authority for the storage of
spare parts
D. The O&M Contractor’s representative(s), including the Contract manager, supervisors and the on-site
Mechanics, Electricians/Controls technician shall attend all meetings and any required system training
sessions as required by the COTR.
E. The O&M Contractor shall participate in meetings, coordinate with other parties as necessary and
assist in the development of the BHS/CBIS Configuration Management Plan and Contingency Plan that
are intended to be developed for the Maintained Systems. The O&M Contractor shall also participate
and support testing of the Contingency Plan procedures that will be established for the Maintained
Systems. A draft document that will be utilized to establish Configuration Management Plan is
attached as Appendix “F”. A draft document that will be utilized to establish the Contingency Plan is
attached as Appendix “G”.
F. BAGGAGE TUB MANAGEMENT

1. The O&M Contractor shall collect the baggage tubs from the baggage make-up and claim areas
and return them to their designated locations for operational use and/or safe and proper
storage/staging. Empty baggage tubs shall be returned/recirculated to the user airlines’ ticket
counter areas and inbound unload areas on a regular basis to maintain a sufficient supply of
baggage tubs for the daily operations. The reversibility function of the Ticketing Kiosk 1 and 4
Outbound Oversize Conveyor Lines and the Inbound Oversize Conveyor Line may be utilized
for this purpose (only as coordinated with and acceptable to the user airlines). Otherwise,
empty tub distribution/redistribution will need to be performed manually (using hand carts,
freight/service elevators, and the Inbound Oversize Conveyor Line).
2. At or near the end of each operational day, the O&M Contractor shall ensure that tubs are
neatly and safely stacked at all load points (e.g., behind each check-in position in the
Departures Lobby, in the FIS Recheck area, at inbound load belts, transfer inputs, etc.) in
preparation for the next operational day.
3. The O&M Contractor shall cooperate fully with airline baggage handlers so as not to impede
their operations while collecting and/or redistributing baggage tubs.
G. FALLBACK OPERATIONS
1. The O&M Contractor shall verify, on a daily basis and be ready to exercise/initiate any and all
back-up or fallback modes or procedures at any time. This shall include (but is not limited to)
verifying the availability of a sufficient stock of pre-printed Fallback/Pier tags as required to allow
possible implementation on demand at any given time. Stock must be sufficient to ensure that
stock cannot be depleted faster than it can be replenished if use were required for extended
periods.
2. The initial stock will be purchased by the Airports Authority based on the recommendations of
the O&M Contractor as well as other involved parties (e.g., BHS Original Equipment
Manufacturer/Supplier, user airlines, etc.). Be responsible for restock (in a similar manner to
spare parts purchases) as required to ensure continuous availability as described above and for
distribution of Fallback tags as needed.

04 PREVENTIVE MAINTENANCE SERVICES
A. The reliability of the Maintained Systems and associated equipment highly depends on an effective
maintenance program. The Maintained Systems shall be thoroughly inspected at regular intervals and
corrective measures shall be taken to prevent equipment breakdowns. The O&M Contractor is
responsible for maintaining the Maintained Systems at a responsible level, consistent with the industry
standards and the OEM’s recommendations.
B. The O&M Contractor’s preventive maintenance program shall consist of the following three parts:
1. Task and Frequencies
2. Schedule
3. PM Accomplishment Reporting
Task and Frequencies:
The O&M Contractor shall at a minimum perform all inspections and preventive maintenance tasks as
defined in the ‘Operations and Maintenance Manuals’ (O&M Manuals) for the maintained systems.
Upon the start of this Contract the O&M Contractor shall review the O&M Manuals for the various
maintained systems and generate a single comprehensive ‘Inspection and Preventive Maintenance
Program (IPMP) which defines the tasks (e.g inspection, test, replacement) and intervals (e.g. daily,
weekly, monthly, quarterly, annually) for each type of equipment (e.g. conveyor, turn, diverter, motor
control panel) and general tasks (e.g. ‘end of day walkthrough’, cleaning).
The IPMP shall be submitted to the COTR for review and approval. When equipment types are
removed or added to the responsibility of the O&M Contractor the O&M Contractor shall update the
IPMP and submit for the COTR’s review and approval.
If the performance requirements are not met the O&M Contractor shall adjust the IPMP to decrease
inspection intervals and increase preventive maintenance as needed without additional cost (other than
the cost of the spare parts) to the Airports Authority.
The O&M Contractor shall provide cleaning services of the BHS technical areas. BHS technical areas
are non public areas which are not occupied by the end users (i.e. TSA or airlines/ground handler
personnel), which main purpose is the containment of BHS technical equipment. Operational areas,
such as BHS Control Room(s), Satellite Workstations, CBRA, baggage make-up areas and baggage
input areas are cleaned by the Airports Authority custodial service.
Schedule:
Based on the approved IPMP the O&M Contractor shall create a work schedule which determines
when the inspections and preventive maintenance on each equipment/subsystem will be executed in
order to meet the requirements of the IPMP. The work schedule shall be broken down to tasks per day
and subsystem.
The work schedule shall be prepared monthly and shall be submitted to the COTR. The work schedule
shall include provisions for time required to respond to corrective maintenance requirements. When
corrective maintenance requirements occurs certain preventive maintenance tasks for particular days
may be rescheduled, but all tasks shall still be completed within their scheduled month.

All Preventive Maintenance tasks shall be performed during the operational ‘off-peak’ times, which may
vary between the different systems within the Scope Of Work (e.g IAB may have a significantly different
peak period from the SBB).
COTR Notification of schedule Out of Service Events:
The O&M Contractor shall, at the beginning of each shift, notify the COTR of “Shift Activities” via e-mail
of all units that the O&M Contractor intends to remove from service for preventive maintenance. The
O&M Contractor shall include unit number, unit type, location, reason for unit being out of service, and
estimated duration of outage.
05 MINIMUM ATTENDANCE
A. Irrespective of the performance requirements the O&M Contractor shall provide a minimum of one (1)
staff in the South Baggage Basement BHS control room at all times, one (1) jam runner per bag room
(i.e., WBB and SBB) and one (1) manual encode operator in the SBB during all operational periods.
During the system peak operating period (s), the above referenced staff requirements for the jam
runner and manual encode operator shall be doubled. The O&M Contractor shall include relief staff as
needed to ensure continued coverage during primary staff break times.
B. A minimum of one (1) mechanic and one (1) electrical/PLC control technician shall be on-site at all
time. These technicians shall perform preventive maintenance activities and should be available for
corrective maintenance or repairs when needed.
C. The O&M Contractor shall determine the quantity and types of staff needed to meet the performance
requirements of the Contract, taking the minimum requirements above into account.
06 CORRECTIVE MAINTENANCE SERVICES
A. Response to all equipment failures will be the responsibility of the O&M Contractor under Base
Services.
B. The O&M Contractor shall remove from service immediately any piece of equipment covered by this
Contract that is not operating in compliance with the code, or presents a safety hazard to users and
shall notify the COTR immediately.
C. When deficiencies are found, the O&M Contractor shall immediately proceed to repair and/or correct
the deficiencies. If a piece of equipment is required to be removed from service for any reason other
than a Code/Safety deficiency, the O&M Contractor shall coordinate the removal of the equipment from
operation in advance in writing with the Airports Authority.
D. In the event of catastrophic equipment failure, the O&M Contractor shall immediately follow lockout/ tag
out procedures and inform the Airports Authority.
E. The O&M Contractor shall notify the COTR of “Equipment Status” via email of all units that have been
placed out of service daily. The O&M Contractor shall include unit number, location and reason for unit
being out of service, what date and time the out of service status began and the estimated duration of
outage.
07 MAINTENANCE SERVICES FOR DORMANT EQUIPMENT
A. The O&M Contractor shall perform preventive and corrective maintenance services for equipment
identified as ‘dormant’ in Appendix “D”.

B. The preventive maintenance tasks and frequencies defined in Appendix “E” shall be used, as minimum
requirement, for the preventive maintenance program for the dormant equipment.
C. The COTR may designate additional equipment as dormant or remove the designation for equipment
as dormant.
D. The O&M Contractor shall not use field components, parts and/or control devices from the dormant
subsystems as spare parts for other systems, without the recent consent of the COTR.
08 HIGH LEVEL CONTROL SYSTEMS MAINTENANCE
A. The O&M Contractor shall engage, manage and be responsible for the performance of a 3rd party
specialist service provider for all maintenance of the BHS High Level Control hardware (servers,
workstations, network equipment and the like). The 3rd party specialist service provider shall be
available 24/7 and have a maximum 4 hour response time from notification to arrival at the job site.
B. The O&M Contractor shall engage, manage and be responsible for the performance of a 3rd party
specialist service provider for all maintenance of the BHS High Level Control software (e.g. operating
systems, BHS applications, antivirus and the like). The 3rd party specialist service provider shall have a
maximum 4 hour response time via remote support (dial-in, VPN or similar solution) and 24 hours on-
site to make immediate recommendations and assist the COTR and the O&M Contractor to return the
system to a fully on-line state in the shortest possible time frame.
C. The O&M Contractor shall coordinate all activities of the 3rd party specialist service providers to ensure
that any preventive maintenance is carried out during non-operational hours to minimize risk to on-
going operations. Where possible the O&M Contractor shall coordinate the process for the 3rd party
specialist service providers to obtain Airside Operational Area security credentials or provide escorts
when needed.
D. The O&M Contractor shall notify the COTR of all scheduled and unscheduled work by the 3rd party
specialist service providers. Any work by the 3rd party specialist service providers during operational
hours shall require express permission from the COTR before commencing.
E. For any software and/or firmware patches and/or upgrades the O&M Contractor and 3rd party specialist
service provider shall determine if the software and/or firmware patch and/or upgrade is necessary for
the successful operation of the Maintained System and make a recommendation to the COTR for the
COTR’s review and confirmation prior to executing the work. A full back-up of the BHS servers shall be
performed prior to ANY application of a software and/or firmware patch and/or upgrade.
F. Where BHS High Level Control systems are still under warranty no 3rd party specialist service providers
are required. In such cases all the above requirements for coordination by the O&M Contractor in
respect to the services provided by the 3rd party specialist service providers then apply to the
coordination of the O&M Contractor in respect to the services provided by the warranty provider(s).
G. The O&M Contractor shall provide evidence of agreements with the 3rd party specialist service
providers prior to commencing the work under this Contract and shall maintain these agreements (or
replace the agreements with new agreements without loss of coverage for any duration of time) for the
duration of this Contract. Upon request by the COTR the O&M Contractor shall provide evidence that
the agreements are in place and active.

09 CCTV SYSTEM MAINTENANCE
A. The O&M Contractor shall maintain the CCTV system for the BHS. This CCTV system consists of a
total of 10 cameras (6 in the South Baggage Basement and 4 in the West Baggage Basement) and a
monitor in the South Baggage Basement Control Room.
10 BHS/CBIS OPERATIONAL PERFORMANCE REQUIREMENTS
A. The O&M Contractor shall be responsible for maintaining an average sub-system availability of not less
than .99 (99%) calculated on a weekly basis and based on the scheduled operating time of the
systems. Take on the responsibility to dutifully execute the Scope of Work as defined and meet or
exceed the system performance requirements (on a daily average basis) for conveyor line throughput
rates, scanner read rates, tracking and sortation accuracy and overall system availability.
B. Availability
The Contractor acknowledges and agrees that the BHS will be used by the user Airlines (seven days a
week, every week of the year, a minimum of eighteen (18) to twenty-two (22) hours a day) and the user
Airlines will continue to carry out its normal operations in relation to the BHS throughout the Term.
1. The Contractor covenants and agrees to carry out and perform its covenants, obligations, duties
and responsibilities under this Agreement in the least intrusive manner possible so as to
minimize any effect upon, disruption to, interference with or interruption of:
a. The user Airlines’ use and operation of the BHS
b. The user Airlines’ activities which are related to or connected with such operation and use
c. Any of the Airports Authority’s existing facilities and ongoing operations or other operations
located in the area adjacent to the BHS.
2. Reliability requirements of each sub-system shall be measured in terms of “Availability” (A) of
each sub-system. Availability of each sub-system is determined from the following definitions
and formula.
3. Failure: A failure is defined as any malfunction of a sub-system component, assembly, or sub-
assembly, which stops normal operations. A failure shall be charged against only one sub-
system, which causes that failure. The following shall not be classified as failures:
a. Malfunctions due to causes outside the sub-system such as sabotage, general power
outage, etc.
b. Malfunctions due to Baggage jams not caused by failure of a sub-system component,
assembly or subassembly (except as noted below).
c. Incipient failures, which are detected and repaired without affecting normal operation of the
sub-system.
d. Malfunction of one of a redundant Computer/PLC pair where the repair time does not effect
normal operation of the system.
4. Scheduled Operating Time (ST): The scheduled time that the sub-system is available for
Baggage processing.
5. Repair Time (RT): The interval of time between initiation of repairs and return of the sub-system
to operation.
6. Note that the Maintenance Contractor is responsible for providing sufficient jam runners as
required so that that all normal baggage jams will be cleared within ten (10) minutes. Any delay

beyond ten (10) minutes will be identified in performance reports and charged against the repair
time calculation.
7. Sub-system Availability (A): Sub-system availability is defined as follows:
A = (ST – RT)
ST
C. Sortation Accuracy
The O&M Contractor shall maintain all tracking devices (e.g., encoders, PLC’s, computer system
databases, etc) in such proper order to achieve continuous sortation accuracy from an encoded
position (i.e., ATR, BDD or manual encoding) of 99%, calculated on a weekly basis, for the total
number of bags input into the baggage system. Sortation accuracy is defined as encoded baggage that
is sorted correctly to the assigned make-up device. Baggage that is sorted to the incorrect make-up
device is classified as a mis-sort. The intent is to minimize mis-sorts and mis-connected baggage.
D. Tracking Accuracy
The O&M Contractor shall maintain all tracking devices (encoders, PLC’s, etc) in such proper condition
to achieve continuous tracking accuracy from an encoded position (i.e., ATR, BDD or manual encoding)
of 99%, calculated on a weekly basis, for the total number of bags input into the baggage system.
Tracking accuracy is defined as the system’s ability to identify and control the location of the baggage
from the point of encoding to the correct output. The intent of this requirement is to ensure system
transit times are met and the Baggage is sorted in a timely fashion.
E. Read Rates
The Automatic Tag Readers (ATR) and Baggage Dimensioning Devices (BDD) shall be maintained per
the manufactures recommended procedures. Cleaning of individual read heads will be performed twice
a day (at system start-up in the morning and mid-afternoon). The minimum daily average read rate
maintained for originating baggage will be 90% successful reads of all 10 digit (i.e., Standard IATA 10
Digit Bar Coded Baggage Tag) and all Device Number (fall-back) Baggage Tags. This figure does not
apply to hand written tags or non-compliant tags, which negatively impact actual read rates. The intent
is to reduce the volume of baggage processed through manual encoding, thus reducing transit times.
F. The maximum time for any corrective maintenance repair shall be two (2) hours by two (2) staff.
G. The maximum response time (measure from the time the issue occurs until the O&M Contractor has
taken action is 5 minutes.
H. Section XIII defines penalties that will be applied when the performance requirements are not met.
11 MATERIALS
A. The O&M Contractor shall furnish all resources (i.e. supervision, labor, tools, materials, supplies and
equipment) necessary to fulfill all the requirements and satisfactorily perform all the services described
in this Statement of Work in a safe, orderly, timely, efficient and workmanlike manner. The O&M
Contractor shall provide any additional resources to fulfill the Contract requirements at no additional
cost to the Airports Authority.
B. The O&M Contractor shall provide all safety equipment/devices, personal protective equipment and
clothing as required for its workers.

C. The O&M Contractor shall provide Cellular telephones with a radio feature on a business network and
full cellular/radio service for all key and on-site personnel
D. The O&M Contractor shall provide and utilize on the job sites a digital camera and video recorder with
date and time stamp capabilities to fulfill the requirements of this Statement of Work.
E. The O&M Contractor shall be responsible for providing, at its sole expense, all materials, office
supplies, furniture, fixed improvements and equipment it may require in the office space.
F. The O&M Contractor shall provide and utilize on the job site a fax machine, printer and copier.
G. The O&M Contractor shall provide at a minimum one-service vehicle, which is equipped, licensed,
insured and AOA inspected. The service vehicle shall be on site at all times throughout the duration of
this Contract. The service vehicle is required to transport materials and supplies, O&M Contractor’s
employees and tools to various equipment locations.
H. The O&M Contractor shall purchase all parts and materials. The O&M Contractor will be reimbursed by
the Airports Authority for all approved parts and materials as described in the Supplemental Services
section of this document.
I. For parts relating to the BHS at Washington Dulles International Airport, the Airports Authority has
established a stock of critical parts as defined in Appendix “B.4”. The O&M Contractor should review
critical parts list and make recommendations for changes if necessary to ensure its contract
performance requirements will not be impacted.
J. The Airports Authority will own all spare parts stored at the property, as reimbursed by the Airports
Authority. In the event that the Airports Authority has, in its storage facility, miscellaneous
parts/components, the O&M Contractor may use the parts and/or miscellaneous components upon
approval by the COTR, should the O&M Contractor not have the required parts readily available.
However, should the cost of the parts or components be below the allowance amount, the O&M
Contractor shall replenish the Airports Authority’s stock. Parts/components used and/or replenished
shall be documented. Small parts such as spring washers, nuts, bolts, lock washers, toothed washers,
cotter pins, retaining rings and the like are not reimbursable by the Airports Authority.
12 EXCLUDED SERVICES
All items, finishes, components, systems and subsystems of the maintained systems are covered by
this Statement of Work with the following exclusions.
A. Inspection, testing, maintenance, repair and replacement of fire detection and fire alarm systems
including automatic fire sprinkler heads/guards, smoke/thermal fire detectors, and local and remote
annunciation systems.
B. Repair and/or replacement of primary electrical power service up to Motor Control Panels.
C. Repair and/or replacement of heating, ventilating and air conditioning systems or equipment.
D. Fire extinguishers.
E. Lighting in the BHS operational and technical areas
F. TSA provided CBIS and CBRA equipment such as EDS machines and their servers, ETD machines
and TSA provided furniture.

G. vMuse
H. MUFIDS
I. Cleaning of public and/or operational areas

SECTION V - SUPPLEMENTAL SERVICES
01 DESCRIPTION OF SERVICES
A. The Airports Authority may, during the course of this Contract, request that the O&M Contractor
perform supplemental services which are outside the requirements of the Base Services Section of this
Contract. An Example of supplemental services is the repair of a conveyor motor that has been
damaged by an airline tug (i.e., vandalism) or taking care additional equipment under care for
Operation and Maintenance.
B. The O&M Contractor shall provide all supervision, labor, materials, supplies, parts, tools, and
equipment necessary to perform these services. Such work shall be compensated at the rates listed in
the Schedule. There shall be no interference with tasks and baseline responsibilities set forth in this
Statement of Work for O&M Contractor personnel assigned to this Contract.
C. The Airports Authority shall incur no obligation for out of scope work that is not authorized in advance,
in writing.
02 CONTRACT SERVICES CALL ORDER
A. All supplemental services will be approved in writing by the COTR using the “Contract Services Call
Order” form shown in Appendix “C”. The Call Order will contain a description of the services that are
required from the O&M Contractor. The O&M Contractor shall be required to provide the COTR a
detailed cost estimate including an itemized breakdown for all labor, parts and materials.
B. Labor rates included on the Contract Pricing Schedule shall be used in preparing these estimates. The
O&M Contractor shall not proceed with any work described in such Call Orders until authorized in
advance and in writing by the COTR.
03 VANDALISM/”DAMAGE BY OTHERS” REPAIR SERVICES
A. Where repair is necessary as a result of vandalism, improper use or otherwise damage to the
maintained systems not caused by normal operational use of the maintained systems the O&M
Contractor is eligible for reimbursement of the labor cost if such repair requires the O&M Contractor to
use additional staff not normally on duty.
B. Additional labor shall be authorized prior to execution of the repair by the COTR unless the vandalism
or damage results in a safety concern in which case the O&M Contractor shall immediately proceed
with the corrective maintenance.
C. Additional labor authorized by the COTR shall be reimbursable based on the fully loaded labor rates as
specified in the schedule, Section III.
D. Parts used for any repair authorized by the COTR shall be reimbursable under the same conditions as
parts of preventive and corrective maintenance services.
04 OPTIONAL SCOPE #1 – Ticketing Kiosk 4/EBB Outbound BHS
A. As an optional add-on scope, the O&M Contractor may be assigned to maintain the outbound BHS
related to the Ticketing Kiosk 4, the East Baggage Basement and the MU2 building.
B. If the optional add-on scope is selected all provisions of this SOW as stated for the covered scope shall
also apply to the scope covered by this optional add-on scope. Appendix “B.2” defines the subsystems
Statement of Work Section V-1

covered under this optional add-on scope. The High Level Control System for the equipment covered
under this optional add-on scope shall be considered part of this optional add-on scope and operated
and maintenance as such.
C. If the optional add-on scope is selected the minimum attendance for operational staff needs to be
increased to include a minimum of one (1) staff in the East Baggage Basement (EBB) BHS control
room at all operational times, one (1) jam runner per bag room (i.e., EBB/ME3 and MU2), and one (1)
manual encode operator in the EBB/MU3 and one (1) manual encode operator in the MU2 bag room
during all operational periods. During the EBB/MU3 and MU2 system peak operating period (s), the
above referenced staff requirements for the jam runner and manual encode operator shall be doubled.
The O&M Contractor shall include relief staff as needed to ensure continued coverage during primary
staff break times.
05 OPTIONAL SCOPE #2 – Midfield Concourse “C/D” Outbound BHS
A. As an optional add-on scope, the O&M Contractor may be assigned to maintain the Concourse “C” FIS
facility Outbound Transfer BHS equipment at Concourse “C” and the Airline “Cold Transfer” Flat plate
baggage make device at Concourse “D”.
B. If the optional add-on scope is selected all provisions of this SOW as stated for the covered scope shall
also apply to the scope covered by this optional add-on scope. Appendix “B.2” defines the subsystems
covered under this optional add-on scope. The High Level Control System for the equipment covered
under this optional add-on scope shall be considered part of this optional add-on scope and operated
and maintenance as such.
C. If the optional add-on scope is selected the minimum attendance for operational staff needs to be
increased to include a minimum of one (1) jam runner and two (2) manual encode operators in the
Concourse “C” FIS facility during all operational periods. During the Concourse “C” FIS Facility peak
operating period (s), the above referenced staff requirements for the jam runner and manual encode
operators shall be doubled. The O&M Contractor shall include relief staff as needed to ensure
continued coverage during primary staff break times.
Statement of Work Section V-2

SECTION VI - CONTRACT START UP
01 INSPECTION OF EQUIPMENT
A. The O&M Contractor shall, within thirty (30) days from the Contract award, perform an inspection and
assess the condition of all equipment covered under this Statement of Work to establish a condition
baseline. The survey shall be submitted to the COTR for review and approval. The survey shall include
the O&M Contractor’s observations of deficiencies in equipment condition, operation and/or
performance and shall provide a written baseline report of discrepancies, which once approved by the
COTR will serve as a “starting point” for the O&M Contractor to provide the ongoing maintenance.
02 KEY O&M CONTRACTOR PERSONNEL
A. The O&M Contractor shall identify and provide the COTR with a list of names and telephone numbers
of its key personnel who shall be responsible for fulfilling all the requirements of this Statement of Work.
O&M Contractor’s Key Personnel List shall be provided to the COTR fifteen (15) days prior to the
Contract start date and shall be updated when changes are made.
03 SECURITY BADGING
A. O&M Contractor shall be responsible for, at no additional cost to the Airports Authority, to ensure that
all contract employees obtain an airport security badge (with Customs seal where needed) no later than
five (5) days after Contract start date. Airport security badges shall be visibly displayed by all contract
employees at all times while on the job site. The O&M Contractor shall provide the COTR with a copy
of all O&M Contractor’s personnel security badges no later than ten (10) days after Contract start date.
B. The cost for the badging process and related fingerprinting is not reimbursable. Currently the
fingerprinting fee is $38 per person.
Statement of Work Section VI-1

SECTION VII - GENERAL REQUIREMENTS
01 QUALITY CONTROL PROGRAM
A. The O&M Contractor shall implement an effective quality control program. This program shall ensure
the O&M Contractor fulfills all the requirements of this Statement of Work. This program shall include
but not be limited to including all elements of the quality control program described in the Technical
Proposal submitted by the O&M Contractor in response to the Airports Authority's solicitation for this
Contract. A final quality control program shall be provided by the O&M Contractor to the Airports
Authority no later than fifteen (15) days after Contract start date.
B. This program shall also include but not be limited to the following:
1. Responsibility for the day-to-day inspection and monitoring of all O&M Contractor work
performed to ensure compliance with Contract requirements.
2. A proactive management system based on using quality control inspections as a means of
monitoring work performance to ensure services are being provided in accordance with the
Contract documents. The O&M Contractor shall have at least one (1) of the O&M Contractor’s
key personnel perform a quality control inspection for each shift and submit a copy of this report
to the COTR weekly.
3. Description of how inspections, scheduled and unscheduled, are to be conducted.
4. Documentation, such as inspection forms and corrective action forms, to record inspections and
corrective action performed.
5. A comprehensive training program ensuring a knowledgeable and efficient work force.
C. At various times, either scheduled or unscheduled, the COTR may accompany the O&M Contractor
while an inspection is performed.
D. At all times during the Contract period the O&M Contractor shall provide no less than the level of quality
described in this Statement of Work.
E. The O&M Contractor shall not remove damaged or failed parts from the airport, until approved by the
COTR.
02 AIRPORTS AUTHORITY’S QUALITY ASSURANCE SURVEILLANCE PROGRAM (QASP)
A. Each phase of the maintenance services rendered under this Contract is subject to Airports Authority
inspections, both during and after completion of work. The Airports Authority’s QASP is NOT a
substitute for adequate and consistent quality control by the O&M Contractor.
B. The Airports Authority has the right, at all times, to inspect services performed, O&M Contractor’s
workmanship and materials furnished/utilized in the performance of such services to the extent
practicable. The Airports Authority shall perform inspections, as it deems necessary, throughout the
term of the Contract. However, inspections and/or walk-throughs shall be conducted in a manner that
will not unduly interrupt/delay the O&M Contractor’s work.
C. The Airports Authority has the right to arrange for a third party to conduct a condition assessment on
the Maintained Equipment, to identify and analyze equipment failures.
D. If any of the services do not conform to Contract requirements, the Airports Authority may require the
O&M Contractor to perform the services again in conformity with Contract requirements, at no increase
Statement of Work Section VII-1

in Contract amount. When defects in service cannot be corrected by performing the service again, the
Airports Authority may:
1. Require the O&M Contractor to take the necessary action to ensure that future performance
conforms to Contract.
2. Reduce the monthly payment to reflect the reduced value of the services performed. The
Contracting Officer shall make a determination as to an appropriate sum of money that will
approximately equate to the reduced service.
E. If, after having been directed by the Airports Authority to correct a Contract deficiency, the O&M
Contractor fails to promptly perform the services again or fails to take the necessary action to ensure
future performance is in conformity with Contract requirements, the Airports Authority may:
1. Perform the services (by Contract or otherwise) and charge the O&M Contractor any cost
incurred by the Airports Authority directly related to the performance of such service.
2. Terminate the Contract for default.
F. Typical Airports Authority QASP methods.

1. Review Airports Authority’s Night Inspector’s Report.
2. Random COTR inspections of the facility.
3. CMMS Queries for status of open CM & PM work orders.
03 COMMUNICATION AND COORDINATION WITH AIRPORTS AUTHORITY AND AIRLINES
A. The O&M Contractor shall maintain an effective Communication and Coordination Policy with the
Airports Authority, the Airlines and the TSA utilizing email, telephones, faxes, pagers and the like to
ensure the Airports Authority, the Airlines and the TSA are kept abreast of current equipment status,
planned outages, injuries, vandalism and the like. for the duration of the Contract. The COTR shall be
included in all communications to the Airports Authority, the Airlines and the TSA.
04 ACCIDENTS
A. The O&M Contractor shall be responsible for promptly notifying the Airport Police and the COTR of all
accidents arising from the performance of this Contract involving bodily injury to workers, building
occupants, visitors, or other persons. The COTR will provide the necessary information concerning
whom to contact and the specific form of the follow-up written notice.
05 DELIVERY OF SUPPLIES
A. The O&M Contractor shall schedule its own supply deliveries and shall arrange to have deliveries made
during loading dock hours. The loading dock hours are 24 hours, 7 days a week
06 SECURITY REQUIREMENTS
A. The O&M Contractor shall secure and safeguard all keys, key cards, and any other entry devices and
codes provided by the Airports Authority and shall maintain a record of the key numbers issued to its
employees. These prohibitions and requirements shall also be applicable to all individuals with regard
to access, removal, and/or possession of any information, confidential data, materials, supplies, or
equipment. The O&M Contractor shall not duplicate and shall not allow any such issued items to be
duplicated or removed from the job site. All keys and other entry devices used by the O&M

Contractor’s employees in the performance of the work shall be returned to the Airports Authority when
the Contract expires.
B. The O&M Contractor shall immediately report to the Airports Authority all keys and/or security badges
issued to it by the Airports Authority that are lost or stolen.
C. The O&M Contractor shall ensure that, under no circumstances any of its employees shall enter an
area not authorized for access by the O&M Contractor.
D. O&M Contractor employees shall be subject to, and shall at all times conform with any and all rules,
regulations, policies, and procedures pertaining to security at the airport. Any violations of the rules,
regulations, policies, and procedures may be cause for immediate termination.
E. The O&M Contractor shall be responsible for, at its own expense, compliance with the requirements
and procedures to obtain approval of any motor vehicle to operate in the Airport Operations Area
(AOA).
07 SAFETY
A. All Contract employees shall comply with all applicable OSHA and Airports Authority rules and
practices, including directives issued by the Airport Manager, Airport Operations, MWAA Police, TSA
and Fire Departments, Federal Aviation Administration, and Airports Authority Divisions while on the job
site.
B. The O&M Contractor shall provide and ensure that all personnel at the work site wear the safety
devices/apparel described below as required.
1. Approved back support and protective devices
2. Eye protection in compliance with ANSIZ87.1. -1968.
3. Hearing Protection
4. Safety Shoes
5. Hard hats
6. Reflective vests
7. Safety harnesses
8. Other safety devices/apparel as conditions warrant
C. The Airports Authority reserves the right to inspect all areas for safety violations at its discretion, direct
the O&M Contractor to make immediate improvement of necessary conditions and/or procedures,
and/or stop the work if other hazards are deemed to exist.
D. In the event that the Airports Authority should elect to stop work because of any type of existing safety
hazards after the O&M Contractor has been notified and provided ample time to correct, the O&M
Contractor shall bear all costs for eliminating the hazard(s) and shall not be granted compensation for
the work stoppage. The O&M Contractor shall pay all additional expenses.
E. Aisles, system maintenance platforms and mezzanines, passageways, alleyways, entrances, exits or
right-of-ways to fire protection equipment must be kept unobstructed at all times.
F. The O&M Contractor shall be responsible for initiating, maintaining and supervising all safety
precautions and programs in connection with the performance of the Contract. The O&M Contractor

shall take all necessary precautions for safety of, and shall provide reasonable protection to prevent
damage, injury or loss to persons, properties, equipment and vehicles.
G. Damage caused by the O&M Contractor to any properties shall be repaired and have any needed
replacements made to the satisfaction of the Airports Authority at the expense of the O&M Contractor.
The Airports Authority, at its sole direction, may elect to repair or replace the damaged property, and
deduct such costs from monies due to the O&M Contractor.
H. The O&M Contractor shall, within fifteen (15) days of Contract award, submit its own detailed safety
and protection plan/program that shall comply with all safety, environmental protection, property
protection and health provisions of the Contract.
I. Prior to the use of any products or materials, the O&M Contractor shall provide the following submittals
for review and approval by the COTR.
1. Manufacturer’s product data and literature
2. Manufacturer’s installation recommendations
3. Samples, if required by the COTR
4. Material Safety Data Sheets (MSDS)
08 FIRE PREVENTION AND PROTECTION
A. Fire prevention and protection at Airports Authority’s facilities property is essential. The Airports
Authority shall provide limited fire prevention equipment within the facilities. The availability of fire
protection equipment provided by the Airports Authority shall not limit the O&M Contractor’s
responsibility or liability for maintaining a reliable fire prevention and protection program for its
employees and the property serviced.
B. The O&M Contractor shall be knowledgeable of and provide adequate and appropriate training for all
employees in the proper method of reporting a fire. All pertinent information regarding fire-reporting
procedures may be obtained from the COTR.
09 SMOKE FREE ENVIRONMENT
A. The Airports Authority’s facilities are smoke free. The O&M Contractor and its employees shall adhere
to the rules and regulations in regard to this facilities maintenance of a smoke free environment.
10 LOST AND FOUND PROPERTY
A. The O&M Contractor shall turn in to the Airports Authority Police Department all property found on the
property immediately, any violations or disregard of the rules, regulations and/or policies may be cause
for immediate termination.
11 FIXED IMPROVEMENTS AND OPERATING FACILITIES
A. During the period of performance of the Contract, title to the Fixed Improvements made by the O&M
Contractor on the job sites shall remain with the Airports Authority. “Fixed Improvements” includes any
improvements, fixtures, additions, annexations or alterations to the job sites or a portion thereof which
cannot be removed or changed without material damage to, or destruction of, either itself or the job
sites or a portion thereof. All Fixed Improvements on the job sites shall require the prior written
approval of the Airports Authority.

B. The O&M Contractor shall have no right during the term of this Contract to demolish or remove, in
whole or in part, any Fixed Improvements on the job sites except with the prior written consent of the
Airports Authority, which may, at the discretion of the Airports Authority, be conditioned on the
obligation of the O&M Contractor to replace the same by a building structure or improvements, which
shall be left in place and title to them shall transfer to the Airports Authority unless otherwise acquired in
writing by both the O&M Contractor and the Airports Authority.

SECTION VIII - SPECIAL REQUIREMENTS
01 PERMITS AND RESPONSIBILITIES
A. The O&M Contractor shall, without additional expense to the Airports Authority, be responsible for
obtaining all necessary licenses and permits. The O&M Contractor shall also be responsible for all
damages to persons or property that occur as a result of the O&M Contractor’s negligence and shall
take proper safety and health precautions to protect the work, the workers, the public and the property
of others. In addition, the O&M Contractor shall be responsible for all materials delivered and work
performed until completion and acceptance of the entire work.
B. The O&M Contractor shall comply with all applicable revisions, additions, changes and/or upgrades to
any Federal, state, and municipal laws, codes, and regulations which are in effect on the date of
Contract and which affect the performance of the work. The O&M Contractor shall also obtain and pay
the costs of any royalties and licenses for any patented or copyrighted items used in the performance of
the work.
C. It shall be the responsibility of the O&M Contractor to promptly notify the COTR if an official in charge of
compliance with the Occupational Safety and Health Act visits the work site.
02 REGULATION REQUIREMENTS
A. The O&M Contractor shall comply with all applicable Federal, state, local, Airports Authority and the
Airports regulatory, code and procedural requirements. This shall include but not be limited to the O&M
Contractor complying with the following Airports Authority requirements:
1. The Airports Authority’s:
a. Construction Safety Manual
b. Orders and Instructions
c. Design Manual
The Airport’s:
d. Advisories
e. Orders and Instructions
f. Security, Traffic and Parking Requirements
g. Safety Procedures including Lockout/Tagout, Confined Space Entry, Hazardous Materials,
Material Safety Data Sheets and the like..
B. The O&M Contractor shall report all incidents and accidents immediately to the Airports Authority in
accordance with Federal and State laws and regulations and Airports Authority Orders and
Regulations.
03 ASBESTOS CONTAINING MATERIALS/LEAD BASED PAINT
A. Most facilities at the Airport except for current CDP construction were constructed prior to 1981.
Therefore, these facilities should be presumed to have both Asbestos Containing Materials (ACM) and
paint containing lead in their construction.
B. Prior to undertaking any activities that could disturb these materials the O&M Contractor shall obtain
prior written approval from the Airports Authority to proceed with such activities.
Statement of Work Section VIII-1

04 HAZARDOUS/CARCINOGENIC MATERIALS
A. The O&M Contractor shall not bring, produce, use, or store on the job site any hazardous or
carcinogenic products without prior written approval by the Airports Authority. All hazardous and/or
carcinogenic waste transported or generated on-site at the Airport by the O&M Contractor must be
properly disposed off the Airport site by the O&M Contractor as required by law and at no additional
cost to the Airports Authority.
B. The O&M Contractor shall provide the Airports Authority with complete, legible copies of all regulatory
notices, violations, citations and the like received by the O&M Contractor that pertain directly or
indirectly to the fulfillment of this Statement of Work.
05 VOLATILE ORGANIC CHEMICAL REQUIREMENTS
A. The O&M Contractor shall use on the job site only chemicals and cleaning products that do not exceed
the national Volatile Organic Chemical (VOC) limitations rule(s) published by the U.S. Environmental
Protection Agency (EPA).
06 HAZARDOUS WASTE
A. The O&M Contractor shall initiate a Hazardous Waste Management training program for its employees
and subcontractors on the proper disposal of hazardous materials. O&M Contractor shall ensure
employees are aware that the domestic drains, and storm drains shall not be used to dispose of
gasoline, paint, thinners, oils, solvents, concentrated cleaning agents and other toxic material.
B. The O&M Contractor is responsible for collecting, accumulating, recycling, and/or off-site disposal of its
hazardous and toxic waste off the Airport in compliance with Federal, state and local laws governing
hazardous waste storage and disposal.
C. The O&M Contractor shall provide the Contracting Officer and the COTR with documentation of
hazardous materials or wastes that are accumulated, handled, generated, or disposed of by the O&M
Contractor’s operations. The documentation shall demonstrate the adequacy of the handling and
disposal operations used by the O&M Contractor and will demonstrate that the O&M Contractor
activities will not result in contamination of Airport property. The Airports Authority shall provide this
documentation upon request during periodic environmental inspections of the O&M Contractor’s
premises. The Airports Authority shall be copied on all correspondence with regulatory agencies
concerning the O&M Contractors compliance with environmental regulations.
D. If the O&M Contractor generates hazardous waste in an amount that makes it subject to state and EPA
hazardous waste requirements, the O&M Contractor shall apply for a Hazardous Waste Generator
Identification Number. Hazardous waste shall be shipped off the Airport using the O&M Contractor’s
Hazardous Waste Generator Identification Number documented on a complete and properly signed
Uniform Hazardous Waste Manifest. The O&M Contractor shall be required to submit an Annual
Hazardous Waste Report to the State of Virginia Department of Environmental Quality.
E. The O&M Contractor shall be responsible for developing a Resource and Conservation Act Contingent
(RCRA) Plan if the amount of hazardous waste generated places it into a category that requires a plan.
F. The O&M Contractor shall be responsible for notification and reporting required under SARA, Title III
regulations.
G. The O&M Contractor shall, at start of Contract, implement a written hazardous waste spill contingent
plan listing materials used, spill prevention procedures, containment equipment and procedures to be

used in the event of spill, personnel protective equipment requirements, notification procedures, in
accordance with the Resource Conservation and Recovery Act (RCRA) and the Occupational Safety
and Health Administration (OSHA) regulations.
H. In the event of the spill, the O&M Contractor shall notify the airport fire department at Washington
Dulles International Airport (703) 572-2980. The O&M Contractor shall be responsible for all cleanups,
site remediation and disposal costs including hazardous waste response teams that may be required at
the site. All procedures shall be in accordance with applicable Federal, state and local environmental
and OSHA regulations. The O&M Contractor shall remove all hazardous waste materials from the
Airport at the end of each workday. Hazardous materials that are temporarily stored at the job site shall
be placed in containment devices that are capable of containing 110 percent of the volume of the
substance in the event of a spill.

SECTION IX - DOCUMENTATION AND REPORTING
01 MWAA’s COMPUTERIZED MAINTENANCE MANAGEMENT SYSTEM (CMMS)
A. The O&M Contractor shall use, for the term of this Contract, the Airports Authority provided
computerized maintenance management system (CMMS) FM1 to schedule and generate work orders
for all maintenance and repair activity performed for each piece of equipment covered under this
Contract. The Airports Authority will retain an administrative role over the system.
B. The O&M Contractor shall generate work orders for all service calls, bag jam clearing, vandalism,
corrective maintenance repairs as applicable. Upon completion of work the O&M Contractor shall be
responsible for closing out the work order by inputting all relevant information data in the CMMS that
relates to work performed by the O&M Contractor. This information data shall include the equipment
number, name of Mechanic(s)/Electrical and/or Controls Technicial, date of service, duration of work
performance, specific repairs accomplished, part numbers, labor, date completed and any comments
necessary to explain corrective action or work performed.
C. The O&M Contractor shall provide the Preventive Maintenance tasks and intervals for each equipment
type and a list of equipment for each type to the COTR in Excel format. The Airports Authority will enter
this data into the CMMS after which the CMMS will generate the Preventive Maintenance schedule.
When equipment is added or removed or when equipment types are added or removed from the scope
of this Contract the O&M Contractor shall provide the updated information to the COTR within five (5)
business days after the change of scope.
D. The O&M Contractor shall provide the COTR, five (5) business days after the end of each month a
CMMS generated Work Order Status Report that details all incomplete and completed work orders
generated during the previous month. At a minimum the report shall contain; work order number, PM
type/service required, brief description of work, equipment description, account code, origination date
and completion date.
E. If access to the CMMS program is not available from the Airports Authority, the O&M Contractor shall
meet this requirement by providing the required information on paper copies of the work orders, which
will be provided by the Airports Authority. In the event that FM1 is upgraded or replaced the O&M
Contractor shall adopt the updated or new system as required by the COTR.
F. The Airports Authority shall provide all equipment, software, training and operating instructions needed
for operation of the CMMS and related applications. The O&M Contractor’s staff shall comply with the
Airports Authority’s Policy for Electronic Communications.
02 BHS REPORTS
A. The South Baggage Basement BHS Control Room consists of Baggage Handling Computer equipment
that provide system fault monitoring/maintenance diagnostics and associated report functionality. The
O&M Contractor shall provide BHS generated reports when requested by the COTR and transmit them
in the format requested by the COTR (e.g. Hardcopy, PDF by softcopy, CSV by e-mail). The BHS is
capable of providing the following reports:
1. Tag Report
2. EDS ID Report
3. Standby Baggage Report
4. Sort Correlation Table
Statement of Work Section IX-1

5. Immediate Equipment Malfunction and Correction Report

6. Equipment Operational Summary
7. Computer and PLC Status Report
8. Equipment Malfunction Summary
9. MEC Report
10. Load Balancing Report
11. Runout Report
12. Automatic Tag Reader Report
13. EDS Report
14. Day End Report, including throughput rates, Stats on ATRs, MECs, EDS Devices, Outputs and
Baggage Tracking.
15. Sort Area Assignment Report
16. Flight Summary Report
17. Individual Flight Summary Report
18. Bag Tag Not Found Report
19. Baggage Sort Message (BSM) Report
20. Purge Line Report
21. Bag Data
22. EDS Statistics
23. Baggage Dimensioner Statistics
24. OSR Statistics
25. CBRA Area Statistics
26. Time In System Statistics
B. Some of the reports may contain information considered Security Sensitive Information as defined
under 49 C.FR. Parts 15 and 1520. Any Security Sensitive Information shall be treated in accordance
with the established Airports Authority and TSA protocols for such information.
03 PREVENTIVE MAINTENANCE SCHEDULE DEVIATION REPORT
A. The O&M Contractor shall develop and submit a monthly Preventive Maintenance Schedule Deviation
Report that documents all PM’s that were not completed on time as originally scheduled. For all
outstanding work, the O&M Contractor shall include a proposed schedule for re-accomplishment, and a
complete explanation as to why work was unable to be performed. The O&M Contractor shall submit
the Schedule Deviation Report to the COTR no later than five (5) business days prior to the end of each
month.
04 MAINTAINED SYSTEM DOWNTIME REPORT
A. O&M Contractor shall develop and maintain monthly a report in MS Excel format that documents all
instances of non-PM related system outages. This report shall include, at a minimum, date and time of
notification, O&M Contractor response time to problem, sections of Maintained System affected,
responding technician(s), cause of system downtime and system return to service date and time.

05 EQUIPMENT DATA EVALUATION AND TRENDING
A. The O&M Contractor shall perform trend analyses for all Equipment covered by this contract and shall
provide monthly reports identifying, at a minimum, outage trends, bag jamming trends and the like.
06 EQUIPMENT RELATED ACCIDENTS/INJURIES
A. The O&M Contractor shall provide a formal report of all accidents and/or injuries, which occur and
involve the equipment covered by this Contract via email no later than two hours after the occurrence.
This report shall identify all parties involved, location, times and suspected cause of incident.
07 VANDALISM INCIDENTS
A. The O&M Contractor shall respond to all calls for suspected vandalism that involve the equipment
covered by this Contract. If the O&M Contractor finds suspected vandalism damage to the equipment
the O&M Contractor shall secure the equipment, contact the Police and wait at the equipment until the
Police respond and prepare an Incident Report.
B. The O&M Contractor shall immediately notify the COTR via email of each occurrence of suspected
vandalism. This notification shall include electronic photographs of the damage along with a
description of damage, Police report number, probable cause and estimated cost or extent of damage.
C. The O&M Contractor shall in all instances of suspected vandalism provide the COTR within three (3)
business days; date stamped digital photographs, a complete statement of justification, a Police
Incident Report Number, a Work Order Request Number, Equipment Reference Number and an
estimated cost break down to complete the repairs.

SECTION X - PERSONNEL
01 GENERAL PERSONNEL REQUIREMENTS
A. All services covered by this Contract shall be performed by fully qualified and trained technicians.
B. The O&M Contractor’s on site employees shall possess sufficient computer skills and software (Word,
Access, Excel, Outlook, Crystal Reports) knowledge to perform data entry, queries, downloads and
analysis of the Maintained Systems’ performance and CMMS databases as well as send/receive e-
mails.
C. The O&M Contractor shall provide to the COTR resumes for all key personnel (i.e., Contract Manager,
and on-site personnel such as Supervisors, BHS Control Room operators, Manual Encode Operators,
Mechanics, Electricians and Controls Technicians) for the Airports Authority’s approval. These
resumes shall be provided to the COTR no later than fifteen (15) business days prior to employee’s
intended start date.
D. All O&M Contractor personal shall have good verbal and written command of the English language.
02 CONTRACT MANAGER
A. The O&M Contractor shall provide a qualified and experienced full time on-site Contract Manager at
Washington Dulles International Airport. The Contract Manager shall have full authority to act for the
O&M Contractor and serve at all times to carry out all the provisions of the Contract. The Contract
Manager shall be in charge of and have overall responsibility for the work to be carried out under this
contract and as such shall devote their time exclusively to this task.
B. Contract Manager work hours shall be –a minimum 40 hours per week. The Contract Manager shall
determine his work hours as such to cover as much of the peak periods of the systems within the scope
as possible.
C. The name of the Contract Manager and an equally responsible alternate (e.g., Supervisor) who shall
take on the Contract Manager’s duties when the primary Contract Manager is absent shall be
designated in writing to the COTR fifteen (15) business days prior to the Contract start date.
D. The Contract Manager shall be available for calls 24 hours a day, seven (7) days a week. The Contract
Manager shall be available at all times to attend regularly scheduled and/or on-demand meetings,
required system training sessions, tours and inspections requested by the Airports Authority and/or
user Airlines to discuss the Maintained Systems.
E. The Contract Manager shall possess the necessary computer skills required to perform trending,
queries and analysis of the Maintained Systems’ performance histories. The Contract Manager shall
also possess the ability to receive and send email, and have basic spreadsheet, word processing and
database skills.
F. The Airports Authority shall have the right in its sole discretion to approve or reject any Manager
selected by the O&M Contractor at any time.
G. The Contractor Manager shall provide overall supervision over the day to day operations, manage
exceptional/emergency situations, perform the communication with the COTR, Airlines and TSA,
perform and/or supervise administrative work (human resource management, invoicing and the like)
and all other tasks as required to perform the requirements of this Contract.
Statement of Work Section X-1

03 CONTROL ROOM OPERATORS
A. The Control Room operators shall have a minimum of 2 years experience in a similar role for similar
size and complexity system(s). The control room operator shall fully understand all the functions of the
BHS Control Systems, the Airports Authority approved System Contingency Plan, and how to use these
function to monitor, control/manage the operational control functions of the BHS for dispatching
appropriate Mechanics/Technicians to troubleshoot and address system faults.
B. The role of the control room operator is to constantly monitor the status of the Maintained Systems and
alert jam runners, technicians and the Contract Managers when situations occur that need their
attention. The control room operator shall have a good understanding of the physical system layout
and associated controls functionality in order to efficiently manage the baggage flow during the daily
operation through the BHS and direct the response staff to the incidents. The Control Room Operator’s
duties shall also include, but not be limited to:
1. Monitor the conveyor line baggage flow balancing.
2. Monitor laser array statistics
3. Monitor statistical reports
4. Monitor/set make-up assignments
5. Make BHS operational decisions, initiating and coordinating implementation of any
backup/fallback procedures necessary to allow continued operations (e.g., choosing alternative
routings via reversible conveyors, initiating use of Fallback tags, coordination with user airlines).
6. Interface directly with the user airlines and the TSA.
7. Ensure smooth daily start-ups by reviewing start-up check lists and procedures.
8. Assume the responsibility of staffing the BHS Control Room and the monitoring of the baggage
handling system, via the BHS Management Information System (MIS) and Maintenance
Diagnostics System (MDS), during the system’s operational period.
C. The control room operator may also support the Contract Manager is preparing reports and trending
analysis if this does not interfere with the primary duty of system monitoring.
D. The following is a statement of work for the Operations Staff that will be assigned to the Baggage
Handling System Computer Control Room. The tasks are separated into three (3) groups; 1) Daily
Tasks, 2) Regularly Scheduled Non-Daily Tasks, and 3) Random Unscheduled Tasks. The following
list along with the BHS supplier’s recommendations, as referenced in the System’s operation and
maintenance manuals shall be used as minimum requirements for the task assignments to the BHS
Control Room staff (this list is not to be construed as being complete; it is provided only as a guide and
to establish minimum requirements).
1. BHS Control Room Operator’s Daily Tasks
Task Daily Task Description

1 Ensure that all previous day’s “Day End Tasks” have been
completed.
2 Collect, log and file all “End of Day” reports printed during the
nightly End-of-Day processing. (1st Shift Only)
3 Ensure that BHS Sortation and MDS computers are operational.

Task Daily Task Description

4 Verify, via the MDS, that all communications links are running and
operational (Host BSM, PLC, etc.).
5 Log onto the User interface workstation.
6 Verify, via MDS, that there are no devices in an alarm state or
condition that will prevent the BHS conveyors from starting and
contact maintenance to correct any conditions that may prevent
system start-up.
7 Verify that the flight schedule loaded is the correct flight schedule
for the current days flights and make any corrections needed.
8 Set and verify flight to Make-up assignments are correct, and make
changes as required.
9 Verify readiness to exercise/initiate any and all back-up or fallback
modes or procedures at any time (e.g., Fallback tags available for
implementation on-demand, redundant computers on-line, etc.).
Be responsible for initiating restock (in a similar manner to spare
parts purchases) and distribution of Fallback tags as required to
ensure continuous availability.
10 Monitor MDS for any visual and audible alerts, and notify
maintenance operations of identified conditions that may need
correction.
11 Monitor and accept/reject automatic FIDS/BIDS downloads.
12 Print End-of-Shift reports, log and file.
13 Coordinate and communicate with users and Contractor
maintenance staff as required for baggage tub management,
ensuring availability at load points at all times.
14 Operator Log-Off.
15 Retrieve and file all Alarm Log Reports from all Alarm Printers.
16 Fully advise next shift of current conditions and relevant issues as
required.
2. BHS Control Room Operator’s Regularly scheduled Non-Daily Tasks:
Task Regularly scheduled Non-Daily Task Description

1 Collect, label and store Incremental System Back-up tapes/CDs.
2 Prepare a blank tape/CD for automatic Incremental system-back up.
3 Prepare and save weekly, monthly and yearly reports.
4 Print, distribute and file weekly, monthly and yearly reports.
5 Perform regular Preventative Maintenance (PM) of Control Room
equipment (e.g., clean/dust computer areas and inside and outside
of cabinets, check cables, clean or replace computer air filters, etc.)

Task Regularly scheduled Non-Daily Task Description

6 Prepare a blank tape/CD for Monthly Full System Back-up.
7 Perform Monthly Full System Back-up.
8 Collect, label and store Full System Back-up tapes/CDs.
9 Download and edit New Flight Schedules.
10 Ensure/request maintenance staff perform scheduled PM (e.g., clean
Scanner Array optics three (3) times per week, etc.).
11 Check spare parts inventory and initiate any required purchase
requests
3. BHS Control Room Operator’s Random Unscheduled Tasks
Task Random Unscheduled Tasks Description

1 Report and document any BHS equipment failures (Computers,
PLC, Printers, etc.)
2 Provide on-site support to off-site support personnel.
3 Add/Delete/Modify User ID and Password.
4 Assign/Modify User Security levels.
5 Keep complete records of any changes to code/software and
coordinate implementation with operation/users as required.
6 Prepare for and perform Full System Back-ups immediately before
and after any such changes to code/software.
04 BAGGAGE JAM RUNNERS
A. Jam runners shall have a good understanding of the system layout and the procedures required to
resolve jams and reset faults.
B. The role of the Jam runner is to be the first responder to system events such as jams and perform the
necessary procedure to resolve the event, in a safe and expedient manner. If the jam runner
determines that corrective maintenance repairs are needed the jam runner shall alert the control room
operator(s).
C. The Jam runners may also perform other duties such as collect, stage and redistribute empty baggage
tubs from the bag rooms to the airline counters, cleaning and/or assisting the maintenance technicians,
on an as needed basis, where this does not interfere with their primary duties. Other duties that may
be assigned to Baggage Jam Runners are as follows:
1. Relieve the manual encoding operators for breaks and lunches.
2. Observe and report any maintenance, operations and/or repair problems to the maintenance
mechanics/technicians.
3. Responsible for general cleanup of work areas and in/around conveyor equipment at a
frequency required to maintain units free of trash, dirt and debris.
4. Responsible for manual movement of baggage in the event of system outage, during system
fallback conditions, etc. as required.

05 MANUAL ENCODE OPERATORS
A. The Manual Encode operators shall fully understand the Baggage Handling Sort System’s control
functions as they relate to the Manual Encode operation and how to use these function to handle
baggage that end up at their station (e.g., bags with “No-read” faults and/or no baggage tags). Manual
encode operators shall fully understand how to read airline baggage tags and enter the information into
the manual encode console where needed. Accuracy is a key requirement for this work.
06 MECHANICAL TECHNICIAN
A. The mechanical technician shall be fully trained in the preventative maintenance tasks and all repair
procedure required to maintain and repair the equipment in accordance with the equipment supplier’s
operation and maintenance manuals.
B. The mechanical technician shall be experienced and skilled in the use of the hand and bench tools
needed to execute the maintenance and repairs of the equipment.
C. There shall be at least one (1) Lead mechanic on-site at all times. Lead mechanics shall have a
minimum of 5 years experience in their field. The following list is a general outline of the job duties for
the Mechanical Technician(s), which is not to be construed as “all inclusive”:
1. Monitor daily operations and statistics of the baggage system to determine problem areas.
2. Trouble-shoot and repair all mechanical component faults of the BHS system.
3. Analyze all data from the baggage handling system to determine problems and trends that may
lead to problems.
4. Provide preventive maintenance services, clean, inspect, lubricate, adjust/track, troubleshooting
and repair for all mechanical equipment, including but not limited to Conveyor belting, end rolls,
drive rolls, snub rolls, take-up rolls, Conveyor drive assemblies (motors, gear boxes, drive belts,
V-belts etc.), Conveyor supports (ceiling hangers, leg supports, etc.), Make-up and claim
devices (flat plate and sloped pallet plate), all pushers, diverters and associated equipment that
direct baggage flow.
5. Responsible for general cleanup of work areas and in/around conveyor equipment at a
frequency required to maintain units free of trash, dirt and debris.
07 ELECTRICAL/CONTROLS TECHNICIAN
A. The electrical/controls technician shall be proficient with all BHS related electrical field components and
have strong skills and experience in industrial controls. The electrical/controls technician shall be fully
trained in preventative maintenance of the controls system and devices and in the troubleshooting and
repair of electrical and controls issues.
B. The electrical/controls technician shall be a licensed electrician in the jurisdiction of the Contract.
C. The electrical/controls technician shall be able to read and modify PLC code and shall understand how
to configure PLC and load programs onto the PLCs.
D. The electrical/controls technician shall be trained in the maintenance and configuration of the Automatic
Tag Readers (ATR’s) and Baggage Dimensioner Devices (BDDs) and know to how replace heads and
controllers for such devices.
E. The electrical/controls technician shall know how to program VFD parameters.

F. There shall be at least one (1) Lead electrical/controls technician on-site at all times. Lead technicians
shall have a minimum of 5 years experience in their field. The following list is a general outline of the
job duties for the Electrical/Controls Technician(s), which is not to be construed as “all inclusive”:
1. Monitor daily operations and statistics of the baggage system to determine problem areas.
2. Trouble-shoot and repair all electrical and control components of the BHS system.
3. Analyze all data from the baggage handling system to determine problems and trends that may
lead to problems.
4. Make necessary changes to the Programmable Logic Controllers, through the approved Airports
Authority System Configuration Management process, to maintain and enhance the
performance of the baggage handling system.
5. Provide preventive maintenance services, clean, troubleshooting and repair for all
electrical/controls equipment, including but not limited to Programmable Logic Controls, Input /
output componentry, and communications hardware, Tuning and Optimizing of the
Programmable Logic Controllers (PLC) Program, all Networks and Network Hardware, Motor
Control Panel Componentry, Laser Scanner Arrays, Manual Encoding Consoles, Computer
Peripherals including Mouse, Keyboards and Printers, DC Control Equipment, Workstations,
Sortation Computers, Server Computers, Tracking Control Equipment, Graphical Status
Displays and Computers, Computer Monitors, Trouble-shoot and repair all electrical faults.
6. Responsible for general cleanup of work areas and in/around equipment at a frequency
required to maintain units free of trash, dirt and debris that might otherwise affect performance.
08 ATTIRE
A. Contract employees shall, at all times while on the job site, be attired in a distinctive company uniform
that is acceptable to the Airports Authority.
B. Employees shall wear uniforms consisting of shirts with sleeves and full-length trousers or coveralls.
Shorts, cut-offs and the like are not acceptable. The uniform shall have the O&M Contractor’s name
easily identifiable, affixed thereon in a permanent or semi-permanent manner such as a badge or
monogram. Any color combination, as appropriate, may be used for the uniforms as long as they are
distinct from that used by the Airports Authority.
C. All Contract employees shall wear safety shoes and safety vest as part of the approved attire. At times,
employees will be required to wear hard hats.
D. The O&M Contractor shall supply and maintain the required employee attire at no additional cost to the
Airports Authority.
09 CONDUCT
A. The O&M Contractor’s employees shall at all times while on the job site, whether on or off duty, conduct
themselves in a professional, orderly and safe manner. Rudeness, fighting, being under the influence of
alcohol and/or drugs or bringing and/or consuming alcohol and/or drugs, gambling, soliciting, stealing,
taking pictures or bringing cameras or other photographic devices anywhere on Airports Authority
property (unless fulfilling the requirements of this Contract), and any immoral or otherwise undesirable
conduct shall not be permitted on the job site and shall result in immediate and permanent removal
from the job site of any employee engaging in such conduct. Denial of a badge is sufficient grounds for
termination or removal.

B. The O&M Contractor agrees to promptly remove from the Airport any employee that the Airports
Authority through written notice from the COTR advises is not satisfactory and to replace such
personnel with an employee satisfactory to the Airports Authority; but in no event shall the Airports
Authority be responsible for monitoring or assessing the suitability of any employee or agent of the
O&M Contractor.

SECTION XI - DELIVERABLES
The O&M Contractor shall be required to submit the following deliverables to the Airports Authority’s COTR for
this Contract. The Section of this Statement of Work describing the required deliverables are provided with
each deliverable listed below.
01 DAILY
A. SHIFT ACTIVITY NOTIFICATION

Section IV, 05, B
B. EQUIPMENT STATUS NOTIFICATION

Section IV, 05, F
02 FIFTEEN (15) BUSINESS DAYS PRIOR TO CONTRACT START DATE
A. PREVENTIVE MAINTENANCE PROGRAM MODIFICATIONS

Section IV, 04
B. NAMES & CONTACT INFORMATION OF ALL KEY PERSONNEL

Section VI, 02
C. QUALITY CONTROL PROGRAM

Section VII, 01
D. SAFETY AND PROTECTION PLAN

Section VII, 07, H
E. MANAGEMENT PERSONNEL NOTIFICATION

Section X, 01, C
03 TEN (10) DAYS AFTER CONTRACT START DATE
A. COPY OF CONTRACT PERSONNEL SECURITY BADGES

Section VI, 03
04 THIRTY (30) DAYS AFTER AWARD
A. EQUIPMENT CONDITION SURVEY REPORT

Section VI, 01
B. O&M CONTRACTORS SAFETY PLAN AND DRUG POLICY
Statement of Work Section XI-1

05 WEEKLY
A. QUALITY CONTROL INSPECTION REPORT

Section VII, 01, B, 2
06 MONTHLY
A. PM SCHEDULE DEVIATION REPORT

Section IX, 02
B. BAGGAGE HANDLING SYSTEM REPORTS

Section IX, 04
C. WORK ORDER STATUS REPORT

Section IX, 01, D
D. STAFFING LEVELS AND ALLOCATION PLAN
E. MAINTAINED SYSTEM DOWNTIME REPORT

Section IX, 03
F. EQUIPMENT DATA EVALUATION AND TRENDING REPORTS

Section IX, 05
G. SPARE PARTS INVENTORY CONTROL REPORT
07 ANNUALLY
A. HAZARDOUS WASTE REPORT TO STATE OF VIRGINIA DEQ

Section VIII, 06, D
08 AS REQUIRED
A. PRODUCT MATERIAL SUBMITTALS

Section VII, 07, I
B. RESOURCE CONSERVATION ACT CONTINGENT PLAN

Section VIII, 06, E
C. VANDALISM DOCUMENTATION
Section IX, 10, C
D. RESUMES OF ALL NEW KEY PERSONNEL

Section X, 02, D
Statement of Work Section XI-2

SECTION XII - AIRPORTS AUTHORITY FURNISHED RESOURCES
01 ON-SITE SPACE
A. To facilitate fulfilling the requirements of this Statement of Work, the Airports Authority will provide the
O&M Contractor office, workshop and storage space(s) with associated furnishings at the Airport. The
O&M Contractor shall use the spaces and associated furnishings provided to the O&M Contractor to
fulfill the requirements of this Statement of Work.
B. The O&M Contractor shall keep such areas clean and orderly at all times.
C. The O&M Contractor shall keep the on-site office door locked whenever unoccupied.
D. The O&M Contractor shall not allow persons who do not possess a current Airport security badge to
remain in the on-site office unescorted.
E. The O&M Contractor shall not store any items and not conduct any business not related to the Contract
in the on-site spaces.
02 RADIOS
A. The Airports Authority will provide eight (8) 2-way radios, 8 extra batteries and 2 chargers for the O&M
Contractor’s use. If the O&M Contractor finds this quantity insufficient the O&M Contractor shall identify
this in their proposal.
03 OPERATIONS AND MAINTENANCE MANUALS
A. To facilitate fulfilling the requirements of this Statement of Work, the Airports Authority will allow the
O&M Contractor to use the Maintained Systems’ O&M manuals. The Maintained Systems’ O&M
manuals and related documentation (i.e., As-built/record drawings and the like) shall remain on the
jobsite at all times. The O&M Contractor shall utilize these manuals only for work being performed at
the job site. The manuals shall be returned to the Airports Authority at the end of the Contract period in
the condition which they were received.
04 ON-SITE OFFICE COMPUTER
A. The Airports Authority will provide the O&M Contractor with three computers at Washington Dulles
International Airport to access the Airports Authority’s Local Area Network for the sole purpose of
fulfilling the requirements of the Contract. The Airports Authority’s IT department, to verify compliance
of this requirement, may monitor O&M Contractor’s computer usage.
B. The computer systems and related equipment shall remain on the jobsite at all times. The computer
systems, related equipment and data shall remain the property of the Airports Authority at the end of
the Contract.
C. The O&M Contractor shall not allow unauthorized users to operate or use the computers.
D. The O&M Contractor shall be responsible for notifying the Airports Authority’s IT department of all
computer malfunctions or troubles.
Statement of Work Section XII-1

05 UTILITIES
A. The Airports Authority will pay the cost of on-site utilities (electric, water, gas, and the like) used in the
operations and maintenance of the Maintained Systems as reasonable. The Airports Authority will not
compensate, or will back charge, the O&M Contractor for telephone usage fees and unreasonable
utility charges.
06 WASTE REMOVAL
A. The Airports Authority will provide for pick-up of office waste, generated in the maintenance of the
Maintained Systems, excluding hazardous waste materials (e.g., batteries and the like), which shall be
the responsibility of the O&M Contractor.
07 AIRPORTS AUTHORITY CONTACT INFORMATION
A. The Airports Authority will provide phone numbers, e-mail and mailing addresses for the Contracting
Officer, COTR and other Airports Authority key personnel as are warranted.
Statement of Work Section XII-2

SECTION XIII - METHOD OF PAYMENT
The O&M Contractor shall submit an invoice on a monthly basis for services completed, to the satisfaction of
the COTR, during the previous month. The Airports Authority shall incur no obligation for out of scope work
that is not authorized in advance and in writing.
These monthly invoices shall be itemized to provide a breakdown of cost for all services according to the
following:
01 BASE SERVICES
A. The ‘Base Services’ portion of the invoice shall include all the O&M Contractor’s fixed, administrative
and management cost including such items as but not limited to:
1. Contract Manager’s salary
2. Supervisor’s salary
3. Human resource management activities
4. Payroll preparation
5. Invoice preparation
6. Control room attendance
7. Manual Encode station staffing
8. Spare parts administration
9. Site Vehicle
10. Cleaning services
11. CCTV System Maintenance
12. Coordination of 3rd party services
13. Other items for which the O&M Contractor intends to invoice under this section shall be
identified in the O&M Contractor’s proposal.
This section of the invoice is expected to be the same each month.
02 FIXED UNIT PRICE BASED SERVICES
A. The ‘Fixed unit price based services’ section of the invoice shall include the total quantity of equipment
by type and by subsystem under the care of the O&M Contractor together with the unit prices for the
operation and maintenance of this equipment and the totals.
B. This section of the invoice is only expected to vary when additional equipment is added to the scope of
the O&M Contractor or when equipment is removed from the scope of the O&M Contractor. When
such changes occur a narrative shall be provided with the invoice that explains under which agreement
and on which date what quantity and types of equipment and which subsystems were added or
removed from the O&M Contractor’s scope.
C. Jam runners should be covered under the ‘Fixed unit price base services’ as part of each unit’s price.
D. Where equipment is added or remove from the scope the monthly fixed unit price shall be prorated.
Statement of Work Section XIII-1

03 3rd PARTY BASED SERVICES
A. The ‘3rd Party based services’ section of the invoice shall contain line items for all 3rd party specialist
service provider services.
04 PARTS
A. The O&M Contractor shall invoice the Airports Authority for the actual cost expended by the O&M
Contractor to purchase replacement parts and/or materials to fulfill the requirements of the Statement of
Work and which have been approved in writing by the CO and/or COTR. This cost shall be invoiced to
the Airports Authority at the end of the calendar month in which the O&M Contractor incurred it.
Original invoice of parts purchased must be submitted to the Airports Authority. The O&M Contractor
shall be reimbursed for all approved parts at invoice cost taking any discounts/rebates and similar items
into consideration.
05 SUPPLEMENTAL SERVICES
A. The invoice shall include line items for attach COTR agreed work orders for supplemental services (e.g.
vandalism repair, optional add-on scope, etc).
06 DEDUCTIONS
A. The invoice shall include a deductions section where the value of the invoice is adjusted based on the
achievement of the performance requirements of the BHS. The adjustment will be applied to the
combined value of the ‘Base services’, ‘Fixed unit price based services’ and ‘Hourly Services’.
B. The COTR may also deduct any monies due from the O&M Contractor to the Airports Authority from
the invoices as a deduction.
C. Deduction payment factors related to performance requirements are evaluated based on a daily basis
and shall then be applied on a prorated basis to that day’s portion of the month. (i.e. the specific
deduction payment factor for not meeting the performance requirements for 1 day result in deductions
applied to that day’s portion of the monthly invoice (i.e. 1/28th, 1/30th or 1/31st).
D. There are possible deductions for not meeting the system availability requirements, barcode read rate
requirements, baggage dimensioner requirements and baggage tracking accuracy. If more than one of
the performance requirements is not met for a day the deduction factor for the worst case shall be
applied.
E. The following deduction factor shall be apply for system availability performance:
Availability Payment Factor

99.0 - 100.0% 1 (No deduction)
98.9 - 98.99% 0.99
98.8 - 98.89% 0.98
98.7 - 98.79% 0.97
98.6 - 98.69% 0.96
Below 98.69% 0.95
F. The following deduction factor shall be apply for baggage tracking performance:

Tracking Payment Factor

99.0 - 100.0% 1 (No deduction)
98.9 - 98.99% 0.99
98.8 - 98.89% 0.98
98.7 - 98.79% 0.97
98.6 - 98.69% 0.96
Below 98.69% 0.95
G. The following deduction factor shall be apply for baggage dimensioner requirements and barcode read
rate performance:
Barcode Read Rate Payment Factor

90 - 100% 1 (No deduction)
85 – 89.9% 0.99
80 - 84.9% 0.98
75 – 79.9% 0.97
70 - 74.9% 0.96
Below 70% 0.95

SECTION XIV - CONTRACT PHASE OUT
01 MAINTENANCE INSPECTION
A. Beginning on or about thirty (30) business days prior to the Contract expiration/termination, the Airports
Authority and/or their technical representative will thoroughly inspect the condition of all equipment
covered by this Contract to audit the level of maintenance and service work performed.
B. There shall be no outstanding corrective maintenance items and all preventive maintenance shall be up
to date at the contract phase-out.
C. At the expiration/termination of the Contract the spare parts inventory shall be fully replenished to the
agreed inventory levels unless otherwise directed by the COTR.
D. All deficiencies found shall be corrected by the O&M Contractor prior to the Contract expiration date. If
deficiencies have not been corrected by the O&M Contractor by that date, then the Airports Authority
will have the repairs performed by another vendor and the cost to perform the repairs shall be with-held
from the O&M Contractor’s last payment.
E. The O&M Contractor shall provide all necessary labor, equipment, materials and technical expertise
required to assist the Airports Authority in inspecting each Maintained System and sub-system. The
O&M Contractor shall thoroughly exercise all systems and demonstrate each feature and function.
02 AIRPORTS AUTHORITY PROVIDED RESOURCES
A. Upon expiration/termination of the Contract, the O&M Contractor shall return to the Airports Authority, in
good condition, all Airports Authority provided resources, computer hardware, communication devices,
documentation, drawings, System O&M Manuals, and the like loaned by the Airports Authority,
according to an inventory of Airports Authority provided equipment required under the Contract.
03 SECURITY DEVICES
A. Upon expiration/termination of the Contract or discontinuance of employment of any of O&M Contractor

personnel working in the Airport, all airport keys, security badging and all other Airports Authority
identification shall be surrendered to the Airports Authority.
04 RECORDS AND DOCUMENTATION
A. Upon Contract termination or the end of the Contract period all records and documentation, including,
but not limited to, As-built/Record drawings, System O&M Manuals, Preventive Maintenance
Schedules, Preventive Maintenance Records, CMMS Information, Equipment History Data and the like
shall remain the sole property of the of the Airports Authority.
Statement of Work Section XIV-1

SECTION XV - APPENDICES
Statement of Work Section XV-1

APPENDIX “A”
SITE PLAN
Statement of Work Appendices

APPENDIX “B.1”

BAGGAGE HANDLING SYSTEM DESCRIPTIONS

MAIN TERMINAL BAGGAGE HANDLING SYSTEM (BHS)

EQUIPMENT DESCRIPTIONS
01 Main Terminal Baggage Handling Systems (BHS)
A. The Main Terminal is essentially a three level facility, with ticketing at the Concourse Level, arrivals at
the Ground Floor Level and bag room spaces at the Basement Level. The BHS consists of four (4)
distinct baggage handling systems; originating outbound (which is divided between three independent
systems, as defined below), Domestic terminating system (Inbound), International terminating system
and an International to Domestic Re-check transfer system. These systems are divided between four
(4) separate areas of the Main Terminal, as follows:
B. At the west end of the Main Terminal is the West Baggage Basement (WBB), which serves as the
outbound bag room for the carriers operating out of Ticketing Kiosk 1. Domestic Inbound Baggage
Claim Devices 13 and 14 (i.e., Inbound Line IB13 and 14) are also operated from the WBB.
C. At the central part of the Main Terminal is the South Baggage Basement (SBB), which serves as the
outbound bag room for the carriers operating out of Ticketing Kiosks 2 and 3. Domestic Inbound
Baggage Claim Devices 5 through 12 (i.e., Inbound Lines IB5 through IB12) are also operated from the
SBB. Inbound Lines IB8 and IB9 are dormant lines and are not serving any claim devices; they are
however intended for future Claim Devices 8 and 9, which currently have a reserved footprint at the
center of the Arrivals Hall (either side of the inbound oversize conveyor line).
D. At the east end of the Main Terminal is the East Baggage Basement (EBB), which serves as the
outbound bag room for the carriers operating out of Ticketing Kiosk 4. Domestic Inbound Baggage
Claim Devices 1 through 4 (i.e., Inbound Line IB01 and 04) are also operated from the east end of the
Main Terminal via a separate inbound bag room space that is located to the east of the EBB, which is
typically referred to as the Package 8 Inbound area (or United’s Inbound Bag room).
E. At the far west end of the Main Terminal is the International Arrivals Building (IAB), which is currently
being expanded under Airports Authority’s IF0612 Construction Program. The IAB facilitates the
Customs and Border Protection (CBP) primary and secondary inspections, the International terminating
system (Inbound) and the Re-check system, which provides for on-going checked baggage transfers
between the IAB Federal Inspection Service (FIS) cleared bags and outbound domestic flights.
02 Ticketing Kiosk 1 & West Baggage Basement – Outbound Baggage Handling System (BHS)
A. The outbound BHS for Ticketing Kiosk 1 and the West Baggage Basement (WBB) was commissioned
in 1996, as part of the Airports Authority’s Main Terminal Expansion Program, which expanded the
original building (i.e., central part of the terminal) towards the east and west thereby doubling the
overall size of the Main Terminal Departures and Arrivals levels. The existing outbound baggage
handling system in the WBB is a manual “direct fed” system, which is comprised of five (5) Ticket
Counter Lines and two (2) Curbside Lines that feed four (4) inclined plate Make-Up Devices. Ticketing
Kiosk 1 also includes one Odd Size line (i.e., OS1) for oversize baggage processing to a dedicated
runout conveyor. The current outbound baggage flow is designed to transport bags from the
departures level, originating from a Kiosk 1 ticket counter or curbside location, directly to the bag room
within the Basement Level. At present, each conveyor line transports bags to a dedicated incline plate
make-up device and each airline sorts bags into carts/containers according to flight or destination,
transporting them to their respective departing aircraft. Checked baggage security screening is
currently accomplished via a manual process, with Stand-alone Explosive Detection Systems (EDS)
and Explosive Trace Detection (ETD) machines that are located at the Concourse Level (i.e., Ticketing)
and Bag room space.

B. The existing outbound BHS for Ticketing Kiosk 1/WBB is planned to be replaced and converted from a
manual direct fed system to an automated sort system with in-line checked baggage screening, under
the Airports Authority’s IT0907 Construction Program, which is currently under design development and
is scheduled for construction between early 2011 through early 2014). When completed, the new
Ticketing Kiosk 1/WBB outbound BHS will be configured so that the seven (7) standard outbound
transport lines (i.e., two Curbside Lines and five Ticket Counter Lines) will be divided between two
separate outbound collection lines, which will feed and distribute all Kiosk 1 originating bags through
the new automated Checked Baggage Inspection System (CBIS) for subsequent processing to an
allocated airline make-up device via the new automated sort system.
C. The new Ticketing Kiosk 1/WBB outbound BHS will include a fully automated outbound sortation
system, for the four (4) existing baggage make up carousels and a fully automated 100% In-Line EDS
checked baggage security screening system, all of which will be controlled by a centralized fully
redundant Baggage Handling Computer (BHC) and PLC system that will be located in the South
Baggage Basement (SBB) Baggage Control Room. The new automated sort system will be configured
in a closed-loop configuration, containing two automatic tag readers with associated sort spur
conveyors, high-speed diverters and two manual encoding stations. Baggage entering the sort system
will be tracked from the automated tag readers to their allocated baggage make-up device and sorted
via the automated sort system’s controls functionality. Bags that are not successfully read by the
scanners shall be transported to their respective Manual Encoding Station, via the manual encode
line’s High-Speed Diverter. At the manual encoding stations, the bag(s) will advance on a series of
queue conveyors until positioned at the manned station. The bag(s) will then need to be encoded using
the scan gun(s) or by key encoding (using a touch screen console) and then released. Once released
from the manual encode operator station, the bags will be tracked and merged onto the associated sort
line for sortation to the allocated make-up device.
D. Checked Baggage Security Screening will be based on a “three (3) level” automated screening
process, consistent with the Transportation Security Administration’s (TSA’s) protocols, as follows:
1. Level 1 – An EDS device, such as the Analogic XLB1100 or Morpho Detection (previously GE
Security) CTX9800, planned to be operating in a fully automated mode (i.e., system
automatically pass / fails the bag).
2. Level 2 – Remote operator screening; Operator(s) review/perform an “On Screen Resolution
(OSR)” of the Level 1 image alarms.
3. Level 3 – The use of Explosive Trace Detection (ETD) machines – screening basically is
handled by way of directed manual search, utilizing the ETD equipment (i.e., Trace operators
screening Level 3 Alarms).
E. The proposed WBB automated BHS approach for the outbound operation will also include an interface
between the new BHS and the Airport's multi-use systems (iMUSE & MUFIDS). Direct interfacing with
the airline reservation systems through iMUSE will be required for IATA License Plate bag tag
information processing to permit the sortation of the Kiosk 1 outbound bags on the BHS. This required
interface is similar to that which is currently provided for the Ticketing Kiosks 2 & 3/South Baggage
Basement (SBB). The East Baggage Basement (EBB) is not interfaced with the Airport's iMUSE; it is
directly interfaced with United’s Departures Control System – Apollo. The utilization of the standard
IATA 10 digit license plate BSMs, for outbound baggage sortation, is necessary to sort a single carrier
to multiple outputs (for flexibility), similar to what United is currently performing on their existing sort
system at the EBB bag room spaces, as referenced below. IATA 10-digit Baggage Sort Messages
(BSMs) are also required for sortation of baggage input from the IAB re-check area.

03 Ticketing Kiosks 2/3 & South Baggage Basement – Outbound Baggage Handling System (BHS)
A. The outbound BHS for Ticketing Kiosks 2/3 and the South Baggage Basement (SBB) was
commissioned between 2002 and 2005, as part of the Airports Authority’s Main Terminal Rehabilitation
Program, which provided necessary updates to the original building (i.e., central part of the terminal)
and an automated outbound baggage sortation system for Ticketing Kiosks 2 and 3. The existing
Ticketing Kiosks 2/3 and SBB outbound baggage handling system includes check-in collection and
curbside inputs with associated transport conveyors from the Concourse Level (Departures) to the
outbound sort section of the bag room in the SBB. The outbound system also includes one Odd Size
line between the Concourse Level and the SBB. The existing outbound system provides automatic
sortation of bags to four (4) separate incline plate make-up devices through the use of bar code
scanning technology.
B. The outbound BHS transverses from the Concourse Level Ticketing Kiosks, through the Arrivals level
ceiling space and Ground Floor Level conveyor chase, to two BHS tunnels; one in the North/South
direction (connecting the SBB to the central Main Terminal) and one in the East/West direction, below
the existing Ground Floor Level (Arrivals Hall). The SBB and the two BHS tunnels facilitate the BHS
bag room operations for the central part of the Main Terminal’s Kiosk 2 & 3 Outbound Systems and
Inbound Systems.
C. At the Concourse Level (Departures) each Ticketing Kiosk includes four check-in collection conveyors
(i.e., three on the north side and one on the south) and two curbside check-in stations. One Odd Size
check-in station is also included within Kiosk number 3, at the west corner of the Kiosk. The check-in
collection conveyors, curbside inputs, and Odd Size inputs decline to the Ground Floor Level (Arrivals)
ceiling space and transverse the building from north to south, to the SBB. The check-in collection
conveyor segments of the outbound lines are reversible for the redundancy of the outbound transport
system. The outbound sort system, which is located in the SBB bag room space, is composed of a
closed-loop semi-automated system, containing two automatic tag readers with associated sort lines,
ten pusher diverter units, two manual encoding stations, four inclined plate make-up devices, and an
Oddsize run-out conveyor. Checked baggage security screening is currently accomplished via a
manual process, with Stand-alone Explosive Detection Systems (EDS) and Explosive Trace Detection
(ETD) machines that are located at the Concourse Level (i.e., Ticketing) and Bag room space.
D. The existing outbound BHS for Ticketing Kiosks 2/3 and SBB is planned to be reconfigured under the
Airports Authority’s IF0801 Construction Program to accommodate the installation of a new Checked
Baggage Inspection System (CBIS) that is planned to be installed within the SBB, on a mezzanine, that
will be constructed over the inbound stripping area. The IF0801 Construction Program is currently
underway and scheduled to be completed by early 2012.
E. The two main outbound transport lines in the SBB (i.e., OT1 and OT2), along with the automated sort
systems Main Sort Lines and respective Recirculation lines (i.e., ML1, ML2, RC1 and RC2), are
planned to be reconfigured to accommodate the proposed CBIS. The two main outbound transport
lines (OT1 and OT2) will be reconfigured within the North/South Connector and bag room ceiling space
so that they feed and distribute all Kiosk 2 and 3 originating bags between four (4) EDS machines for
screening and subsequent processing to an allocated airline make-up device through the existing
automated sort system. The manual encode consoles, which are located on the ME1 and ME2
subsystems, will also be replaced as part of the proposed Baggage Handling Computer (BHC) system
replacement that is part of the same construction program. When completed, the SBB automated sort
system will end up with a new in-line CBIS and a new BHC system.
F. The Checked Baggage Security Screening will be based on a “three (3) level” automated screening

1. Level 1 – An EDS device, such as the L3 Communications 6600, planned to be operating in a

fully automated mode (i.e., system automatically pass / fails the bag).
04 Ticketing Kiosk 4 & East Baggage Basement – Outbound Baggage Handling System (BHS)
A. The outbound BHS for Ticketing Kiosk 4 and the East Baggage Basement (EBB) was commissioned in
1996, as part of the Airports Authority’s Main Terminal Expansion Program (around the same period as
the WBB), which expanded the original building (i.e., central part of the terminal) towards the east and
west thereby doubling the overall size of the Main Terminal Concourse and Arrivals levels. The existing
outbound BHS at the east end of the Main Terminal, consists of two (2) distinct systems which are as
follows:
B. A Primary Outbound Automated Tilt-Tray Sort System, which is operated by United Airlines (UAL - the
Airport’s Hub carrier). The Tilt-Tray Sort System is located in the East Baggage Basement (EBB -
commonly called by UAL as the MU3 Bag room). This system distributes baggage between the East
Baggage Basement make-up area and UAL’s secondary automated BHS in the MU2 Building.
C. A Secondary Outbound Pusher Diverter Automated Sort-pier System, which is also operated by UAL,
and is located in the Temporary Facility (commonly called by UAL as the MU2 Bag room). The MU2
and MU3 Bag rooms are linked together by two (2) separate outbound transport lines (i.e., OT1 and
OT2), which transport baggage from the MU3 Primary Tilt-Tray Sort System to the MU2 Bag room.
D. Ticketing Kiosk 4/EBB outbound BHS is comprised of five (5) ticket counter lines and two (2) curbside
lines that originate in Kiosk 4 on the Concourse Level and feed two separate Tilt-Tray Sorters in the
Basement Level. Kiosk 4 is also equipped with an additional Outbound Odd Size Line for the
processing of oversize baggage between the Concourse Level and EBB bag room space (i.e., MU3
Bag room). From the Concourse Level of the Terminal (Departures), the conveyor lines are routed
through the Ground Floor Level ceiling space (Arrivals) and down the BHS conveyor chase to enter the
EBB and feed the North and South Tilt Tray Sorters. At present, each of these conveyor lines has a
direct connection to the Tilt-Tray Sorters. The Tilt-Tray sorters are part of a redundant automated sort
system, which sorts baggage between the 36-baggage make-up chutes in the basement level and the
automated sort pier system in the Temporary Facility (MU2 bag room). In some cases bags are
transferred between North and South Tilt-Tray Sorters, via two separate crossover lines. Checked
baggage security screening is currently accomplished via a manual process, with Stand-alone
Explosive Detection Systems (EDS) and Explosive Trace Detection (ETD) machines that are located at
the Concourse Level (i.e., Ticketing) and two Bag room spaces.
E. Both EBB Outbound system(s) provide automatic sortation of bags through the use of bar code
scanning technology. The Kiosk 4 Ticket Counter and Curbside lines transport outbound bags directly
through their respective bar code scanner arrays (Automatic Tag Reader) onto the Tilt Tray sorters
(either the North or South sorter) for sortation to their appropriate Make-Up area (i.e., MU3 or MU2) and
subsequent loading to baggage carts based upon flight/destination.
F. The existing outbound BHS for Ticketing Kiosk 4/EBB is planned to be replaced and reconfigured,
under the Airports Authority’s IT0907 Construction Program, which is currently under design
development and is scheduled for construction between early 2011 through early 2014). Similar to the
proposed Ticketing Kiosk 1/WBB outbound BHS alterations, the replacement and reconfiguration of

Ticketing Kiosk 4/EBB outbound BHS is planned to take place between the Arrivals Level ceiling space
(south of column line K) and the Basement Level bag room area, which includes the decline segments
within the baggage chase at column line N.1, the MU2 building’s outbound transport lines (i.e., OT1 and
OT2) and related transfer line (i.e., TX1).
G. With the planned CBIS security requirements, all originating baggage that are processed out of the
Kiosk 4 ticket counters and curbside lines will be screened prior to baggage make up (cart loading), to
identify any suspect items. In order to accomplish this requirement, the CBIS equipment is planned to
be installed between the outbound transport conveyor inputs and the two existing Tilt-Tray sorters (i.e.,
UAL’s primary outbound sort system) after which all bags shall be sorted to their flight/destination.
H. The existing Main Terminal east airside baggage handling operation utilizes the entire space available
within the East Baggage Basement and Temporary Facility; therefore in order to accommodate the
implementation of the In-Line CBIS, additional space is proposed to be constructed. To meet this need,
a three-level building expansion (referred by the Airports Authority as the EBB Phase 2 Expansion) will
be constructed between columns 034 and east of 046, south of column line J. The basic elements of
the sortation system within the EBB shall remain functional, such as ATR scanning, Tilt Tray sortation
with associated make-up Chutes and manual encoding stations for no-reads.
I. When completed, the new Ticketing Kiosk 4/EBB outbound BHS will be configured so that the seven
(7) standard outbound transport lines (i.e., two Curbside Lines and five Ticket Counter Lines) will be
divided between two separate outbound collection lines, which will feed and distribute all Kiosk 4
originating bags through the new fully automated 100% In-Line EDS Checked Baggage Inspection
System (CBIS) to the existing modified Tilt-Tray sort system for subsequent processing of originating
outbound baggage to an allocated make-up device within the MU2 and MU3 bag room spaces. The
complete system (i.e., automated sortation and CBIS) will be controlled by a centralized fully redundant
Baggage Handling Computer (BHC) and PLC system that will be located in a new BHS Control Room
and the far east end of the EBB.
J. Checked Baggage Security Screening will be based on a “three (3) level” automated screening
1. Level 1 – An EDS device, such as the Analogic XLB1100 or Morpho Detection (previously GE
Security) CTX9800, planned to be operating in a fully automated mode (i.e., system
K. The modified EBB sort system will be interfaced with United’s Departures Control System (Apollo),
similar to the existing conditions.
05 Main Terminal Domestic Inbound Baggage Handling System (BHS)
A. The Domestic Inbound BHS consists of twelve (12) inclined plate claim devices that are located at the
Main Terminal Ground Floor Level (Arrivals), between column lines 32 and 032 and are remotely fed
from their respective bag room space (i.e., West, South and East Bag Basements). Although all of the
claim devices are located within one common Arrivals Hall, the unload belts for the Domestic Inbound
BHS are divided between the Main Terminal three bag room spaces, as follows:

B. At the west end of the Main Terminal, the Domestic Inbound BHS consists of two (2) conveyor lines,
which are located within the WBB and remotely feed Claim Devices 13 and 14. It should be noted that
although these claim devices and related inbound lines are identified as 13 and 14 on the public side
(i.e., arrivals level signage) the actual equipment identification is IB9/CD9 and IB10/CD10; these
subsystems will be renumbered as part of the Airports Authority’s IT0907 Construction Program.
Terminating baggage from Kiosk 1 carriers get unloaded at the related unload belts, which are located
at the eastern end of the WBB, between column lines 18 - 20 and transported to the claim devices via
Inbound lines IB9 and IB10 (to be relabeled as IB13 and IB14). The existing inbound lines, feeding
claim devices 13 and 14, are planned to be reconfigured under the Airports Authority’s IT0907
Construction Program, to accommodate the proposed BHS alterations for the implementation of the
CBIS. The conveyor lines will be reconfigured so that they are basically a mirror image of the existing
configuration. Both lines are planned to be modified so that they feed the claim devices from the south
side of the device as opposed to the north side.
C. At the central part of the Main Terminal, the Domestic Inbound BHS consists of six (6) inclined plate
claim devices (i.e., CD5 through CD12 - between column lines 16 and 016) that are remotely fed from
the South Bag Basement (SBB). Each inbound line includes an unload belt and associated transport
conveyors from the SBB to the respective incline plate claim device in the Ground Floor Level (Arrivals
Hall). Additionally, there are two inbound conveyor lines installed between the SBB and the east/west
tunnel (under the Arrivals Hall) that are presently dormant (i.e., IB8 and IB9) – these lines are planned
to feed two future claim devices (i.e., CD8 & CD9). The inbound system also includes one Oversize
line (i.e., OS3) with input at the west end of the SBB and the run-out at the center of the Arrivals Hall in
the central Main Terminal.
D. At the east end of the Main Terminal, the Domestic Inbound BHS provides direct feeds between the
EBB Phase 1 Expansion unload belts for arriving baggage (carts from aircraft) and the CD1 through
CD4 Claim Devices within the Arrivals Hall of the Main Terminal at the Ground Floor Level. In this
case, each inbound line also includes Metrologics bar code scanner arrays (Automatic Tag Reader) for
baggage reconciliation with UAL’s Departure Controls System.
06 International Arrivals Building (IAB) – Inbound Baggage Handling System (BHS)
A. Existing IAB Inbound BHS

1. The existing IAB Inbound BHS consists of six (6) inclined plate Claim Devices, located in the
IAB Arrivals Hall, immediately west of the Recheck area, that provide approximately 160 linear
feet (lf) of passenger presentation per device, for a total of 960 lf. Each claim device is remotely
fed from its respective single-feed conveyor line, which is located in the Basement Level bag
room and includes a single-sided access unload conveyor.
2. Each claim device and associated feed make up a subsystem, which is powered and controlled
(via relay logic) from its respective Motor Control Panel (MCP) that is located at the Basement
Level bag room space.
3. The existing IAB Inbound BHS is planned to be replaced under the Airports Authority’s IF0612
IAB Expansion Program, which commenced in early 2008 to address deficiencies in the size
and configuration of the existing facility, increase passenger processing capacity and to
accommodate a forecasted future flight schedule. When completed, the new IAB Inbound BHS
will consist of twelve (12) conveyor lines that will remotely feed Claim Devices 1 through 6; two
conveyor lines per claim device. The baggage claim devices will be numbered in descending
order from west to east (6, 5, 4, 3, 2, 1), which will assist in guiding passengers to the IAB exit,
as well as considerations for future expansion towards the west. International Inbound baggage
will get unloaded at the related unload belts, which will be located at the basement level, and
transported to their respective claim device via Inbound lines IB15 through IB26.

4. The new BHS is planned to be implemented in two separate phases; identified as Phases 2 and
3 in the IF0612 Construction Program. The phased-in replacement of the existing BHS will
include the following during these two phases:
5. Referencing the accompanying drawings BHS-xxx through BHS-xxx, Phase 2 will include the
installation of the four westernmost claim devices and their associated feeds. This phase is
planned to be completed by December 2010.
6. Phase 3 will include the installation of the two easternmost claim devices and their associated
feeds. This phase is planned to be completed by July 2011.
B. New IAB Inbound BHS

1. Similar to the existing conditions, the new BHS will be installed between two separate building
levels; the Ground Floor Level (i.e., Arrivals Hall) and the Basement Level (i.e., Bag room
Level).
2. Arrivals Hall
3. The new IAB Arrivals Hall will consist of six (6) inclined plate claim devices and one Odd Size
runout belt for oversize baggage. Two of the six claim devices (i.e., westernmost) will have a
minimum of 318 linear feet (lf) each of passenger presentation, the two center units will have
240 lf each of passenger presentation and the two easternmost units will have 340 lf each (total
1796 lf).
4. Each claim device will be remotely fed from its respective dual-feed conveyor lines, which will
be located at the Basement Level, and include single-sided access unload conveyors.
5. The inbound Odd Size runout conveyor will be located at the northwest end of the Arrivals Hall
(north of the center claim devices).
C. Inbound Bag Room

1. Although the IF0612 Construction Program is currently planning for a two bag room operation,
as part of the IAB Expansion Program, a single consolidated bag room will ultimately be
provided for the IAB BHS operation under the Airports Authority’s IT0907 Construction Program,
which is planned to commence around the first quarter of 2011. However, until that program is
underway and the proposed consolidated bag room operation is ready, the IAB inbound
operation will be divided between two separate bag rooms; one of the bag rooms will be the
reuse of the existing IAB inbound bag room and the second will be within the expansion area of
the IAB. The existing IAB bag room space will be reconfigured so that the four center belts will
feed the two easternmost claim devices in the Arrivals Hall (two per claim device). The new bag
room space, within the expansion area, will be provided with eight (8) inbound belts for the other
four claim devices (two per claim device).
2. Four (4) future conveyor line right-of-ways are being reserved within the new and existing bag
room spaces, to assist in the consolidation of the IAB bag room operation into one operational
space, under the Airports Authority’s IT0907 Construction Program, as referenced above.
3. The inbound Odd Size conveyor’s unload belt, which will feed the runout at the Arrivals Hall, will
be located along the east wall of the bag room expansion area (i.e., along column line 52).
4. The new IAB Inbound BHS will be provided with new MCPs and network based Programmable
Logic Controllers (PLCs), which will be interfaced with a redundant Maintenance Diagnostics
Computer System (MDS) that will collect data from the PLCs and display the respective
subsystem status accurately and clearly (i.e., in real-time, dynamic pictorial format) within the
Main Terminal South Bag Basement BHS Control Room, which serves as the Main Terminal
central command center for the Ticketing Kiosks 1 through 3 outbound systems and the

domestic inbound BHS. The MDS will be part of a new redundant Baggage Handling Computer
(BHC) System that is currently under development and will be implemented as part of the
Airports Authority’s IF0801 Construction Program (scheduled for completion by early 2012).
The MDS will be a centralized fault monitoring system that will consist of both graphic and
textual displays for the monitoring of the IAB Inbound BHS along with the Ticketing Kiosks 1
through 3 outbound systems and the domestic inbound BHS.
A. Existing IAB International To Domestic Recheck/Transfer BHS
5. The IAB Recheck system consists of two input lines (i.e., IR01 and IR02), located at the Arrivals
Hall, between column lines 30H and 32H, which feed an incline plate make-up device at the IAB
Re-Check Baggage Basement. The current IAB Recheck operation is designed to transport
bags from the Arrivals Hall directly to the IAB Basement Level. Similar to the existing WBB
originating operation, both Recheck lines transport bags to the dedicated make-up device,
where carriers sort bags into carts/containers according to flight or destination, transporting
them to the departing aircraft. Checked Baggage Screening (CBS) for International to Domestic
Rechecked baggage is performed via a stand-alone EDS machine, similar to the rest of the
Main Terminal outbound baggage operation manner, which is located at the Ground Floor
Recheck Hall.
D. New IAB International To Domestic Recheck/Transfer BHS

1. As noted above, the existing outbound BHS for Ticketing Kiosk 1/WBB is planned to be
replaced and converted from a manual direct fed system to an automated sort system with in-
line checked baggage screening, under the Airports Authority’s IT0907 Construction Program,
which is currently under design development and is scheduled for construction between early
2011 through early 2014). In this regard, the existing Main Terminal west airside baggage
handling operation, utilizes the entire space available within the WBB and IAB Inbound/Recheck
Basement; therefore in order to accommodate the TSA’s security equipment for an In-Line EDS
screening operation, additional space is needed for the proposed new systems. To meet this
need, the IAB security requirements for International to Domestic re-checked baggage have
been combined with the Kiosk 1 originating Outbound security requirements, using the
consolidation of equipment and systems to provide an In-Line EDS bag screening operation for
the Kiosk 1 originating outbound bags and the Main Terminal IAB rechecked baggage out of the
FIS.
2. In order to accommodate the overall WBB Security Alterations Program, the existing IAB Re-
check input belts (i.e., IR01 and IR02), which are located at the west end of the Main Terminal
Arrivals Level, between column lines 30 and 32, are planned to be replaced consistent with the
layout that is illustrated on the accompanying drawings. The replacement and associated
reconfiguration of the IR01 and IR02 Re-check lines within the WBB bag room ceiling space is
planned to be provided so that all rechecked baggage are screened through their respective In-
Line CBIS (i.e., the westernmost line feeding the WBB CBIS and the eastern line feeding the
SBB CBIS via the referenced conveyor connection to the SBB outbound transport line), thereby
eliminating the need for a separate baggage make-up area for recheck baggage and allowing
that existing footprint to facilitate the proposed Checked Baggage Resolution Area for the WBB
CBIS.
07 BHS Computer Control Rooms and Satellite Maintenance Diagnostics Workstations
A. The Main Terminal has two BHS Control Rooms; one for the EBB, which is currently
operated/monitored by United’s Maintenance Department and the second for the SBB, which will
ultimately also include the WBB, and is currently operated/monitored by the Airports Authority’s
Maintenance Contractor.

B. WBB and SBB BHS Control Room

1. The above referenced reconfigured automated BHS and In-Line CBIS for the West and South
Baggage Basements (i.e., Ticketing Kiosks 1 – 3) will be monitored from the existing South
Baggage Basement BHS Control Room. The BHS control room is considered the central
command center that manages the operation for the majority of the Main Terminal BHS and
supports the BHS related Computer Systems (i.e., sort controllers, MIS Database Servers and
Maintenance Diagnostics System, which also serve as the user interface terminals) and PLC
processors, for the following systems:
2. Ticketing Kiosk 1 and WBB outbound BHS, including the associated CBIS
3. Ticketing Kiosks 2/3 and SBB outbound BHS, including the associated CBIS
4. Domestic Inbound BHS (Claim Devices 1 through 14 and associated remote feeds)
5. Future International Arrivals Building Inbound BHS (Claim Devices 1 through 6 and associated
remote feeds)
6. Future International to Domestic Recheck System
C. EBB BHS Control Room

1. The above referenced reconfigured automated BHS and In-Line CBIS for the East Baggage
Basement (i.e., Ticketing Kiosk 4) will be monitored from the relocated East Baggage Basement
BHS Control Room. The EBB BHS control room is considered the central command center that
manages the operation of Ticketing Kiosk 4 and EBB outbound BHS, including the associated
CBIS, and supports the BHS related Computer Systems (i.e., sort controllers, MIS Database
Servers and Maintenance Diagnostics System, which also serve as the user interface terminals)
and PLC processors.
D. In addition to the centralized redundant Maintenance Diagnostics Systems (MDS), that will be provided
for the two BHS Control Rooms as part of the above referenced construction programs, these systems
will also be provided with five (5) satellite MDS stations and associated printers; three for the TSA staff
(one per bag room; WBB, SBB and EBB), one for United’s Maintenance Staff, which will be located in
the MU3 area, and one for the Airports Authority’s Maintenance staff, which will be located in the WBB.
The TSA’s BHS MDS satellite stations are planned to be located within their respective CBIS on-screen
resolution (OSR) area, adjacent to the supervisor’s workstation, and will be program to function similar
to the centralized maintenance diagnostics computers that will be located in the BHS Control Rooms.
The MDS satellite station for the Airports Authority’s / United’s maintenance staff will be located in an
enclosed “Hoffman” type cabinet, so that the displays are visible with the door closed; these cabinets
will be located in the WBB and EBB bag rooms, at the locations illustrated on the accompanying
drawings.

MIDFIELD CONCOURSE “C/D” BAGGAGE HANDLING SYSTEM (BHS)

EQUIPMENT DESCRIPTIONS
01 Concourse “C” FIS International to Domestic Automated Outbound Transfer BHS
A. This system consists of three (3) flat plate claim devices to allow United Airlines International to
Domestic transfer passengers to reclaim their baggage for processing through the FIS passenger
checkpoint and baggage screening process for subsequent sortation of their rechecked baggage to a
domestic outbound flight. After arrival, passengers go through passport control and then recheck their
baggage at the two (2) recheck drop off , if their bags were checked through to their end destination or
check-in for their connecting flight at the re-accommodation counters.
B. There are two (2) re-check subsystems, each consisting of a bag drop off belt, which feeds the TSA
screening area for baggage screening via stand-alone EDS machines ETD equipment. Each
subsystem also includes a clear bag input line that connects to four (4) manual encode stations and two
(2) stacked main sortation lines. The sort system includes fifteen (15) high-speed pusher diverter units.
The stacked sortation lines sort baggage, via their respective high-speed pusher diverter units, to seven
(7) stacked sort piers with the 7th and final sort pier being the ‘default’ for any bags lost in tracking. This
Recheck Transfer system also includes a apron level transfer input belt for in-line baggage transfers.
02 Concourse “D” Cold-Sort Flat Plate Baggage Make-up Device
A. This flat plate make-up device is located at the midfield Concourse “D” area, between aircraft gates D1
and D3; it is roughly 590 linear feet long, driven by three (3) drive sections that include a 5-horsepower
motor each and consists of 364 steel crescent plates. The make-up device was originally installed by
G&T Conveyor Company, Inc. in June 1992, it was refurbished in 2009, and it and was configured to
accommodate the Hub Carrier’s (United Airlines) operation for cold-sort baggage transfers.

APPENDIX “B.2”
BHS / CBIS DRAWINGS
Drawing List
Sheet
Number Drawing Title
BG00.0000 COVER SHEET
BG00.0001 DRAWING LIST
GENERAL ARRANGEMENT - EXISTING CONDITIONS – MAIN TERMINAL
BG02.0001 BASEMENT LEVEL (BAG ROOMS)
BG02.0002 GROUND LEVEL (ARRIVALS)
BG02.0003 CONCOURSE LEVEL (DEPARTURES)
BG02.0004 EXISTING CONDITIONS - INTERNATIONAL ARRIVALS BUILDING
EXISTING CONDITIONS – TICKETING KIOSK 1 & WEST BAGGAGE
BG02.0005 BASEMENT
EXISTING CONDITIONS – SOUTH BAGGAGE BASEMENT (TICKETING
BG02.0006 KIOSKS 2 & 3)
EXISTING CONDITIONS – TICKETING KIOSKS 2 & 3 (SOUTH BAGGAGE
BG02.0007 BASEMENT)
EXISTING CONDITIONS – TICKETING KIOSK 4 & EAST BAGGAGE
BG02.0008 BASEMENT
BG02.0009 EXISTING CONDTIONS – MIDFIELD CONCOURSE C
GENERAL ARRANGEMENT - FUTURE CONDITIONS – MAIN TERMINAL
BG03.0001 BASEMENT LEVEL (BAG ROOMS)
BG03.0002 GROUND LEVEL (ARRIVALS LEVEL)
BG03.0003 CONCOURSE LEVEL (DEPARTURES)
BG03.0004 FUTURE CONDITIONS - INTERNATIONAL ARRIVALS BUILDING
FUTURE CONDITIONS – TICKETING KIOSK 1 & WEST BAGGAGE
BG03.0005 BASEMENT
BG03.0006 FUTURE CONDITIONS - SOUTH BAGGAGE BASEMENT (KIOSKS 2 & 3)
FUTURE CONDITIONS – TICKETING KIOSK 2 & 3 (SOUTH BAGGAGE
BG03.0007 BASEMENT)
FUTURE CONDITIONS - EAST BAGGAGE BASEMENT (SUB-BASEMENT
BG03.0008 LEVEL)
FUTURE CONDITIONS – TICKETING KIOSK 4 & EAST BAGGAGE
BG03.0009 BASEMENT

APPENDIX “B.3”
MAIN TERMINAL AND MIDFIELD CONCOURSE “C/D”

BHS EQUIPMENT INVENTORY

BHS EQUIPMENT INVENTORY SUMMARY
EXISTING EQUIPMENT INVENTORY - BHS OPERATIONS AND MAINTENANCE
Total Equipment
Subsystem Related Kiosk / Related Status:
Barcode Reader
CD Carousel (#)
Number of MU /
TOTAL LINEAR
Induction Unit
Tilt - Tray (LF)
Motor Control
Fire / Security
Name: Building Basement
Carousel (LF)
2
Power Turn
Conveyor1
(#SEGMENTS)
Diverter3
Quantity
Tilt-Tray
Reclaim
Merge
Panel
FEET
Door
MTB DOMESTIC INBOUND [EXISTING]
MTB/DOMESTICINBOUNDExistingTotal 234 100 0 0 12 2330 0 15 0 0 0 361 11,249
WBB INTERNATIONAL INBOUND (IAB) [EXISTING]
IABINTERNATIONALINBOUNDExistingTotal 74 50 0 0 6 1680 0 11 0 0 0 141 4395
WBB OUTBOUND [EXISTING]
MTB/WBB(K1)OUTBOUNDExistingTotal 114 52 1 0 5 0 0 23 0 0 0 195 4409
SBB OUTBOUND [EXISTING]
MTB/SBB(K2&3)OUTBOUNDExistingTotal 314 87 14 10 0 0 2 21 0 0 0 448 6999
EBB MU3 OUTBOUND [EXISTING]
MTB/EBB/MU3(K4)OUTBOUNDExistingTotal 201 102 2 0 0 0 2 19 1150 13 0 341 6283
CONCOURSE C 'FIS' [EXISTING]
CONCOURSEC'FIS'ExistingTotal 106 24 5 16 3 1260 0 5 0 0 0 159 3520
CONCOURSE D [EXISTING]
CONCOURSEDExistingTotal 0 0 0 0 1 0 0 0 0 0 0 1 590
GRANDTOTAL(EXISTING): 1,090 422 23 42 27 5,270 4 94 1,150 13 0 1,717 39,159
Notes:
1
- 'Conveyor' includes a conveyor of any length (e.g. including load/unload belts, queue belts, etc)
2
- 'Turn' includes power turns and spiral turns of any type
3
- 'Diverter' includes any type of horizontal or vertical diverter
PROPOSED EQUIPMENT INVENTORY - BHS OPERATIONS AND MAINTENANCE SCOPE
Total Equipment
Barcode Reader
CD Carousel (#)
Number of MU /
TOTAL LINEAR
Induction Unit
Tilt - Tray (LF)
Motor Control
Name: Building Basement Fire / Security
Carousel (LF)
Power Turn2
1
Conveyor
(#SEGMENTS)
Diverter3
Quantity
Tilt-Tray
Reclaim
Merge
Panel
FEET
Door
MTB DOMESTIC INBOUND [FUTURE]

MTB/DOMESTICINBOUNDFutureTotal 245 106 0 0 12 2330 0 15 0 0 0 378 11,307
WBB INTERNATIONAL INBOUND (IAB) [FUTURE]
IABINTERNATIONALINBOUNDFutureTotal 94 50 0 0 6 1680 0 12 0 0 0 162 5601
WBB OUTBOUND [FUTURE]
MTB/WBB(K1)OUTBOUNDFutureTotal 383 127 35 24 4 0 2 27 0 0 0 602 7892
SBB OUTBOUND [FUTURE]
MTB/SBB(K2&3)OUTBOUNDFutureTotal 498 131 35 22 0 0 0 23 0 0 0 709 9507
EBB OUTBOUND [FUTURE]
MTB/EBB/MU3(K4)OUTBOUNDFutureTotal 445 151 24 16 0 0 2 26 1150 10 0 676 9665
EBB MU2 OUTBOUND [FUTURE]
CONCOURSE C 'FIS' [FUTURE]
CONC'FIS'FutureTotal 105 25 6 16 3 1260 0 5 0 0 0 160 3479
CONCOURSE D [FUTURE]
CONDFutureTotal 0 0 0 0 1 0 0 0 0 0 0 1 590
GRANDTOTAL(FUTURE): 1,817 597 101 94 26 5,270 4 108 1,150 10 0 2,759 49,756
Notes:
1
2
3

EXISTING BHS EQUIPMENT INVENTORY BREAKDOWN
Total Equipment
Barcode Reader
CD Carousel (#)
Number of MU /
TOTAL LINEAR
Induction Unit
Tilt - Tray (LF)
Motor Control
Fire / Security
Carousel (LF)
2
Power Turn
Conveyor1
(#SEGMENTS)
Diverter3
Quantity
Tilt-Tray
Reclaim
Merge
Panel
FEET
Door
MTB DOMESTIC INBOUND [EXISTING]
IB1 MTB / 4 EBB In Scope 12 7 1 175 1 21 588
IB5 MTB / 1 SBB In Scope 14 5 1 200 1 21 755
IB8 MTB / 1 SBB Out of Scope 15 7 1 23 624
IB9 MTB / 2&3 SBB Out of Scope 21 8 1 30 761
IB10 MTB / 2&3 SBB In Scope 22 8 1 200 1 32 1,061
OS3 MTB / 2&3 SBB In Scope 19 9 1 29 538
IB13 MTB / 1 WBB In Scope 6 2 0 0 1 200 0 1 0 0 10 438
MTB/DOMESTICINBOUNDExistingTotal 234 100 0 0 12 2330 0 15 0 0 0 361 11,249
WBB INTERNATIONAL INBOUND (IAB) [EXISTING]
IB15 IAB WBB In Scope 8 4 0 0 1 300 0 1 0 0 14 483
IB19 IAB WBB In Scope 6 2 1 240 1 10 481
IB20 IAB WBB In Scope 7 4 1 12 285
IOS1 IAB WBB In Scope 6 3 1 10 227
IABINTERNATIONALINBOUNDExistingTotal 74 50 0 0 6 1680 0 11 0 0 0 141 4395
WBB OUTBOUND [EXISTING]
CS1 MTB / 1 WBB Out of Scope 9 5 1 0 0 0 0 3 0 0 18 288
CS2 MTB / 1 WBB Out of Scope 13 6 0 0 0 0 0 3 0 0 22 374
TC1 MTB / 1 WBB In Scope 18 7 0 0 0 0 0 2 0 0 27 513
MU1 MTB / 1 WBB In Scope 1 1 190
OS1 MTB / 1 WBB In Scope 11 5 0 0 0 0 0 2 0 0 18 365
IR01 MTB / 1 WBB In Scope 6 3 0 0 1 0 0 1 0 0 11 348
IR02 MTB / 1 WBB In Scope 7 3 0 0 0 0 0 1 0 0 11 194
MTB/WBB(K1)OUTBOUNDExistingTotal 114 52 1 0 5 0 0 23 0 0 0 195 4409

Total Equipment
Barcode Reader
CD Carousel (#)
Number of MU /
TOTAL LINEAR
Induction Unit
Tilt - Tray (LF)
Motor Control
Fire / Security
Carousel (LF)
2
Power Turn
Conveyor1
(#SEGMENTS)
Diverter3
Quantity
Tilt-Tray
Reclaim
Merge
Panel
FEET
Door
SBB OUTBOUND [EXISTING]
CS3 MTB / 2&3 SBB In Scope 11 3 1 1 16 223
OS2 MTB / 2&3 SBB In Scope 14 4 0 0 0 0 0 1 0 0 19 493
OT1 MTB / 2&3 SBB In Scope 48 13 0 0 0 0 0 0 0 0 61 1,056
OT2 MTB / 2&3 SBB In Scope 50 12 0 0 0 0 0 0 0 0 62 1,074
TC6 MTB / 2&3 SBB In Scope 9 2 2 13 234
TC7 MTB / 2&3 SBB In Scope 9 6 1 2 18 194
ML1 MTB / 2&3 SBB In Scope 5 1 6 250
ML2 MTB / 2&3 SBB In Scope 5 1 6 255
RC1 MTB / 2&3 SBB In Scope 12 5 1 18 322
RC2 MTB / 2&3 SBB In Scope 12 5 1 18 349
ME1 MTB / 2&3 SBB In Scope 20 3 1 1 25 163
MS1 MTB / 2&3 SBB In Scope 4 4 8 120
MTB/SBB(K2&3)OUTBOUNDExistingTotal 314 87 14 10 0 0 2 21 0 0 0 448 6999
CS1 MTB / K4 EBB Optional 12 7 0 0 0 0 0 3 0 0 22 301
CS2 MTB / K4 EBB Optional 13 6 0 0 0 0 0 2 0 0 21 288
TC1 MTB / K4 EBB Optional 8 4 0 0 0 0 0 2 0 0 14 261
OS1 MTB / K4 EBB Optional 5 1 0 0 0 0 0 3 0 0 9 211
OT1 MTB / K4 EBB Optional 27 12 0 0 0 1 0 0 0 40 677
OT2 MTB / K4 EBB Optional 17 9 0 0 0 0 1 0 0 0 27 482
XO1 MTB / K4 EBB Optional 8 6 0 0 0 0 0 0 0 0 14 176
XO2 MTB / K4 EBB Optional 8 4 1 13 218
ME1 MTB / K4 EBB Optional 7 2 1 10 83
ME2 MTB / K4 EBB Optional 7 2 0 0 0 0 0 0 0 0 9 55
TX1 MTB / K4 EBB Optional 10 4 1 0 0 0 0 0 0 0 15 235
TX2 MTB / K4 EBB Optional 4 4 1 0 0 0 0 0 0 0 9 109
TTN MTB / K4 EBB Optional 650 5 5 765
TTS MTB / K4 EBB Optional 500 6 6 638
US1 MTB / MU2 EBB Optional 6 2 8 254
USP1 MTB / MU2 EBB Optional 1 1 2 56
LS1 MTB / MU2 EBB Optional 25 5 1 31 565
LSP1 MTB / MU2 EBB Optional 1 1 2 56
LSP7 MTB / K4 EBB Optional 1 1 2 56

Total Equipment
Barcode Reader
CD Carousel (#)
Number of MU /
TOTAL LINEAR
Induction Unit
Tilt - Tray (LF)
Motor Control
Fire / Security
Carousel (LF)
2
Power Turn
Conveyor1
(#SEGMENTS)
Diverter3
Quantity
Tilt-Tray
Reclaim
Merge
Panel
FEET
Door
CONCOURSE C 'FIS' [EXISTING]
RC1 CON C Optional 10 5 2 17 271
RC1A CON C Optional 3 2 2 1 8 40
TX1 CON C Optional 7 4 11 267
ME1 CON C Optional 11 1 1 13 55
ME3 CON C Optional 11 2 1 1 15 66
ME5 CON C Optional 8 1 9 37
LML1 CON C Optional 4 1 5 167
UML1 CON C Optional 4 1 5 157
LSP1 CON C Optional 1 1 2 52
USP1 CON C Optional 1 1 2 52
CD1 CON C Optional 1 380 1 380
CONCOURSEC'FIS'ExistingTotal 106 24 5 16 3 1260 0 5 0 0 0 159 3520
CONCOURSE D [EXISTING]
MU1 CON D Optional 1 1 590
CONCOURSEDExistingTotal 0 0 0 0 1 0 0 0 0 0 0 1 590
GRANDTOTAL(EXISTING): 1,090 422 23 42 27 5,270 4 94 1,150 13 0 1,717 39,159
Notes:
1
2
3

PRELIMINARY LIST OF PROPOSED BHS/CBIS EQUIPMENT INVENTORY BREAKDOWN

Total Equipment
Barcode Reader
CD Carousel (#)
Number of MU /
TOTAL LINEAR
Induction Unit
Tilt - Tray (LF)
Motor Control
Fire / Security
Carousel (LF)
Power Turn2
1
Conveyor
(#SEGMENTS)
Diverter3
Quantity
Tilt-Tray
Reclaim
Merge
Panel
FEET
Door
MTB DOMESTIC INBOUND [FUTURE]
IB8 MTB / 1 SBB Out of Scope 15 7 1 23 624
IB9 MTB / 2&3 SBB Out of Scope 21 8 1 30 761
OS3 MTB / 2&3 SBB In Scope 19 9 1 29 538
IB11 MTB / 4 SBB In Scope 28 10 1 200 1 40 1,250
IB12 MTB / 4 SBB In Scope 31 10 1 200 1 43 1,380
MTB/DOMESTICINBOUNDFutureTotal 245 106 0 0 12 2330 0 15 0 0 0 378 11,307
WBB INTERNATIONAL INBOUND (IAB) [FUTURE]
IOS1 IAB WBB In Scope 6 3 1 10 227
IABINTERNATIONALINBOUNDFutureTotal 94 50 0 0 6 1680 0 12 0 0 0 162 5601

Total Equipment
Barcode Reader
CD Carousel (#)
Number of MU /
TOTAL LINEAR
Induction Unit
Tilt - Tray (LF)
Motor Control
Fire / Security
Carousel (LF)
Power Turn2
1
Conveyor
(#SEGMENTS)
Diverter3
Quantity
Tilt-Tray
Reclaim
Merge
Panel
FEET
Door
WBB OUTBOUND [FUTURE]
CS1 MTB / 1 WBB In Scope 8 3 1 0 0 0 2 0 0 14 219
CS2 MTB / 1 WBB In Scope 7 3 1 0 0 0 2 0 0 13 197
IR01 MTB / 1 WBB In Scope 8 3 1 0 0 0 2 0 0 14 121
IR02 MTB / 1 WBB In Scope 18 6 1 0 0 0 4 0 0 29 492
TC1 MTB / 1 WBB In Scope 10 2 0 0 0 0 2 0 0 14 212
WCB1 MTB / 1 WBB In Scope 8 3 0 0 0 0 0 0 0 11 235
WCB1A MTB / 1 WBB In Scope 2 1 1 0 0 0 0 0 0 4 25
WCB1B MTB / 1 WBB In Scope 5 4 2 1 0 0 0 0 0 12 113
WCB1C MTB / 1 WBB In Scope 4 1 1 0 0 0 0 0 0 6 103
WCB2 MTB / 1 WBB In Scope 12 5 0 0 0 0 0 0 0 17 232
WCB2A MTB / 1 WBB In Scope 2 1 1 0 0 0 0 0 0 4 21
WCB2B MTB / 1 WBB In Scope 4 3 2 1 0 0 0 0 0 10 71
WCB2C MTB / 1 WBB In Scope 4 1 1 0 0 0 0 0 0 6 92
WED1 MTB / 1 WBB In Scope 29 5 0 0 0 0 0 0 0 34 492
WED1A MTB / 1 WBB In Scope 15 2 2 2 0 0 0 0 0 21 86
WED1B MTB / 1 WBB In Scope 16 2 2 2 0 0 0 0 0 22 89
WED2 MTB / 1 WBB In Scope 25 4 0 0 0 0 0 0 0 29 374
WED2A MTB / 1 WBB In Scope 15 2 2 2 0 0 0 0 0 21 86
WED2B MTB / 1 WBB In Scope 15 2 2 2 0 0 0 0 0 21 86
WME1 MTB / 1 WBB In Scope 10 3 1 1 0 0 0 0 0 15 67
WME2 MTB / 1 WBB In Scope 12 3 1 1 0 0 0 0 0 17 79
WML1 MTB / 1 WBB In Scope 23 5 1 0 0 1 1 0 0 31 502
WML2 MTB / 1 WBB In Scope 14 3 1 0 0 1 1 0 0 20 269
WMS1A MTB / 1 WBB In Scope 2 2 0 1 0 0 0 0 0 5 39
WMS1B MTB / 1 WBB In Scope 2 4 1 1 0 0 0 0 0 8 87
WOS1 MTB / 1 WBB In Scope 17 8 0 0 0 0 4 0 0 29 505
WOT1 MTB / 1 WBB In Scope 18 7 0 1 0 0 1 0 0 27 426
WOT2 MTB / 1 WBB In Scope 16 9 0 1 0 0 0 0 0 26 417
WPL1 MTB / 1 WBB In Scope 4 2 2 1 0 0 0 0 0 9 91
WPL2 MTB / 1 WBB In Scope 6 3 2 1 0 0 0 0 0 12 81
WRL1 MTB / 1 WBB In Scope 4 3 1 0 0 0 0 0 0 8 105
MTB/WBB(K1)OUTBOUNDFutureTotal 383 127 35 24 4 0 2 27 0 0 0 602 7892

Total Equipment
Barcode Reader
CD Carousel (#)
Number of MU /
TOTAL LINEAR
Induction Unit
Tilt - Tray (LF)
Motor Control
Fire / Security
Carousel (LF)
Power Turn2
1
Conveyor
(#SEGMENTS)
Diverter3
Quantity
Tilt-Tray
Reclaim
Merge
Panel
FEET
Door
SBB OUTBOUND [FUTURE]
OS2 MTB / 2&3 SBB In Scope 15 4 0 0 0 0 0 3 0 0 22 503
SOT1 MTB / 2&3 SBB In Scope 31 7 0 0 0 0 0 0 0 0 38 629
SOT2 MTB / 2&3 SBB In Scope 36 8 0 0 0 0 0 0 0 0 44 714
SRC1 MTB / 2&3 SBB In Scope 12 5 1 18 302
SRC2 MTB / 2&3 SBB In Scope 12 5 1 18 328
SCB1 MTB / 2&3 SBB In Scope 14 6 0 0 0 0 0 0 0 0 20 254
SCB1A MTB / 2&3 SBB In Scope 5 1 1 0 0 0 0 0 0 0 7 58
SCB1B MTB / 2&3 SBB In Scope 2 0 2 1 0 0 0 0 0 0 5 25
SCB1C MTB / 2&3 SBB In Scope 9 5 1 0 0 0 0 0 0 0 15 227
SCB2 MTB / 2&3 SBB In Scope 13 6 0 0 0 0 0 0 0 0 19 184
SCB2A MTB / 2&3 SBB In Scope 4 1 1 0 0 0 0 0 0 0 6 56
SCB2B MTB / 2&3 SBB In Scope 3 0 2 1 0 0 0 0 0 0 6 27
SCB2C MTB / 2&3 SBB In Scope 6 3 1 0 0 0 0 0 0 0 10 157
SED1 MTB / 2&3 SBB In Scope 16 4 0 0 0 0 0 0 0 0 20 393
SED1A MTB / 2&3 SBB In Scope 20 2 2 2 0 0 0 0 0 0 26 143
SED1B MTB / 2&3 SBB In Scope 18 2 2 2 0 0 0 0 0 0 24 105
SED2 MTB / 2&3 SBB In Scope 19 8 0 0 0 0 0 0 0 0 27 443
SED2A MTB / 2&3 SBB In Scope 19 2 2 2 0 0 0 0 0 0 25 141
SED2B MTB / 2&3 SBB In Scope 18 2 2 2 0 0 0 0 0 0 24 106
SPL1 MTB / 2&3 SBB In Scope 15 3 2 1 0 0 0 0 0 0 21 420
SPL2 MTB / 2&3 SBB In Scope 6 3 2 1 0 0 0 0 0 0 12 91
SRL1 MTB / 2&3 SBB In Scope 6 2 1 0 0 0 0 0 0 0 9 183
SSB1 MTB / 2&3 SBB In Scope 11 2 0 0 0 0 0 0 0 0 13 191
SSB2 MTB / 2&3 SBB In Scope 10 2 0 0 0 0 0 0 0 0 12 144
ML1 MTB / 2&3 SBB In Scope 5 5 239
ML2 MTB / 2&3 SBB In Scope 5 5 244
MTB/SBB(K2&3)OUTBOUNDFutureTotal 498 131 35 22 0 0 0 23 0 0 0 709 9507

Total Equipment
Barcode Reader
CD Carousel (#)
Number of MU /
TOTAL LINEAR
Induction Unit
Tilt - Tray (LF)
Motor Control
Fire / Security
Carousel (LF)
Power Turn2
1
Conveyor
(#SEGMENTS)
Diverter3
Quantity
Tilt-Tray
Reclaim
Merge
Panel
FEET
Door
EBB OUTBOUND [FUTURE]
ECB1 MTB / K4 EBB Optional 30 11 0 1 0 1 0 0 0 43 525
ECB2C MTB / K4 EBB Optional 7 4 0 0 0 0 2 0 0 13 219
ECB2D MTB / K4 EBB Optional 4 2 1 1 0 0 0 0 0 8 44
CS7 MTB / K4 EBB Optional 8 3 1 0 0 0 2 0 0 14 193
CS8 MTB / K4 EBB Optional 10 3 1 0 0 0 2 0 0 16 207
ECB1A MTB / K4 EBB Optional 4 1 1 0 0 0 0 0 0 6 68
ECB1C MTB / K4 EBB Optional 6 2 1 0 0 0 1 0 0 10 107
ECB1D MTB / K4 EBB Optional 6 2 1 1 0 0 0 0 0 10 86
ECB2 MTB / K4 EBB Optional 32 12 0 0 0 1 0 0 0 45 550
ECB2A MTB / K4 EBB Optional 4 1 1 0 0 0 0 0 0 6 79
EED1 MTB / K4 EBB Optional 17 5 0 0 0 0 0 0 0 22 417
EED1A MTB / K4 EBB Optional 19 2 2 2 0 0 0 0 0 25 151
EED1B MTB / K4 EBB Optional 19 2 2 2 0 0 0 0 0 25 108
EED2 MTB / K4 EBB Optional 16 5 0 1 0 0 0 0 0 22 417
EED2A MTB / K4 EBB Optional 22 2 2 2 0 0 0 0 0 28 205
EED2B MTB / K4 EBB Optional 23 2 2 2 0 0 0 0 0 29 174
EME2 MTB / K4 EBB Optional 6 2 0 0 0 0 0 0 0 8 52
EOT1 MTB / K4 EBB Optional 17 5 0 1 0 0 1 0 0 24 395
EPL1 MTB / K4 EBB Optional 4 3 2 1 0 0 0 0 0 10 85
EPL2 MTB / K4 EBB Optional 4 3 2 1 0 0 0 0 0 10 75
ERI1 MTB / K4 EBB Optional 8 5 1 0 0 0 1 0 0 15 171
ESB1 MTB / K4 EBB Optional 18 3 0 0 0 0 1 0 0 22 255
ESB2 MTB / K4 EBB Optional 21 5 0 0 0 0 1 0 0 27 372
ETX1 MTB / K4 EBB Optional 10 4 0 0 0 0 0 0 0 14 278
ETX2 MTB / K4 EBB Optional 5 2 1 0 0 0 0 0 0 8 113
EX01 MTB / K4 EBB Optional 11 7 0 0 0 0 0 0 0 18 262
OS4 MTB / K4 EBB Optional 11 5 0 0 0 0 3 0 0 19 331
OS4A MTB / K4 EBB Optional 6 2 0 0 0 0 1 0 0 9 216
TC14 MTB / K4 EBB Optional 10 4 0 0 0 0 2 0 0 16 197
TTN MTB / K4 EBB Optional 650 2 2 696
TTS MTB / K4 EBB Optional 500 6 6 638
XO2 MTB / K4 EBB Optional 8 4 1 13 218
ME1 MTB / K4 EBB Optional 7 2 1 10 83

Total Equipment
Barcode Reader
CD Carousel (#)
Number of MU /
TOTAL LINEAR
Induction Unit
Tilt - Tray (LF)
Motor Control
Fire / Security
Carousel (LF)
Power Turn2
1
Conveyor
(#SEGMENTS)
Diverter3
Quantity
Tilt-Tray
Reclaim
Merge
Panel
FEET
Door
EBB MU2 OUTBOUND [FUTURE]
CONCOURSE C 'FIS' [FUTURE]
RC1A CON C Optional 3 2 2 1 8 40
TX1 CON C Optional 7 4 11 267
ME5 CON C Optional 8 1 9 37
LML1 CON C Optional 4 1 5 167
UML1 CON C Optional 4 1 5 157
CONC'FIS'FutureTotal 105 25 6 16 3 1260 0 5 0 0 0 160 3479
CONCOURSE D [FUTURE]
MU1 CON D Optional 1 1 590
CONDFutureTotal 0 0 0 0 1 0 0 0 0 0 0 1 590
GRANDTOTAL(FUTURE): 1,817 597 101 94 26 5,270 4 108 1,150 10 0 2,759 49,756
EQUIPMENT INVENTORY - BHS OPERATIONS AND MAINTENANCE OPTIONAL SCOPE
Notes:
1
2
3

APPENDIX “B.4”
BHS EQUIPMENT CRITICAL PARTS LIST

SYSTEM MWAA
DESCRIPTION MFG MFG PARTS NUMBER
TOTAL SPARES
120/240V AC 16 PT DIGITAL OUTPUT MODULE A-B 1756-OA16 89 2

120V AC 16 PT DIGITAL INPUT MODULE A-B 1756-IA16 207 2
3' RIGID MOUNTING RAIL (POWER & CONTROL WIRING) A-B 1492-N22 73 1
30.5mm CYL. LOCK OPER., 2-POSITION, M-M, 1N.O., BOTH
A-B 800T-H33D1 7 1
POS. KEY REMOVAL
30.5mm CYL. LOCK OPER., 2-POSITION, M-M, 1N.O.-1N.C.,
A-B 800T-H33A 35 1
BOTH POS. KEY REMOVAL
30.5mm CYL. LOCK OPER., 2-POSITION, M-S, 1N.O., LEFT POS.
A-B 800T-H48D1 3 1
KEY REMOVAL
30.5mm CYL. LOCK OPER., 3-POSITION, M-M-M, 1N.O.-1N.C.,
A-B 800T-J44A 8 1
ALL POS. KEY REMOVAL
30.5mm PILOT LIGHT COLOR CAP, STANDARD, AMBER A-B 800T-N26A 306 2
30.5mm PILOT LIGHT COLOR CAP, STANDARD, BLUE A-B 800T-N26B 26 2
30.5mm PILOT LIGHT COLOR CAP, STANDARD, WHITE A-B 800T-N26W 20 2
30.5mm PILOT LIGHT, 1N.O.-1N.C., DUAL INPUT, XFMR.,
A-B 800T-PDT16 355 1
INCANDESCENT, NO LENS
30.5mm PUSH BUTTON, ILLUM., MOM., 1N.O.-1N.C., XFMR.,
A-B 800T-PA16G 39 1
INCAN., GREEN, WITH GUARD
30.5mm PUSH BUTTON, ILLUM., MOM., 1N.O.-1N.C., XFMR.,
A-B 800T-PA16W 8 1
INCAN., WHITE, WITH GUARD
30.5mm PUSH BUTTON, MOMENTARY, 1N.O., BLACK, FLUSH
A-B 800T-A2D1 136 1
HEAD
30.5mm PUSH BUTTON, MOMENTARY, 1N.O., GREEN, FLUSH
A-B 800T-A1D1 293 1
HEAD
30.5mm PUSH BUTTON, MOMENTARY, 1N.O., RED, FLUSH
A-B 800T-A6D1 58 1
HEAD
30.5mm PUSH BUTTON, MOMENTARY, 1N.O., YELLOW, FLUSH
A-B 800T-A9D1 28 1
HEAD
30.5mm PUSH-PULL 2-POSITION, N.O.-N.C.L.B.,
A-B 800T-FXP16RA1 356 1
TRANSFORMER, INCANDESCENT, RED
30.5mm SEL. SW. 3-POSITION, NON-ILLUM., M-M-S, 1N.O.-
A-B 800T-J5A 10 1
1N.C., STANDARD KNOB OPER.
3-POSITION CHANGEOVER SWITCH (XOO), 25A, FRONT-
A-B 194E-A25-3753 10 1
MOUNTED, WITH SHAFT
50 POLE UNINSULATED SIDE JUMPER (CONTROL WIRING) A-B 1492-N39 29 1
872C WORLDPROX 2-WIRE AC/DC RELAY OUTPUT INDUCTIVE
A-B 872C-B15BR30-E2 2 1
PROXIMITY SENSOR
ACTUATOR, CHANGEOVER SWITCH (INCLUDES LEGEND
A-B 194L-HE6A-375 10 1
PLATE, 1-0-2, AND KNOB)
ADDITIONAL POLE, DISCONNECT LOAD SWITCH (USE WITH
A-B 194E-A25-NP 92 1
CLUTCH/BRAKE DISC.)
AUX. CONTACT, DISCONNECT LOAD SWITCH, 1N.O.-1N.C.
A-B 194E-A-P11 792 1
(MOTORS AND CLUTCH/BRAKES)
CABLE CONNECTOR A-B 1786-BNC 40 1
CHASSIS INTERCONNECT CABLE, 0.5 FT A-B 1746-C7 3 1
CHASSIS INTERCONNECT CABLE, 3.0 FT A-B 1746-C9 4 1
CONTROL RELAY, 10N.O., 12-POLE, 115-120VAC, WITHOUT
A-B 700-P1000A1 2 1
ENCLOSURE
A-B 700-P200A1 229 1
ENCLOSURE
A-B 700-P400A1 45 1
ENCLOSURE
A-B 700-P600A1 26 1
ENCLOSURE
A-B 700-P800A1 1 1
ENCLOSURE

SYSTEM MWAA
TOTAL SPARES
CONTROLNET COMMUNICATION INTERFACE MODULE,

A-B 1756-CNBR 31 1
REDUNDANT
DIGITAL AC INPUT MODULE, 16 INPUTS A-B 1746-IA16 104 1
DIGITAL AC OUTPUT MODULE, 16 OUTPUTS A-B 1746-OA16 41 1
END ANCHOR (POWER & CONTROL WIRING) A-B 1492-N23 136 3
END BARRIER (CONTROL WIRING) A-B 1492-N36 38 3
END BARRIER (POWER WIRING) A-B 1492-N16 30 3
ETHERNET / IP COMMUNICATION INTERFACE MODULE A-B 1756-ENET 3 1
EUTECTIC ALLOY OVRLD. RLY., MANUAL RESET, PANEL
A-B 592-BOV16 2 1
MOUNT, 40A, 3-POLE, N.C.
FLASH MEMORY DEVICE (5/03,5/04) PROCESSORS A-B 1747-M11 9 1
FULL VOLTAGE REVERSING STARTER, SIZE 0, 3-POLE, 115-
A-B 505-AOD 7 1
120V, 60Hz
FULL VOLTAGE REVERSING STARTER, SIZE 1, 3-POLE, 115-
A-B 505-BOD 34 1
120V, 60Hz
FULL VOLTAGE STARTER, SIZE 0, 3-POLE, 115-120V, 60Hz A-B 509-AOD 162 1
FULL VOLTAGE STARTER, SIZE 1, 3-POLE, 115-120V, 60Hz A-B 509-BOD 446 1
HEATER ELEMENT, OVERLOAD RELAY, SIZE 0-1, 1.80 FULL
A-B W34 264 4
LOAD AMPS
A-B W52 102 4
LOAD AMPS
A-B W38 588 6
LOAD AMPS
A-B W40 340 6
LOAD AMPS
A-B W43 300 6
LOAD AMPS
A-B W48 405 6
LOAD AMPS
I/O CHASSIS, 1746 I/O MODULES, 10 SLOTS A-B 1746-A10 4 1
I/O CHASSIS, 1756 MODULES, 10 SLOTS (19.02" x 6.65" W/ PWR
A-B 1756-A10 3 1
SUPPLY)
A-B 1756-A13 12 1
SUPPLY)
A-B 1756-A17 10 1
SUPPLY)
A-B 1756-A7 6 1
SUPPLY)
LIMIT SWITCH OPERATING ROD LEVER, STAINLESS STEEL,
A-B 802T-W3B 68 2
8.5" LONG
LIMIT SWITCH, PLUG IN TYPE, WITHOUT LEVER, 1N.O.-1N.C. A-B 802T-AP 68 1
OVERLOAD RELAY AUXILIARY CONTACT, 1N.O., SIZE 0-2, 5-9 A-B 595-A02 666 2
PHOTOEYE REFLECTOR, 3" DIA. WITH CENTER MOUNT HOLE,
A-B 92-39 684 10
SERIES 5000
PHOTOHEAD, POLARIZED RETROREFLECTIVE, SERIES 5000,
A-B 42LRC-5200 683 2
RED LINE
PHOTOHEAD, TRANSMITTED BEAM LIGHTSOURCE, SERIES
A-B 42MRL-5000 1 1
5000, GREEN LINE
PHOTOHEAD, TRANSMITTED BEAM RECEIVER, SERIES 5000,
A-B 42MRR-5000 1 1
GREEN LINE
POWER BASE, TERMINAL STYLE, 102-132VAC, 60 Hz, SERIES
A-B 42MTB-5000 2 1
5000, GREEN LINE
POWER BASE, TERMINAL STYLE, 120VAC, 60Hz, SERIES 5000,
A-B 42LTB-5000 683 1
RED LINE

SYSTEM MWAA
TOTAL SPARES
POWER SUPPLY MODULE, 120 VAC A-B 1746-P2 16 1

POWER SUPPLY, 120VAC/220VAC, SERIES A, 1756 CHASSIS
A-B 1756-PA72 31 1
(4.4" x 5.5")
REDUNDANCY MODULE CABLE A-B 1757-SRC3 4 1
REMOVABLE TERMINAL BLOCK, EXTENDED HOUSING FOR
A-B 1756-TBE 296 1
#14 AWG
REMOVABLE TERMINAL BLOCK, SCREW-CLAMP WITH 20-PIN
A-B 1756-TBNH 296 1
CONNECTION
SLC-5/05 ETHERNET PROCESSOR, 16K (12/4) TOTAL A-B 1747-L551 9 1
SOFT START, 16A, 1/3-10HP, OPEN-TYPE, 480V, 50-60Hz A-B 150-A16NB 49 1
SOFT START, 16A, 1/3-10HP, OPEN-TYPE, W/ SOFT STOP,
A-B 150-A16NB-ND 4 1
480V, 50-60Hz
SOFT START, 5A, 1/3-3HP, OPEN-TYPE, W/ SOFT STOP, 480V,
A-B 150-A05NB-ND 1 1
50-60Hz
STRAIGHT TAP A-B 1786-TPS 12 1
SYSTEM REDUNDANCY MODULE A-B 1757-SRM 4 2
TERMINATOR A-B 1786-XT 6 1
UNIVERSAL MOUNTING CHANNEL, 16 RELAYS PER STRIP A-B 700-MP16 5 1
UNIVERSAL MOUNTING CHANNEL, 8 RELAYS PER STRIP A-B 700-MP8 17 1
CONTROL TRANSFORMER, 1KVA (INT) ACME TA-2-81217 28 1
CONTROL TRANSFORMER, 2KVA ACME TA-2-81219 26 1
CONTROL TRANSFORMER, 3KVA ACME TA-2-81220 2 1
MOTOR, 5 HP BALDOR VM3615T 4 2
BRAKE MOTOR 1 HP. BALDOR VBM3546T 2 1
BRAKEMOTOR, 1 HP BALDOR BM3546T 38 2
BRAKEMOTOR, 1½ HP BALDOR BM3554T 26 2
BRAKEMOTOR, 7½ HP BALDOR BM3710T 12 1
MOTOR, 1½ HP BALDOR M3554T 56 2
MOTOR, 3 HP BALDOR M3611T 54 1
MOTOR, 5 HP BALDOR M3615T 77 2
MOTOR W/ CLUTCH, 1½ HP BALDOR CM3554T 103 2
MOTOR W/ CLUTCH, 2HP BALDOR CM3558T 8 1
MOTOR W/ CLUTCH, 3HP BALDOR CM3611T 16 1
MOTOR, 1½ HP BALDOR VM3554T 12 2
MOTOR, 2HP, 145T, C-FACE BALDOR VM3558T 21 1
BUSHING, PULLEY (TAKE-UP) BROWNING XTB15x23 752 6
BUSHING, PULLEY, 10 3/4" DRIVE BROWNING XTB25X31 46 2
CW SERIES SILICONE-COATED LEAD WIREWOUND
DALE CW5-10K-5% 166 5
RESISTOR, TYPE CW5-10K-5% (FOR SONALERTS)
BEARING, D-LOK, 1 15/16 DIA. BORE, 4B DODGE 128789 4 2
QD "SDS" BUSHING WITH 1 7/8" BORE DODGE 120410 2 2
BUSHING, REDUCER, 1 15/16" TDT2 DODGE 242168B 10 2
BUSHING, TAPER-LOCK, 1210 x 1 3/8" DODGE 1210 x 1.375 1 1
SHEAVE, 2A6.4 DODGE 2A6.4 1 1
BEARING, 1 11/16" 4 BOLT FLANGE DODGE SXR4B27 334 4
BEARING, 1 15/16" 4 BOLT FLANGE DODGE SXR4B31M 46 2

SYSTEM MWAA
TOTAL SPARES
BEARING, 1 7/16" 4 BOLT FLANGE DODGE SXR4B23 268 4

BEARING, 1 7/16" TAKE-UP DODGE SXRWTU23 752 6
BUSHING, REDUCER, 1 15/16" TDT 3 DODGE 243272B 14 2
BUSHING, TAPER-LOCK, 1610 x 15/16" DODGE 1610 x .9375 386 4
REDUCER, TXT 325 AT DODGE 243502R 14 1
REDUCER, TXT109T, ABHS DODGE 241154R 320 2
REDUCER, TXT225, ABHS DODGE 242258R 30 1
SXR2B23 BOLT BEARING, 1 7/16" HEAD/TAIL (END) & SNUB DODGE 131066 3946 6
TORQUE ARM ASSEMBLY, TXT1 DODGE 241213T 421 2
TORQUE ARM ASSEMBLY, TXT2 DODGE 242280T 177 1
REDUCER, APG3 DODGE M85094R 1 1
BEARING, F2BSXR 1 7/16" DODGE SXR2B23 32 2
BUSHING, TAPER LOCK, 2517 x 1 7/16" DODGE 2517 X 1.4375 8 1
BUSHING, TAPER-LOCK, 2517 x 1 15/16" DODGE 2517 X 1.9375 8 1
BUSHING, TAPER-LOCK, 3020 x 1 7/16" DODGE 3020X1.4375 8 1
REDUCER, APG 4 DODGE M85157 8 1
BUSHING, TAPER-LOCK, 1610 x 1' DODGE 1610 x 1 4 2
REDUCER, APG 2 DODGE M85727 4 1
REDUCER, APG3 DODGE M85003 11 1

SYSTEM MWAA
TOTAL SPARES

SPROCKET, 40BTL22H DODGE 40BTL22H 12 2
SPROCKET, 60BTL26 DODGE 60BTL26 15 2
BEARING, 1" SL 3-BOLT DODGE 128084 20 1
BEARING, 1-7/16" D-LOK 2-BOLT PILLOW BLOCK DODGE DL2B23PB 20 1
BEARING, 1-7/16" D-LOK 4-BOLT FLANGE DODGE DL4B23 20 1
WSCXT115 REDUCER W/ TORQUE ARM ASSY DODGE 241091R 20 1
JAM NUT, 5/8-18 UNF R/H THREAD DURBAL JN-5/8X18-01 20 1
ROD END ROLLER BEARING 5/8" BORE, 5/8-18 DURBAL BRTM5/8 20 1
120V AC FLASHING LIGHT WITH HORN, AMBER, 40W, PLC
EDWARDS 51A-N5-40WH 36 1
COMPATIBLE
120V AC ROTATING LIGHT, RED, 40W EDWARDS 52R-N5-40WH 41 1
120V AC VIBRATING BELL, 4", PLC COMPATIBLE EDWARDS 340-4N5 28 1
CHAIN GUIDE MOUNTING CHANNEL, 37" LONG \ CHAIN GUIDE
EFS 8 1
37" LONG MC3000-37 / GC2080-37
HOURMETER, 115V, 60Hz ENM T50B2 28 1
NYLON WEBBING, 1" WIDE 6000# RATING (15 1/2" PER
EWEB 1852' 200'
CARRIAGE) 7364WEB
V-BELT, L/H PUSHER GATES A78K 10 4
V-BELT, R/H PUSHER GATES A73K 10 4
BELT, 36" WIDE PVC 150 (FSxFS) GD 36" WIDE (FSxFS) 16657' 200'
BELT, 36" WIDE, PVC 150 (RT x FS) GD 36" WIDE (RT x FS) 5318' 125'
BELT, 54" WIDE PVC 150 (FSxFS) GD 54" WIDE (FSxFS) 1445' 100'
BELT, 54" WIDE PVC 150 (RTxFS) GD 54" WIDE (RTxFS) 648 100'
REDUCER, GROVE HMQ, 224-25-1.438-145TC GROVE HMQ224-25-1.438-145TC 7 1
TORQUE ARM ASSEMBLY GROVE 12178 6 1
30.5mm PUSHBUTTON ENCLOSURE, 1 HOLE, STEEL
HOFFMAN E-1PB 46 1
(CONTROL STATION)
HOFFMAN E-2PB 1 1
(CONTROL STATION)
30.5mm PUSHBUTTON ENCLOSURE, 3 HOLE, SAFETY
HOFFMAN E-3PB-SY 183 1
YELLOW (CONTROL STATION)
HOFFMAN E-3PB 38 1
(CONTROL STATION)
(CONTROL STATION)
30.5mm SLOPING FRONT PUSHBUTTON ENCLOSURE, 6 HOLE,
HOFFMAN E-6PBA 1 1
STEEL (CONSOLET)
IBM 18GB-10KRPM U160-68PIN IBM 18G IDE HDD 2 1
FUSE, 250VAC, TIME DELAY, 1.5 AMP (CONTROL) LITTELFUSE FLM 1.5 78 6
FUSE, 250VAC, TIME DELAY, 10 AMP (CONTROL) LITTELFUSE FLM 10 11 4

SYSTEM MWAA
TOTAL SPARES

FUSE, 500VAC, TIME DELAY, 12 AMP (TRANSFORMER) LITTELFUSE FLQ 12 13 4
FUSE, 500VAC, TIME DELAY, 3.5 AMP (TRANSFORMER) LITTELFUSE FLQ 3.5 97 4
FUSE, 500VAC, TIME DELAY, 7 AMP (TRANSFORMER) LITTELFUSE FLQ 7 42 4
FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 10 AMP
LITTELFUSE FLSR10ID 285 10
(MOTOR)
FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 100 AMP (MAIN) LITTELFUSE FLSR100ID 3 2
FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 12 AMP LITTELFUSE CCMR 12 104 4
(MOTOR)
LITTELFUSE CCMR 2 158 4
(SECURITY/FIRE DOOR)
(MAIN/MOTOR)
FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 3 AMP LITTELFUSE CCMR 3 99 4
FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 3 AMP (MOTOR) LITTELFUSE FLSR3ID 342 6
SONALERT ALARM MALLORY SC250D 258 1
DRIVE SPROCKET, 17 TOOTH MAR 80BTL17H 8 1
DRIVE SPROCKET, 22 TOOTH MAR 80BTL22H 8 1
SPROCKET, 17 TOOTH, #80-2 MAR D80ATB17H 8 2
MATROX G 450 AGP 32MB Matrox MATROX G450 2 1
Matrox Millenium G450 LX Matrox G45+MDHA32DLXB 2 1
Matrox Millennium G450 32MB PCI Matrox G45FMDVP32LXPCI 4 1
SHAFT COLLAR, TWO (2) PIECE, 1 15/16" I.D. McMASTER 6436K66 6 1
BEARING, W/CAP FB-23G 1-7/16" Portec 602180 48 4
BEARING, W/CAP LF-23G 1-7/16" Portec 011059 20 2
BEARING, W/CAP SF-27G 1-11/16" Portec 950242 6 1
BEARING, W/CAP SFT-23G 1-7/16" Portec 011057 68 2
BEARING, W/CAP SFT-27G 1-11/16" Portec 950243 6 1
BELT ASSY C4838 30 PVOP 80L Portec 950654 11 1
BELT ASSY C4838 SP180 SR 463L ED59 Portec 950786 1 1

SYSTEM MWAA
TOTAL SPARES

BELT ASSY C483860 PVOP 155L Portec 450572 4 1
BELT ASSY RIVET & WASHER KIT Portec 600347 50 50
BELT ASSY S6056 45 PVOP 155L Portec 553443 4 1
BELT ASSY S6056 PVOP 305L Portec 553442 1 1
CHAIN GUIDE KIT/PT16-QS Portec 500200 12 1
CHAIN GUIDE KIT/SP16-QS Portec 500219 4 1
ENDROLL WLDMT 4838 1-7/16 IK 40T Portec 900166 31 1
ENDROLL WLDMT 4838 1-7/16 PB QS 40T Portec 300000 36 1
ENDROLL WLDMT S6056 1-11/16 TL (KW) 40T Portec 950272 5 1
GROMMET & SPURS #4RR BRASS Portec 190100 50 50
KB BELT ASSY C4838 PVOP 229L QS KIT Portec 402497 5 1
LINK A-1 ATTACH.#50SB Portec 020229 50 20
LINK CONN #50SB-SC Portec 020238 100 50
NYLON BUSHING #4 Portec 080020 50 50
RETURN WHEEL ASSY RT38 UNIV Portec 600013 54 2
RETURN WHEEL ASSY RT56 UNIV Portec 900100 6 1
RETURN WHEEL ASSY SR38 Portec 600053 16 1
SHAFT ER 1-11/16 X 89-5/16" FL KWY Portec 553441 6 1
SHAFT ER 1-7/16 X 70-15/16" FL KWY Portec 501179 1 1
SPROCKET 50B40 1-7/16" BORE KW A TF Portec 040276 30 1
SPROCKET 50BTL40 W/1-11/16" 2012 BUSH Portec 040258 6 1
SPROCKET 50BTL40 W/1-7/16" 2012 BUSH IK Portec 040255 37 1
CNTRLNET Message Card Rockwell 2598-17379 2 1
5 HOLE GROUND BAR SIEMENS GB5 1 1
Simple 1GB IBM ESERVER XSERIES 130 SimpleTech SIT-STM3142/1024 2 1
BELT, BP210 BLACK .077X 10" X 45" SPARKS BP210/10X3-9 10 1
Symbol 2104 Barcode Scanner Symbol LS2104I000 2 1
Symbol Synapse Adapter CAB LS21XX Symbol 25-31617-01 2 1
Symbol Synapse Smart Cable Symbol STI85-0200 2 1
BUSHING, 1 15/16" dia. Bore Van Gorp XTB25X31 2 1
CBC-300, DUAL CHANNEL/DUAL CHANNEL TORQUE ADJUST,
WARNER 6021-448-001 79 1
120VAC, 60Hz, 215 VAC MAX.
CLUTCH/BRAKE, ASSEMBLED WARNER UM210-10-20 20 2
CLUTCH/BRAKE, ASSEMBLED WARNER UM180-10-20 121 2

APPENDIX “C”
CONTRACT SERVICE CALL ORDER

MAINTENANCE ENGINEERING DIVISION, MA-226
CONTRACT SERVICES CALL ORDER
Type of Work: Date Prepared:
Prepared by: Contract # :
Contractor: POC:
Address: Office Phone #
Cell Phone #
Fax #
Location and Description of Work
MWAA ESTIMATOR
CONTRACTOR ESTIMATOR
WORK ITEM QUANTITY UNIT OF MEASURE UNIT COST AMOUNT
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
$0.00
TOTAL ESTIMATED COST
APPROVAL AND ACCEPTANCE
Call Order #
APPROVED BY: START DATE
COTR DATE ____/___/______
CONTRACTOR DATE _____/_____/______
ACCEPTED BY: DATE COMPLETED _____/_____/______

COTR DATE _____/_____/______
CONTRACTOR DATE _____/_____/______
INSPECTOR DATE _____/_____/______
REMARKS:
BY SIGNING THIS CALL ORDER, THE CONTRACTOR ACKNOWLEDGES THAT HE/SHE WILL ONLY PERFORM WORK DESCRIBED AFTER
THIS CALL ORDER IS APPROVED BY THE COTR. IN ADDITION, THE COST TO THE AUTHORITY SHALL NOT EXCEED THE
"TOTAL ESTIMATED COST" NOTED ABOVE. ANY CHANGES MUST BE PRE-APPROVED BY THE COTR.
APPENDIX “D”
DORMANT AND OUT OF SCOPE BHS EQUIPMENT
A. All equipment related to the following subsystems shall be considered ‘Out Of Scope’ for the purpose of
this Statement of Work.
Subsystem Name: Related Ticketing Kiosk:

CS1 1
CS2 1
CS3 2/3
CS4 2/3
CS5 2/3
TC-9 2
TC-13 3
IB8 2/3
IB9 2/3
B. At this time there is no ‘Dormant’ equipment defined. Should the COTR direct the O&M Contractor to
treat certain equipment as dormant the preventive maintenance requirements as defined in Appendix
“E” shall be followed.

APPENDIX “E”
PREVENTIVE MAINTENANCE REQUIREMENTS FOR DORMANT BHS EQUIPMENT
A. The Inspection and Preventive Maintenance Program for dormant equipment may be reduced (i.e.
increased intervals) from the maintained systems Operations and Maintenance Manual Requirements.
B. Each dormant subsystem shall be operated for 1 (minimum) continuous hour each month. During this
time the subsystem components should be checked for belt tracking and belt tightness and a general
visual inspection shall be performed on the subsystem.
C. All other inspections and Preventive Maintenance task intervals indicated in the respective equipment’s
operations and maintenance manuals that are less than 1 year may be increased to 1 year for dormant
equipment. All tasks with intervals higher than 1 year (e.g. bi-annually) shall be performed as
scheduled.

APPENDIX “F”
BHS/CBIS CONFIGURATION MANAGEMENT PLAN
A. It should be noted that this document is intended to be preliminary and its main purpose is to assist in
initiating the review and coordination process between the Authority/PMC, the TSA, the user airlines
and their Baggage Handling System (BHS) maintenance groups. The intent of the Configuration
Management Plan, which is also required by the TSA’s Planning Guidelines and Design Standards
(PGDS), is to
1. Establish the boundaries of the proposed Checked Baggage Inspection Systems (e.g., the
areas between the local TSA, the Authority/United’s operations and maintenance groups and
the user airlines) and to facilitate any proposed future changes to the CBIS.
2. Outline the process, procedures and notification requirements that will be applicable for system
changes to the Main Terminal East, West and South Outbound Baggage Handling and Checked
Baggage Inspection systems.
B. For your reference, Section 3 of this document describes the components of the Configuration
Management Plan, which should assist with the appraisal of the document and what will be involved in
putting it into practice. Section 4 of the Configuration Management plan describes related activities and
their flow process.

MAIN TERMINAL
EAST AND WEST BAGGAGE BASEMENT
EDS IN-LINE HIGH VOLUME BAGGAGE SCREENING
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CONFIGURATION MANAGEMENT PLAN

CONFI
18 June 2010
MAIN TERMINAL IT0907
EAST AND WEST BAGGAGE BASEMENTS 70% SUBMITTAL
EDS IN-LINE HIGH VOLUME BAGGAGE SCREENING JUNE 18, 2010
CONFIGURATION MANAGEMENT PLAN
1.0 Introduction
This document is a “Draft” Site Specific version of the Configuration Management Plan for
the proposed Main Terminal East and West Baggage Basement Checked Baggage Inspection
Systems (CBIS) at Washington Dulles International Airport (IAD). In accordance with the
TSA Planning Guidelines and Design Standards (PG&DS), dated 27 November 2009, this
document is intended to assist the Metropolitan Washington Airports Authority (MWAA or
Authority) and the TSA in outlining the process, procedures and notification requirements
that will be applicable for system changes to the Main Terminal East and West Baggage
Basement EDS In-line High Volume Baggage Screening System. Comments and feedback
received from the Skidmore Owings and Merrill (SOM) Design Team, Team
ea IAD local TSA, the
system user airlines and TSA Headquarters (HQ) will be incorporat
incorp
incorporated into the Final
Configuration Management Plan and submitted during the TSASA required 100%
10 Design Stage.
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1.1 Purpose
The purpose of this Configuration Managementnagement
gement (CM)
(CM Plan is to establish the
ndd documentati
necessary responsibilities, procedures and documentation requirements as they relate
to the boundaries of the CBIS and associatedassociate areas between the TSA, the
Authority/Airport and the airlines. These procedu
procedures for documenting and informing
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relevant parties of any proposed posed modi
modific
modifications to the CBIS, after system
ation, is critica
commissioning and certification, critical in maintaining the security screening
integrity.
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tended
This document is intended d to be a living document, as it is intended to assist in
ce the compon
putting into practice compone
components of this plan in order to facilitate any proposed
future changess to existing software and equipment updates to previously
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talled
alled CBIS eq
approved/installed equipment, related network(s) and/or interface changes to
either thee CBIS or as associated Baggage Handling System (BHS) equipment;
ment
ent upgrades/m
equipment upgrades/modifications to the BHS conveyors, including the BHS
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grammable Lo
Programmable Logic Controller (PLC) and/or Computer System programs.
onsequently, th
Consequently, the final version of this document should itself be placed under
nfigur
nfiguration
configuration management and the respective changes managed accordingly.
1.2 ou
Background
The two outbound systems that are associated with the East and West Baggage
Basements are currently maintained by two separate maintenance groups; United
Airlines maintains the EBB outbound bagrooms, which are fed by Ticketing Kiosk 4
(i.e., MU3, their primary automated Tilt-Tray sort system, and MU2, their secondary
automated sort-pier system) and the Authority maintains the WBB outbound
bagroom, which is fed by Ticketing Kiosk 1. The Authority’s BHS maintenance
program is managed by the Maintenance Engineering Division, Service Contracts
Section, MA-226 and operations and maintenance of the WBB outbound system is
currently outsourced to JBT Aerotech Airport Services.
With the implementation of the proposed CBIS’, it is anticipated that the Authority
will continue to operate and maintain the CBIS Baggage Handling System in the
Main Terminal West Baggage Basement, including the CBIS and BHS associated
11.0 - 177
Local Area Networks (LAN) and Wide Area Network (WAN) and United Airlines
will operate and maintain the CBIS Baggage Handling System in the Main Terminal
East Baggage Basement, including its associated LAN and WAN. These networks,
which will be redundant for each bag basement and also known as the Switched
Networks, will provide the communication between their respective equipment and
remote locations, such as the On-Screen Resolution (OSR) Room and their BHS
Maintenance Control rooms.
Per the PG&DS, the TSA HQ has identified the need for a configuration
management plan to control changes to the CBIS. During emergencies, the CBIS
must be rapidly reconfigured to support the baggage screening and make-up
operations. In the past, at other airports, informal operational processes and changes
were made to the CBIS by each entity involved with the CBIS. These processes and
changes were frequently not properly documented; consequently, co
cons the TSA
organization could not determine the status of current securit
security scr
screening systems or
assenger checked
the integrity of the CBIS to effectively screen passenger check
ch baggage. In
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addition state-of-the-art changes to the overall architecture, network component
atively impact
configuration and proposed changes also can negatively impa the CBIS. This plan
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is intended to address this deficiency, withh the objective
objecti to establish a consistent,
cross-organizational CM process for the he CBIS system,
syste its architecture and its
components. It provides the TSA, thee Airport
rport Authority
Au
Autho and technical personnel the
information they need to implementt the CBIS CM activities and their flow.
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1.3 Abbreviations
ATR - omatic Tag Re
Automatic Rea
Reader
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Authority - W
Metropolitan Washington Airports Authority (MWAA)
BCR - Baggage Con
Control Room
BDD - Baggage D Dimensioning Device
BHS - Baggag
Baggage Handling System
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CB - Clea
Clear Bag
CBIS - C
Checked Baggage Inspections System
CBS - Checked Baggage Screening
CBRAA - Checked Baggage Resolution Area
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CB
CCB - Change Control Board
F
CF - Component Folder
CI - Configuration Identification
CM - Configuration Management
CR - Change Request
EBB - East Baggage Basement (location for the MU2 & MU3 BHS
BCRs)
EDS - Explosive Detection System
ETD - Explosive Trace Detection
ER - Engineering Request
IA - Impact Assessment
IAD - Washington Dulles International Airport
LAN - Local Area Network
MCP - Motor Control Panel
MDS - Maintenance Diagnostics System
MU2 - Temporary Facility, consisting of United’s Secondary
outbound Automated Sort-Pier System
11.0 - 178
MU3 - EBB Outbound Bagroom operation, consisting of United’s

Primary Automated Tilt-Tray Sort System
MWAA - Metropolitan Washington Airports Authority (MWAA or
Airport Authority)
O&M - Operational & Maintenance
OOG - Out of Gauge
OSR - On Screen Resolution
PG&DS - TSA’s Planning Guidelines and Design Standards
PLC - Programmable Logic Controller
PTRI - Passive Threat Resolution Interface
SB - Suspect Bag
SBB - South Baggage Basement (location for the WBB & SBB
BCRs)
SSI - Security Sensitive Information
TRI - Threat Resolution Interface
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TRT - Threat Resolution Tools
TSA - Administratio
Transportation Security Administration
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TSO - rity Officer (Bag
Transportation Security (Baggage Screener)
UAL or United - he Airline who operates and maintains the
United Airlines, the
tbound
BHS in the EBB (i.e., MU2 & MU3 Outboundbound BHS’)
User Airline - User Airliness with operati
operation
operations that use the BHS in the WBB
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VFD - requency Drive.
Variable Frequency Driv
WAN - rea Network
Wide Area
WBB - st Baggage Basement
West Bas
Ba
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WG - Working Group
1.4 Scope
The scope of this is document iis the identification of a top-level configuration
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management planlan for the CBI

CBIS. This plan presents CM activities for documenting
ing
and informing g relevant parties
p of modifications to the CBIS after system
oning (e.g., so
commissioning software program revision updates, changes, switches, and
s).. Specifically excluded from this plan are network server hardware and
routers).
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rating systems.
operating
1.5 ocument Ove
Document Overview
docu
docum
This document is divided into five (5) major sections, the Introduction, the System
Overview, the Configuration Management Components, the Configuration
Management Process, and the Next Steps. The organization of this document is as
follows:
x Section 1.0 – Introduction: This section presents preliminary information
concerning this document. The introduction provides background information
about the CBIS, the scope of this document, the organization of this document,
and any references utilized in the assembly of this document.
x Section 2.0 – System Overview: This section presents an overview of the CBIS
architecture.
x Section 3.0 – Configuration Management Components: This section describes
the components of the configuration management process.
x Section 4.0 – Configuration Management Process: This section describes the
11.0 - 179
configuration management process to be used.

x Section 5.0 – Next Steps: This section presents recommended activities to
ensure successful implementation of the CBIS CM process.
1.6 References
The following references were used in preparation of this document:
x TSA Planning Guidelines & Design Standards, Version 3.0, dated November 27,
2009.
2.0 System Overview
The IAD Main Terminal East and West Baggage Basement EDS In-Line High Volume
Baggage Screening Systems are based on the latest Planning Guidelines and Design
Standards, as coordinated between the TSA, the Airport Authority, rity,
ty Parsons Management
Consultants (PMC) and the SOM Design Team during the 2010 design period. per The proposed
design is also consistent with the Airport Authority’s intent to reduce (if not eliminate) the
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existing manual Stand-Alone EDS security screening processcess from the Concourse
C Level and
Bagroom spaces.
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ccompanying
ompanying dr
The proposed CBIS layouts, as illustrated in the accompanying drawing package, have been
designed based on the understanding that both systems ystems
stems will be provided
p with the Analogic/L3
Communications Extra Large Bore 1100 (XLB1100, LB1100, high-volume
high-v
high EDS machine(s). In case
the XLBs are not available, however, due ue to possible procurement scheduling/shipment
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conflicts, the overall layout of the CBIS S has also be
b ddesigned to accommodate the Morpho
Detection/GE CTX9800 DSi high-volume olume
me EDS mac machine. In both cases the proposed designs
are based on the referenced throughput ghput
hput rates of the
t PGDS, version 3.0, dated 27 November
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2009. For the XLB1100, since the he PGDS, Sec

Se
Section 5.3.2 (page 5-10), regarding High-volume
In-Line CBIS designs, indicates cates that it is unlikely that EDS throughput will be increased
beyond 1,000 BPH in thee foreseeable fu future, the throughput rate for the XLB was based on
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1050 BPH per machine. ne. As illustrat

illustrated in the accompanying design documents, the overall
EDS matrix for both thh bag basemen
basements includes considerations for additional EDS equipment
and associated BHS HS infrastructure
infrastructu to accommodate the potential of increased demand/traffic
growth, should d the need arise
arise, to provide the possibility of achieving the necessary increase
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hroughput capa
in system throughput ccapacity with minimum modifications to the proposed main EDS and
BHS layout.ut. With that in mind and the understanding, the Main Terminal Ticketing Kiosk
inating aand International to Domestic transfer bag rate requirements will require
inati
1/WBB originating
a combined EDS DS screening rate of 2280 BPH and the Ticketing Kiosk 4/EBB originating bag
rate requirements will require a combined EDS screening rate of 2820 BPH per the
accompanying planning premise, the proposed CBIS’ will require the following:
x For each bag basement, if the Analogic/L3 XLB1100 EDS machines are considered for
the proposed CBIS, a total of four (4) EDS machines will be required, with the fourth
machine considered for system redundancy. If on the other hand the XLBs are not
available and the Morpho Detection/GE CTX9800 DSi is considered for the CBIS’, a
total of five (5) EDS machines will be required, with the fifth machine considered for
system redundancy.
It should also be noted that if we were to assume a medium-volume EDS machines with a
700 -750 BPH throughput rate per EDS machine, the proposed CBIS design can also
accommodate medium-volume EDS machines, such as the L3 High Speed eXaminer (shown
as ‘In Development’ in the TSA PGDS Version 3.0, Table 3-1) or the GE CTX9800 DSi,
11.0 - 180
with the total number of EDS machines shown for each basement (i.e., a footprint for five
EDS machines per side). Assuming potential higher throughput rates than 1050 BPH for the
high volume EDS machines, such as the Analogic XLB1100 or the like, the proposed CBIS
designs for the EBB and WBB outbound bagrooms may potentially stay with four (4) EDS
units, per bagroom, without constraining future build-out requirements such as the Airport’s
Future 2 Aviation Activity Forecast that was considered in the previous EBB and WBB In-
Line EDS designs.
Referencing the accompanying drawing package, the proposed In-Line EDS configuration
considers of the following for each bag basement:
2.1 West Baggage Basement CBIS
The WBB CBIS concept locates the four (4) Level-1 EDS machines at the far west
end of the bagroom, within the existing IAB inbound unload load
oa area between column
lines 38 and 44, which requires the relocation of the IAB B inbound
inbo stripping belts that
are planned to be reconfigured/relocated under this CBIS pro program. The ETD
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screening of standard, Out-Of-Gauge and Oversize baggage bagga has also been
consolidated within the WBB CBRA; located between ween column lines 32.4 and 36. All
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of the existing Kiosk 1 (WBB) outbound transport ansport
nsport lines (i.
(i.e., Ticketing TC1 through
TC5 and Curbside belts CS1 and CS2), will be merged ttogether to form two (2) main
collection conveyors that will distribute te and
nd balance
balan the baggage flow between their
respective In-Line EDS machines via ia high-speed
high-speed
high -speed ddiverters. Prior to induction into the
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EDS matrix, baggage will be scanned by b the
t Baggage Dimensioning Devices
(BDDs) to determine the sizee of the bags ((i.e., in or out of gauge) and sort them
accordingly for screening. The two CBIS mainlines are stacked at both ends of the
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EDS matrix. On the south uth side of the CBIS matrix, the upper CBIS mainline feeds
two (2) EDS machines es andd the lowe
low feeds the other two (2) EDS security screening
lower
devices (a footprint nt for a fifth EDS
ED
E machine has also been reserved immediately to
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mach
the east of the four EDS machines, in case the CBIS is provided with a CTX9800s);
all operatingg inn the automatic
automa mode for Level-1 screening. At the north end of the
trix, the upper line
CBIS matrix, l serves as the clear bag line and the lower as the suspect
nee feeding the CBRA.
bag line C The Level-2 screening function takes place in a remote
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roomm (i.e., OSR roo

room), which has been located to the immediate west of the Checked
aggage Resolu
Baggage Resolution Area (ETD Room).
2.2 Bag
Baggag
East Baggage Basement CBIS
The EBB CBIS concept separates the EDS matrix within the proposed new three-
level expansion, between the sub-basement and basement levels (two EDS machines
per building level). The CBRA and EDS Level-2 OSR functions are located at the
Ground Floor Level. The ETD screening of standard, Out-of-Gauge and Oversize
baggage has also been consolidated within the EBB CBRA; located at the Ground
Floor Level of the proposed expansion, between column lines 037 and 042. All of the
existing Kiosk 4 outbound transport lines (i.e., Ticketing TC1 through TC5 and
Curbside belts CS1 and CS2) will be merged together to form two (2) main
collection conveyors that will distribute and balance the baggage flow between their
respective In-Line EDS machines via high-speed diverters. Prior to induction into
the EDS matrix, baggage will be scanned by the Baggage Dimensioning Devices
(BDDs) to determine the size of the bags (i.e., in or out of gauge) and sort them
accordingly for screening. The BDDs will be located at the input end of each EDS
matrix, which is at the west end of the expansion at the basement and sub-basement
11.0 - 181
levels. Two (2) EDS machines will be located in the basement level and two (2) in
the subbasement level (a footprint for a fifth EDS machine has also been reserved in
the subbasement level, in case the CBIS is provided with CTX9800s); all of which
will be operating in the automatic mode for Level-1 screening. At the east end of the
CBIS matrix, downstream of the Level-1 decision point, the upper line serves as the
clear bag line and the lower as the suspect bag line feeding the CBRA at the Ground
Floor Level.
Baggage Dimensioning Devices (BDD) are specified to be provided on the main
outbound transport lines. Outbound originating/re-check baggage that exceeds the
dimensions of the EDS capacity will be identified as out-of-gauge (OOG). OOG
bags are items that can be transported on the BHS conveyors, but cannot fit in the
EDS machine(s). These bags will be transported directly, without any diversions, to
the Checked Baggage Reconciliation Area (CBRA) for Levelvel
el 3 screening.
he EDS lines,
Baggage tracking shall start at the BDD locations on the lines and continue on
Y
as follows:
ked
d on the EDS lines, onto the Suspect
1. Out of Gauge bags shall continue to be tracked
AR
Bag Lines to the CBRA.
2. Level 1 Clear bags shall be trackedkedd with an in
interface at the Level 1 EDS
mplished with a respective discrete identification
machine(s), which shall be accomplished
IN
he Level 1 Dec
number and continue through the De
Decision Point Vertical Sorter onto the
tem(s),
em(s), to the
Level 1 Clear Bag subsystem(s), th outbound sortation scanner array for
baggage make-up.
IM
3. Level 2 Cleared bags gss shall be tracked

tra with an interface at the Level 1 EDS
machine(s), which h shalll be accom
acc
accomplished with a respective discrete identification
ntinue through the Level 1 Decision Point Vertical Sorter onto the
number and continue
EL
pect Bag subsy

Level 1 Suspect subsystems, and through the Level 2 Decision Point High
iverter
verter onto the
Speed Diverter th Level 2 Clear Bag subsystem(s), to the outbound
on scanner array for baggage make-up.
sortation
evel
vel 2 Alarmed and BHS unknown bags shall be tracked with an interface at the
4. Level
PR
Level 1 EDS
ED m machine(s), which shall be accomplished with a respective discrete
identificatio
identification number and continue through the Level 1 Decision Point Vertical
orter on
Sorter onto the Level 1 Suspect Bag subsystems (WED1/WED2 or EED1/EED2),
and ththrough the Level 2 Decision Point High Speed Diverter, and continue
through to the Suspect Bag conveyors to the CBRA (Level 3 ETD stations).
5. EDS Unknown bags shall be tracked using a discrete pseudo ID assigned by the
EDS machine and continue through the Level 1 Decision Point Vertical Sorter
onto the Level 1 Suspect Bag subsystems, and through the Level 2 Decision Point
High Speed Diverter, and continue through to the CBRA Suspect Bag conveyors
where the Purge bag shall be diverted at the WPL1/WPL2 or EPL1/EPL2 High
Speed Diverter, and be conveyed and tracked on the Purge Line subsystem(s) to
be reintroduced for Level 1 baggage screening.
The proposed Main Terminal EBB and WBB In-Line EDS will be fully integrated
with the new and existing reconfigured Baggage Handling System (BHS)
conveyor equipment, and associated computer systems, and will consist of a fail-
safe CBIS design that will provide three (3) Screening Level Classifications,
11.0 - 182
which are as follows:

1. Level 1 – refers to a high-volume EDS machine, such as the Analogic/ L3
Communications Extra Large Bore 1100 (XLB1100) or the Morpho Detection/GE
CTX9800 DSi , operating in a fully automated, Hold-Outside mode (i.e., system
a. Baggage tracking for security screening shall start at the BDD on the ED conveyor
lines. All originating “in-gauge” checked bags from Kiosk 1 and all international
to domestic “in-gauge” re-check bags for carriers operating in the WBB shall pass
through a BDD and be routed to an In-Line EDS Device, via their respective Main
Outbound Transport Lines (WED1 or WED2), for Level 1 security screening. All
originating “in-gauge” checked bags from Kiosk 4 shall pass through a BDD and
M Outbound Transport
Ma
be routed to an In-Line EDS Device, via their respective Main
Lines (EED1 or EED2), for Level 1 security screening. ng. A ddiscrete bag tracking
identification number shall be assigned to each bag as it pass
passes through
th and is read
Y
by the BDD and as it transfers/receives baggage ge to/from the EDS
E machine; this
will be accomplished through the EDS/CBIS interface for bbag tracking purposes
AR
and security status updates.
b. Each bag will be automatically scanned ned by the In-Line
In- EDS Device software
(provided by the EDS supplier) andd sent nt back into the CBIS. The EDS machine
will pass the bag back to the CBIS (via the th EDS/CBIS interface) with an
IN
appropriate security screening g status, su
such as “Cleared”, “Alarmed”, or “EDS
Unknown”, based on the assessment
sessment of the bag, which shall also include the
dentification nu
respective bag tracking identification number.
IM
c. Subsequent to the EDS S Level 1 m machine(s) screening process, if the bag(s) is

successfully cleareded prior to the Level 1 decision point, it shall be conveyed to the
omated sort system,
respective automated sys using the most direct route, where it will be
EL
desti
sorted to its final sort destination via automated sort system controls functionality.
rmed or EDS Unknown bag status is received from the Level 1 EDS
If a Alarmed
ne, the CBIS sshall advance the bag along its normal path of conveyance,
machine,
ough the Level 1 Vertical Sorter decision point, on the EDS conveyor line(s);
through
PR
Alarmed bags,
bag which
w are automatically alarmed by the Level 1 machine(s), will be
reviewed by the EDS Level 2 remote operator TRI workstation (located in the OSR
om) – EDS Unknown bags shall be directed to the Purge Line subsystem
Room)
L1
(WPL1/WPL2 or EPL1/EPL2) and be reintroduced back into the security screening
system for Level 1 screening - all BHS Unknown baggage shall be transported to
the CBRA for screening. In this regard, the normal mode of operation for the
Vertical Sorter Units shall be in the down position, as a fail-safe mode, to convey
baggage to their respective suspect bag line, and shall move to the up position only
for “Cleared” baggage that is destined to the sort system.
2. Level 2 – refers to a remotely located “manned/manual” operator Threat Resolution
workstation (TRI), which will be provided with the EDS machines by the TSA’s
supplier.
a. All bags not automatically cleared by the Level 1 EDS machine will be tracked by
the CBIS control system with their discrete bag tracking identification number;
these bags will be reviewed by a remote TSO (screener), who will perform an “On
Screen Resolution (OSR)” of the Level 1 image alarms. Baggage that receives an
11.0 - 183
“Alarmed” status from the Level 1 EDS device will have the image delivered via
the security interface network to the OSR Room’s Level 2 TRI workstations.
b. The images will be received and displayed on monitors. A TSO (screener) will
view the image in the display for a configurable time duration utilizing Threat
Resolution Tools (TRT) to determine if the bag is “Cleared” or “Alarmed”.
c. If the TSO determines that the bag is Alarmed or the allocated time period expires
(minimum of 45 seconds) and no decision has been rendered, prior to the bag
reaching the Level 2 decision point (i.e., HSD associated to WCB1C, WCB2C,
ECB1 or ECB2), the Alarmed status of the bag prevails and the relevant bag shall
be routed in a fail-safe manner to the CBRA for Level 3 screening.
d. If the TSO successfully clears the bag, in accordance with the TSA’s protocol,
prior to the Level 2 decision point (i.e., HSD associated ated
ed to
t WCB1C, WCB2C,
sortati ssystem in a fail safe
ECB1 or ECB2), it shall be transported directly to the sortation
manner. The bag will be conveyed to the automated ated sort system
sys
system, using the most
Y
direct route, where it will be sorted to its final sort destinatio
destination via the automated
sort system controls functionality.
AR
ea (i.e., CBR
3. Level 3 – refers to a trace operator screening area CBRA and the use of Explosive
CBRA)
Trace Detection (ETD) machines – screening ning
ing basically isi handled by way of directed
manual search, in accordance with TSA A protocols, ut utilizing the ETD equipment (i.e.,
IN
larms).
arms).
Trace operators screening Level 2 Alarms).
a. Bags with “Alarmed” Level 2 decision,
decision, “B
“BHS Unknown” or “Out of Gauge” status
will be transported to thee CBRA. These bags shall utilize either the WSB1/WSB2
IM
conveyors for the WBB BBB or the ESB1/ESB2

ESB conveyors for the EBB, which shall
age from
transport the baggage rom the WED/EED
W lines directly to the CBRA for ETD
screening.
EL
b. Each suspectctt bag conveyor line (WSB1/WSB2 or ESB1/ESB2) shall terminate in a

Runout conveyor line, consisting of a number of queue conveyors, to provide
ng and queuing of suspect baggage for Level 3 ETD screening. Bags will be
indexing
eened
ened according
screened accordin to the TSA screening protocols and re-introduced back into the
PR
system (if cleared

cle
cleare by the TSA) for sortation to baggage make-up.
c. Cleared
Cleare Lev
Level 3 baggage will be manually placed on their respective re-induction
vey
veyor
conveyors (i.e., WCB1B/WCB2B or ECB1C/ECB2C) for transport to the sort
system, via the Clear Bag Conveyor Line’s controls. Suspect bags, failing the
Level-3 ETD screening process will be handled through airport/TSA protocol
procedures.
4. At the Automatic Tag Reader (ATR) and Manual Encode Console (MECs) locations,
downstream of the CBIS (i.e., on the ML1 and ML2 sort lines in the WBB and on the
ECB1 and ECB2 lines as well as the Automatic Tag Readers on the tilt-tray sorters in
the EBB), the distinct bag tracking ID and “Cleared” bag security status shall be
“married” to the Bag Tag Number/code, to update the .X element in the BSM database
and determine the correct sortation for each bag. An interface will be provided between
the CBIS and the existing Baggage Handling Computer Sort Controllers to permit the
related “Cleared” security status to be “married” with the bag tag number and 10-digit
bag tag IATA code, after the required security screening process and the encoding of
the bag by the Automatic Tag Readers (ATRs) or Manual Encode Stations, downstream
11.0 - 184
of the CBIS.
5. The Purge lines (i.e., WPL1/WPL2 and EPL1/EPL2) shall allow bags that have not
been given a level 1 “Cleared” status, due to EDS machine faults to be scanned another
time by an active EDS machine. In the case where an EDS machine is inactive or a
EDS Unknown bag passes both EDS machine divert points and is required to be re-
introduced to an active EDS machine, the CBIS control system shall be designed to
direct these bags to the CBRA (this function shall only occur when/if an EDS machine
is not available on the appropriate ED line to re-introduce an EDS faulted bag).
6. Security Fault Alarms will be provided at the Maintenance Diagnostics Systems
(MDS), and associated new MDS Satellite Workstations, to permit the detection of a
fail-safe device failure and to alert the operators in the BHS and TSA Control Rooms,
should the CBIS incorrectly transport/sorts a confirmed nf
nfi “Suspect” or
“Unknown/Fault/Mis-tracked” bag onto the clear bag conveyors conveyo
nv or a confirmed
“Suspect” or “Unknown/ Mis-tracked” bag onto the purge urge line
lin conveyors.
co In this
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regard, the CBIS will include, immediately downstream am of all Level
Leve 1 decision points,
Lev
Level 2 decision points and purge line diversion onn points (i.e.,
(i.e at WSB1, WSB1A,
AR
WSB1B, WSB2, WSB2A, WSB2B, WPL1 and d WPL2 for the WBB HSDs/VSUs and
ECB1, ECB1A, ECB2, ECB2A, and ECB2B, B, ESB1, ESB1A,
ESB1
ESB ESB1B, ESB2, ESB2A,
ESB2B, EPL1 and EPL2 for the EBB HSDs/VSUs) redundant fail-safe photocell
controls. Hardware & software will be installed both aat the receiving conveyor from the
IN
high-speed diverters to the receiving ving
ng WCB1, WCB1A,
W WCB2, WCB2A, ECB1,
ECB1A, ECB2, ECB2A, WPL1, WPL2, EPL1 oor EPL2 lines immediately downstream
rtical sort conv
of the high-speed diverters/vertical conve
conveyors to verify the "Cleared" status of the
IM
bag after the Level 1 or Levelvel 2 decision/d

decision/diversion point, ensuring that a "Alarmed" or
known/Out-
own/Out-Of
"EDS Unknown/BHS Unknown/Out-Of-Gauge" Of bag (i.e., any bag that the CBIS cannot
confirm to have beenn cleared by an EDS or EDS operator) was not incorrectly
transported/sorted onto the clear bagb conveyor or ensuring that a "Alarmed" or " BHS
EL
f-Gauge" bag ((i.e., any bag that the CBIS cannot confirm to have been
Unknown/Out-Of-Gauge"
faulted by an EDS machine)
machine was not incorrectly transported/sorted onto the purge line
fail-s
conveyor. Two (2) fail-safe devices/photocells will be provided with each photocell
red in a home rrun design to/from the I/O module to ensure that a minimum of
configured
PR
one of the two phot

ph
photocells are operational at all times. Audio/visual alarm indications
will be provided in the field (adjacent to the fail-safe device) and at the MDS in the
BCRs and rresp
respective OSR Rooms upon detection of a fail-safe device failure.
7. The Main Terminal Ticketing Kiosks 1 and 4 Oversize bags will be processed through
the existing reconfigured Oddsize lines and will be screened at the new CBRAs via the
ETD stations for oversize baggage, which will be located in the basement level for the
WBB and in the Ground Level for the EBB. Once bags are cleared by the TSOs, they
will be placed on the “Clear Bag” conveyor segment for transport outside the CBRAs
and the airlines will be alerted by the new Flight Information Display System monitors
that the bag is available for pick-up.
8. Live animals will be processed similar to the existing conditions; they will be manually
handled and transported via elevators to their respective bagrooms for screening.
3.0 Configuration Management Components
This section describes the components of the CBIS CM process. These components are
presented using the conventional CM framework – configuration identification, configuration
change control, configuration status accounting, configuration reviews.
11.0 - 185
Configuration management involves identifying the configuration of a CBIS system at given

points in time, e.g., after system commissioning, systematically controlling changes to the
configuration, and maintaining the integrity and traceability of the configuration throughout
the system lifecycle. The items placed under configuration management include the software
and hardware products that comprise the CBIS. Proper configuration management enables an
organization to answer the following questions:
x What is the process for making changes to the CBIS?
x Who made a change to the CBIS?
x What changes were made to the CBIS?
x When were the changes made?
x Why were the changes made?
x Who authorized the changes?
3.1 Organizations and Responsibilities
Y
The following organizations at Washington Dulles ulles International
Internation
Internatio Airport will be
involved in configuration management activitiess for the:
AR
IAD MWAA - Maintenance Engineering ring
ng Division, Service Contracts Section,
MA-226
peration (O&
IAD - MWAA Maintenance & Operation (O&M
(O&M) Group for WBB
ng
UAL - United Airlines Buildingg and Maintena
Maintenance Department for EBB
IN
up
Local TSA Operations Group p
Metropolitan Washingtonn Airline
rline Committee
Comm (MWAC) Stakeholders
IM
3.1.1 Metropolitan
n Washing
Washingt
Washington Airport Authority (MWAA),
nce Engineering
Maintenance Engineer Division, Service Contracts Section,
MA-2266
EL
MA-226
-226
226 is responsible
respons for the BHS/CBIS management and operation of the
CBIS Baggage H Handling System and its components. Only the Authority is
authorized to make changes to the CBIS Baggage Handling System and its
PR
componen
components.
IAD - MWAA
M Operations & Maintenance (O&M) Group
T
Thi
This Group is responsible for the day-to-day operation of the WBB CBIS
iincluding but not limited to system diagnostics and clearing of bag jams
throughout the WBB CBIS, except those bags inside the EDS devices. It
maintains the BHS components of the CBIS and ensures that the CBIS is up
and operational. The Authority’s O&M Group BHS Control Room, which is
located in the South Baggage Basement, is the initial point-of-contact for
reported CBIS incidents relating to Ticketing Kiosk 1/WBB.
UAL - United Airlines Building and Maintenance Department
This Group is responsible for the day-to-day operation of the EBB CBIS
including but not limited to system diagnostics and clearing of bag jams
throughout the EBB CBIS, except those bags inside the EDS devices. It
maintains the BHS components of the CBIS and ensures that the CBIS is up
and operational. The UAL O&M Group BHS Control Room, which is
located in the East Baggage Basement, is the initial point-of-contact for
reported CBIS incidents relating to Ticketing Kiosk 4/EBB.
11.0 - 186
Local TSA Operations Group

The Local TSA Operations Group is responsible for all Checked Baggage
Inspection screening equipment (e.g., ETD and EDS devices), its operations,
maintenance and repair of these equipment and their associated components.
The Local TSA Operations Group is also responsible for clearing bag jams
inside the EDS devices.
3.1.2 Metropolitan Washington Airline Committee (MWAC)

Stakeholders
The MWAC Stakeholders will provide operational coordination, comments
and feedback on system performance to the Airport Authority.
3.1.2.1 IAD CBIS Change Control Board (CCB)

The IAD CBIS Change Control Board d will co
consist of representatives
Y
cal TSA Operations
from the Airport Authority, the Local Operati
Opera Group and the
user Airline carriers. The IAD – CBIS - CCCCB w will be established as a
AR
formal approval authority for changes. It pr primarily exists to control
changes to the CBIS (e.g., deployment
eployment of
o a new piece of hardware);
however, any CBIS issue ssue with sigsignificant cross-organizational
impact should involve ve the CBIS CCB.
C Written Change Requests
(CRs), Impact Assessments (I (IAs), and meeting minutes will
IN
CB’s consid
document the CCB’s considera
consideration of an issue.
A Changee Request (CR)(CR form will initiate CCB consideration of a

IM
e.
change. Typically
Typically, either the IAD MWAA Operations &
intenance Group
Maintenance Grou or United Airlines Building and Maintenance
Department will originate most CRs, but any CBIS organization may
EL
submit a CR to the CCB. Upon receipt of a CR, the CCB will

request ea
each member organization to research the incident and
record
ecord its analysis on an Impact Assessment (IA). These IAs will
docu
document the data upon which the IAD CCB will have based its
PR
de
decision. The IAD CCB will identify the appropriate change
resolution activities and will authorize the affected organizations to
perform them. The IAD CCB will be notified immediately when the
actual change has been completed and the configuration status
information will be updated accordingly. The decision of the IAD
CCB and its rationale will be recorded on the CR. The CR will be
closed and copies distributed to each member organization. Section
4 presents this process in greater detail. Appendix A contains
sample Change Request and Impact Assessment forms.
Each IAD CCB representative must have the authority to commit his
or her organization. Since the IAD CCB will consider and resolve
cross-organizational issues, its Chair should be a person with the
authority to mandate actions to the CBIS organizations. In addition,
since final responsibility resides with the CCB Chair, this person will
have the authority to mandate or override decisions made by the
11.0 - 187
CCB. Typically, the CCB Chair is a representative from the next

level of management.
3.1.2.2 IAD Working Groups

The IAD WBB WG may be handled through the Airport Authority’s
Facilities Maintenance Service Contract Coordinator. This WG is a
less formal change control organization that coordinates minor CBIS
changes (e.g., changes that do not affect tracking zones or the
integrity of the system programs) between Local TSA Operations
Group, user Airline Carriers and the IAD MWAA Operation &
Maintenance Group. The IAD CCB delegates this authority to the
IAD WBB WG to provide a more streamlined CM control
mechanism for those changes that do not no affect the screening
integrity of the system.
Y
The IAD EBB WG may be handled ed through the Airport Authority’s
Facilities Maintenance Service Contract CooCoord
Coordinator. This WG is a
AR
rganization that coordinates minor CBIS
less formal change control organization
changes (e.g., changes that do not af affect tracking zones or the
integrity of the systemm programs)
programs between
be Local TSA Operations
Group, user Airline nee Carriers an
and United Airlines Building and
IN
partment. The IAD CCB delegates this authority to
Maintenance Department.
the IAD WBB B WG to pro pr
provide a more streamlined CM control
mechanism for those changes
ch that do not affect the screening
IM
integrity of the system.
though
hough the abo
Although above two WGs are less formal than the CCB, all
requests and de
ddecisions must still be documented.
EL
An Engineering
Engin Request (ER) form that may be submitted to an
Archit
Architectural & Engineering Group will initiate the WG’s
PR
con
consideration of a change. Typically, either the IAD MWAA
O
Operation & Maintenance Group or United Airlines Building and
Maintenance Department will originate most ERs, but any CBIS
organization may submit an ER. Upon receipt of an ER, if the
request only involves component-level changes, then the WG will
authorize the changes and the ER will document the decision. If the
incident involves more significant software program changes, then
the WG will originate a CR, and the CR Control Number will be
recorded on the ER for traceability. The ER will be closed and
returned to the originator. Appendix A contains a sample
Engineering Request form; samples may also be requested through
the TSA’s Office of Security Technology (OST)
3.2 Configuration Identification
Configuration identification (CI) involves identifying the components of the CBIS,
uniquely identifying the individual components, and making them accessible in some
form. A proper configuration identification schema identifies each component of the
system and provides traceability between the component and its configuration status
information. Proper configuration identification answers the following questions:
11.0 - 188
x What is the configuration of the CBIS controls?

x What are the components of the CBIS control?
x What are the versions of the CBIS components/software?
The major activities of configuration identification are:
x Selecting components to be placed under CM control
x Creating an identification scheme for the components to uniquely identify each
individual component
3.2.1 Select Components

This plan addresses the CM of the CBIS BHS components and EDS
network infrastructure – switches, routers, Computers, PLCs, VFDs and
etwork
wo server hardware and
hubs. Specifically excluded from this plan are network
operating systems.
Y
The Airport Authority, in conjunction with the CCB, will determine the
onents
nents to be placed
hardware and software programs components pla
p under CM.
AR
3.2.2 Uniquely Identify Each Component
ponent
nent
Applying CI naming involves es setting naming
nami
n standards based on criteria
cation,
ation, function,
about the component’s location, functio
function etc. An example may include
IN
naming a router based on the location,
location model, and function, such as B9-
C7000-FIN (for thiss example, a CISCO 7000 router located in Main
Bas
Terminal East Baggage Basement, Room 0000, used for OSR
IM
n).
). The key in CI
communication). C naming is setting a usable naming standard
that can be applied
ied across the entire enterprise of components within the
CM scope.e.
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3.3 Contro
Configuration Change Control
on change cont
Configuration control involves controlling and managing the changes to the
CBIS. The goal of chachange control is to establish mechanisms that will help ensure
ntegrity
egrity of the system. Proper configuration change control answers the
the integrity
PR
lowing question
following ques
questions:
x Wha CBI
What CBIS components are controlled?
x ow aare changes to the CBIS controlled?
How
x Who controls the changes to the CBIS?
The major activities of configuration change control are:
x Defining and documenting the change control process
x Identifying and maintaining CBIS configuration baselines
x Identifying and controlling CBIS changes
The following sections present the configuration change control activities.
3.3.1 Define the Change Control Process

At a high-level, the CBIS change control process consists of the following
basic steps:
x Identifying and classifying a change to the CBIS
11.0 - 189
x Evaluating what components in the current CBIS configuration needs to

be changed
x Testing or modeling the impact of the change upon the current CBIS
x Implementing the change if it is approved.
3.3.2 Maintain Configuration Baselines

A configuration baseline is the foundation of configuration management. A
baseline captures an approved snapshot of the CBIS and its components at a
given point in time. The conventional configuration management model
constructs a system baseline from the top-down.
3.3.2.1 CBIS Architecture

At the CBIS-architecture level, only thee IA
IAD CCB will have the
authority to approve and make changes ges to the
t components
c of the
Y
CBIS architecture baseline. Before re consideri
considering any change, the
ented using a CBIS
potential change must be documented C Change Request
bes the desired cchange, the justification
(CR) form. This form describes
AR
for the change, the impactct of implementing
implemen
implem the change, and the
eventual CCB decisionn regarding tthe th change. CRs normally
ges originati
document CBIS changes originating from any Group, but any CBIS
ubmit a CR.
organization may submit
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The CR will be submitted to the Chair of the CCB who will route the
CR to each ch
h organization on the IAD CCB. Each organization will
IM
fill in a CBIS Impact AAssessment (IA) form documenting the impact

he change upon
of the upo their organization. If an organization will be
ffected by the change, the IA will be returned with notations or
affected
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comments do documenting the organization’s technical analysis, the

impact on the
t organization’s schedule, cost, and labor resources, and
any sugsuggested alternatives to the proposed change. If an
organ
organization will not be affected by the change, the IA will be
PR
ret
returned indicating “no impact”.
The CCB will meet either in person or by teleconference to discuss

the change. The CCB will use the IAs and the meeting discussion to
decide whether to approve or disapprove the proposed change. The
CCB meeting minutes will clearly document its decision and the
rationale supporting its decisions. These CCB minutes will be
distributed to all CCB organizations and retained in the CBIS project
files.
3.3.2.2 BHS Components

At the BHS-component level, a larger number of persons will be
able to make changes. The IAD MWAA O&M Group and United
Airlines Building and Maintenance Department, in accordance with
the CCB, will identify the specific maintenance personnel authorized
to make changes and the specific changes that each person is
authorized to make. The CR process will be used to request and
11.0 - 190
approve changes to this authorization list, but no IAs will be

required.
Each BHS component will have an associated CBIS Component

Folder (CF) which will be used to track component level changes.
Any change, no matter how minor, made to that component must be
recorded in the CF. The CF will be started when a component is
deployed into the CBIS and will depict the initial configuration of
the component. Subsequent changes to that component will be
recorded by the entries in the CF. The CF pertaining to a component
may be either hardcopy or softcopy -- the critical factor is that the
CF be readily available to Local TSA personnel. (If it is difficult to
enter and update information in the CF, thee C
CF becomes a hindrance
rather than a tool and probably won’t be maintain
in
maintained).
3.4 Configuration Status Accounting
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ording and reporting
Configuration status accounting involves the recording rep of the change
unting
ting is to ma
process. The goal of configuration status accounting maintain a status record of
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oviding
viding traceabi
all items in the network baseline, thus providing tracea
traceability of all changes to the
ounting answer
network. Proper configuration status accounting answers the following questions:
x What changes have been made too the system and
a when were they made?
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x tedd by this chan
What components were affected change?
iguration status accounting are:

The major activities of configuration
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x figuration
guration status
Identifying the configuration statu information to be recorded
x cord of configuration
Maintaining a record configu
config changes
x Reporting thee status of network
netwo configuration management
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3.4.1 Identify
entify Status Tracking
T Information
The following configuration status information will be regularly tracked at
CBIS-architecture level:
the CBIS-ar
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x Curre
Current CBIS and BHS Network Architecture
Cu
x InInventory of Current Network Components
x Open Change Requests
x Closed Change Requests
x Components Affected By Change Requests
x Open Engineering Requests
x Closed Engineering Requests
At the component-level, the CFs will provide configuration status

information for each individual CBIS component. This information will not
normally be tracked at the organizational level, but can and should be made
available in special circumstances.
3.4.2 Maintain Status Tracking

First-tier, CBIS configuration status information will be recorded and
maintained in a centralized repository; the maintenance diagnostics database.
11.0 - 191
This repository will contain the inventory of system components and their
status, as well as the proposed and implemented changes to the system.
Second-tier, component configuration status information will be recorded
and maintained in the individual Configuration Folders. These folders may
be hardcopy (e.g., a manila folder next to a hub) or electronic (e.g., a
database containing all Variable Frequency Drives setting and their
configuration). Regardless of their form, CFs must be easy for maintenance
personnel to access so that they may record what they did to the component
at the same time they performed the action.
Since the configuration status information is crucial to ensuring the integrity

of the CBIS baseline, its components, and the CBIS CM process, only
A CCB will identify the
AD
authorized personnel should update this data. The IAD
specific CBIS personnel authorized to update thee status
at information
i changes
uthorized
horized to make.
and the specific changes that each person is authorized m
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3.4.3 Report Status Tracking
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Each CBIS organization and the IAD CCB wi
will determine the reports
ys
ysis.
required for performing this analysis.
3.5 Configuration Reviews
Periodic configuration reviews will ill
ll enable to as
assess the effectiveness of the CBIS
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otential
tential modi
CM process and to identify potential modific
modifications. Proper configuration reviews
ns:
answer the following questions:
x Are the configuration status accounting
accounti records accurate and complete?
account
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x Does our configuration

ation
on manageme
managem
management process work effectively?
ties of a configuration
The major activities configu review are:
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x Identifyingg the information

informatio to be reviewed and performing the review
x Documenting
menting and anaanalyzing the results of the review
3.5.1 Perform C
Configuration Review
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Periodic
Periodically,
Periodi the configuration status information will be reviewed to verify
iits accuracy
acc and completeness. The IAD CCB will identify the configuration
re
rev
reviews to be performed. The following is a preliminary list of configuration
reviews:
x Physical Controls Network Review
The Physical Controls Network Review will analyze and note any
discrepancies between the configuration status information and the physical
CBIS controls network. This is a detailed review which compares the data in
the repository and CFs with the actual physical configuration of the deployed
network components. This review is roughly equivalent to the Physical
Configuration Audit in traditional CM.
3.5.2 Document and Analyze Results

The results of the configuration review will be documented and made
available to the IAD CCB and the Local TSA. These organizations will use
11.0 - 192
the findings to identify and correct discrepancies in the configuration status

information. In addition, the IAD CCB should analyze inefficiencies and
problems identified in the CBIS CM process and undertake to resolve them.
4.0 Configuration Management Process
This section presents the CBIS configuration management process. This process describes
verbally the CM activities and their flow. The activity descriptions provide adequate
information to enable CBIS personnel to make CM decisions, but they are not written at the
procedure level of detail.
4.1 Process Overview
The CBIS CM process consists of four phases:
x Classification – An incident or change is identified and routed to the appropriate
organization for resolution
x Evaluation – An initial solution is identified. CMM control
contro is provided by either
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the IAD Change Control Board (CCB) or one off the two Wo Work
Working Groups (WG)
(comp
depending on the nature of the proposed solution (component-only or CBIS
architecture).
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x Modeling and Testing – If the hee proposed solution involves an
hange
ange is modeled
architectural/software change, the change model
modele and tested to determine its
m.
effect on the existing CBIS system.
x ution is approv
Implementation – The final solution approved and deployed to the CBIS.
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4.2 Classification
inciden or change is identified; typically, when
incide
Classification begins when a CBIS incident
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the BHS Control Center er receives a ttrouble report. The incident or change is
documented and the Operationeration & Maintenance Group evaluates the trouble to
determine whether itt can resolve tthe incident itself or whether the solution requires a
change to the CBIS. If O& O&M Group/United Airlines Building and Maintenance
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Department can an resolve the iincident itself and is authorized to do so (e.g., a overload
needs to be reset), then O&M Group / United Airlines Building and Maintenance
ment solves the incident, records its actions in the CFs, and closes the work
Department
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r. If O&M G
order. Group / United Airlines Building and Maintenance Department
annot resolve the
cannot t incident or is not authorized to do so (e.g., a PLC tracking
ogram confi
program configuration needs to be modified) then it originates an ER and formally
fers th
transfers the incident to the Airport Authority for resolution. The flow then enters
the Evaluation phase.
4.3 Evaluation
Evaluation begins when the Airport Authority receives an ER request from the IAD
MWAA O&M Group / United Airlines Building and Maintenance Department (or
any other CBIS organization) documenting a CBIS incident. First the Airport
Authority determines if the ER is a valid request; then it analyzes the ER to
determine the extent of its impact. Not all CBIS changes are major (e.g.,
replacement of a defective VFD with a VFD of the same make and model). These
minor changes will proceed directly to the Implementation phase. If the ER may
require significant changes to the CBIS architecture or its components (e.g., a VFD
needs to be reconfigured), then the Airport Authority determines whether the
potential solution requires CBIS architectural-level or component-level changes. A
potential solution may require a combination of architectural and component-level
11.0 - 193
changes; however if the potential solution involves any architectural considerations,

then the entire incident shall be considered an architectural change.
4.4 Modeling and Testing
Modeling and Testing begins when a potential solution is under consideration by the
IAD CCB or WG. The Airport Authority will develop and document a modeling or
testing strategy, configure the evaluation environment, and execute the test. Data
from the test will be analyzed and the impact on the CBIS documented using an IA.
The Other CBIS organizations will also research the potential solution to determine
its impact on their organizations. These organizations will also document their
research using IAs.
The IAs form the basis of the IAD CCB’s decision regarding the potential solution.
The IAD CCB will consider the test results, the impact actt on the CBIS, and any
organizational effect and either approve or disapprove the solu
solution
solution. If the solution is
ntation phase
approved, then the flow proceeds to the Implementation phase. If the solution is
aluates the inc
disapproved, then the Airport Authority reevaluates incident and potential
n phase.
solutions and the flow returns to the Evaluation hase.
4.5 Implementation
Implementation begins when the IAD CCB CB or WG app
approves a solution. The Airport
eploy the cha
Authority will plan, execute, and deploy chan
change. The Airport Authority will
monitor, verify, and document thatt the change pr
pro
produces satisfactory results.
5.0 Next Steps
ed activities to ensure successful implementation of the
This section presents recommended
ess
ss described in this plan.
configuration management process
5.1 lementation
Plan CBIS CM Implementation
Implementation of the CBIS CM process requires numerous activities to be
conducted acrossoss CBIS organizations.
organ The CBIS CM Implementation Plan will help
transitio activities are completed and that each CBIS organization
ensure that these transition
is ready for transition to the CBIS CM process. In addition, this plan will help ensure
he transition is pperformed in an orderly and controlled fashion.
that the
he CBIS CM Implementation Plan will:

The
x Identify
denti the implementation strategy
dentify
x Identify the implementation activities for the CBIS organizations
x Identify the implementation schedule
x Identify training requirements
5.2 Finalize CBIS Component Inventory
The CBIS component inventory forms the basis for the CBIS architecture baseline
and the CBIS Component Folders. This inventory defines the scope of the entire CM
process therefore it is critical that this inventory be accurate and complete.
Equipment List, and the Master Inventory of System Components, provides a good
basis for this inventory.
5.3 Establish CBIS Component Folders
The CBIS Component Folders are an integral part of the CBIS CM process. Each
11.0 - 194
CBIS component e.g., VFDs should have a CF identifying its configuration at

deployment, its current configuration settings, and any actions performed on the
component. Since the CFs are such a critical component of the CBIS CM process,
the CFs must be in place before transitioning to this CM process.
5.4 Identify Candidate CM Tools
CM tools vary greatly in their capabilities and robustness. Some CM tools only
provide version control; while other tools provide built-in workflow support for the
entire CM process. Before selecting any tools to support the CBIS CM process, the
Airport Authority should identify the areas of the CBIS CM process that would
benefit from tool support (e.g., maintenance of the Component Folders). This will
provide the basis for identifying requirements that quantify the support required. The
Airport Authority will then use these requirements to identify candidate CM tools
and to evaluate their ability to support the CBIS CM M process.
ppro It is strongly
recommended that this requirements-based evaluation on be perfperformed before the
Airport Authority procures and deploys any CM tools to support suppo
sup the CBIS CM
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process.
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lude:
ude:
Some tools used by previous CM efforts include:
x Continuus (Continuus)
x ClearCase (Atria)
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x SA-EXPERTISE (Software Artistry)
x Microsoft Access
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5.5 ontrol Board

Establish IAD Change Control
The IAD Change Controlontrol
ol Board is an integral part of the CBIS CM process --
without the IAD CCB, there is no mechanism to control CBIS changes.
Establishment off the IAD CCB
CC enables all CBIS organizations to “buy-in” into the
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rocess
CBIS CM processocess and iden
identifies unexpected organizational issues which must be
or the process to
resolved for t work successfully. Since the IAD CCB is such a critical
nent of the CBI
component CBIS CM process, the CCB must be in place before transition to
PR
this process.
5.6 rain CBIS Per
Train Personnel
Thiss CM process
pro changes current CBIS operations, maintenance, and engineering
ure consequently, all CBIS personnel should be trained in the new CM
procedures;
process. Since people generally retain information better when they are required to
use it, the Airport Authority should consider conducting the training no more than 30
days prior to transition to the CBIS CM process.
11.0 - 195
EAST AND WEST BAGGAGE BASEMENTS

MAIN TERMINAL
CONFIGURATION MANAGEMENT (CM) PLAN

Appendix A - Sample CM Forms
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11.0 - 196
CBIS ENGINEERING REQUEST

Control Number
Originator: Name: Phone:
Organization: Date:
Incident Description:
Suggested Resolution:
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Urgency: High Medium Low Continuation
Co Page
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Name: Phone:
Organization: Date:
Analysis of Incident:
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Recommended Resolution:
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Continuation Page
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Resolution: No Change C
Com
Component (CR Number)
Description:
Approved By: Date:
FIGURE A-1. SAMPLE ENGINEERING REQUEST FORM
11.0 - 197
CBIS CHANGE REQUEST

Control Number
Originator: Name: Phone:
Organization: Date:
Description of Change:
Change Justification:
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Preliminary Assessment:
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Urgency: High Medium Low Continuation Page
Impact Assessments
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CCB Decision:
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Approved Rejected
cted
ted Rein
Reinvestigate
Description:
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CCB Chair: Date:
FIGURE A-2. SAMPLE CHANGE REQUEST FORM
11.0 - 198
CBIS IMPACT ASSESSMENT

Control Number
CR Control Number:
Name: Phone:
Organization: Date:
Technical Analysis:
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Continuation Page
Schedule Impact: IN
Continuation Page
Cost Impact:
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Continuation Page
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Labor Impact:
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Continuation Page
Alternatives:
Continuation Page
Approved By: Date:
FIGURE A-3. SAMPLE IMPACT ASSESSMENT FORM
11.0 - 199
APPENDIX “G”
BHS/CBIS CONTINGENCY PLAN
A. It should be noted that this document is intended to be preliminary and its main purpose is to assist in
initiating the review and coordination process between the Authority/PMC, the TSA, the user airlines
and their Baggage Handling System (BHS) maintenance groups with the review, coordination and
further development of this document.
B. The intent of the Contingency Plan, which is also required by the TSA’s Planning Guidelines and
Design
C. Standards (PGDS), is to describe the system operational contingency procedures in the event of
conveyor and/or screening equipment failure, loss of utility power and unplanned surges in system
demand. The final copy of the contingency plan, once reviewed and coordinated with all concerned, will
also include diagrams and illustrations of the BHS/CBIS contingencies as well as other screening
methods and mitigation measures.

MAIN TERMINAL
EAST AND WEST BAGGAGE BASEMENT
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CONTINGENCY PLAN
18 June 2010
CHECKED BAGGAGE INSPECTION SYSTEM (CBIS) & BAGGAGE HANDLING

SYSTEM (BHS)
1.0 SYSTEM OPERATIONAL CONTINGENCY PLANNING (CP) SUMMARY
1.1 The success of any automated Checked Baggage Inspection System, regardless of the
redundancies built into a particular system rest with the creation of a Contingency
Plan (CP) that is agreed upon by key stakeholders, including the Airport Authority,
Airport Security, TSA and Airline personnel. The CP defines how the system will
operate when screening equipment is unavailable, demand exceeds capacity, and/or
there is a catastrophic system failure.
1.2 The following are areas of Contingency Planning and “triggers” that initiate
contingency operations in the event of:
1.2.1 Screening equipment failure
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1.2.2 Conveyance equipment failure
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1.2.3 Loss of utility power
1.2.4 emand
and
Unplanned surges in system demand
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1.2.5 creening location
Temporary alternative screening locatio for baggage
1.2.6 Removal of threat “Alarmed” bag from CBRA

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1.2.7 ation and associ

Threat evacuation associated impact on baggage screening
1.2.8 Em
Airport Operations Emergency Response Plan
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1.2.9 SA local standar

TSA standard operating procedures
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0 Standard Op
1.2.10 Operating Procedures (SOP) for transportation security incidents
2.11 Airpor
1.2.11 A
Airport Emergency/Incident Response Plan
1.3 t
The Contingency Plan includes a system operational disruption matrix and
diagrammatic depictions of baggage screening contingencies as well as other
screening methods and mitigation measures. This consolidated document will be
provided as an attachment to the Basis of Design Report. The CP document
describes the conditions that would trigger mitigation measures and protocols for
operation. In addition, a directory of all project stakeholders with direct
responsibilities for operation of the CBIS will be included in the final version of the
Contingency Plan. MWAA/TSA/Operations to provide contacts and areas of
responsibility.
1.4 Contingency plans are developed for every critical process or operational function in
Attachment A – Contingency Plan Matrix. The above mentioned list should not be
considered all inclusive, each stakeholder needs to review their area of responsibility
and should review all alternatives and identify the best plan or alternative process for
11.0 - 167
their situation. These plans will vary with each system, process, and intended
purpose.
1.5 The Authority will schedule a workshop between key stakeholders to coordinate and
support the development of the final CBIS/BHS Contingency Plan for the Main
Terminal East and West Baggage Basements CBIS/BHS. This updated document
will be distributed to the stakeholders for review and comments (i.e., TSA, MWAA,
MWAA Ops, the Conveyor Maintenance groups (i.e., the Authority’s Maintenance
Contractor for the WBB and United Facility Maintenance Group for the EBB),
MWAC Mr. Richard DeiTos and MWAA Police for distribution to Virginia State
Police and Bomb Squad).
1.6 To assist in the preparation of an upcoming workshop; the following summary has
been prepared, which can serve as an outline for almost anyy process,
pro
p to help visualize
lans can
what a contingency plan should include. Contingency plans ca rrange from very
our
ur organiz
simple to very complex; design each plan based on your organizatio
organizational needs.
1.6.1 port
ort (IAD) Ma
Washington Dulles International Airport M
Main Terminal West
Baggage Basement (WBB) Checked d Baggage Insp
Inspection System (CBIS)
Contingency Management Plan
1.6.1.1 System Mission Description:
cription:
ption:
The WBB CBIS is based on the la latest TSA Planning Guidelines and
Design Standards dss (PGDS), Version
V
Ver 3.0, dated November 27, 2009, as
M
coordinated with the TSA, MWAA, PMC and the Design Team. The
consis
consi
proposed design is consistent with the Authority’s intent to replace
rent
nt stand-alone
the current stand-alon EDS operation, at the Concourse Ticketing
el, the Bagroom Baggage Make-up space and International
Level,
Arrivals Building (IAB) International to Domestic Recheck Area.
2
1.6.1.2 System Specifics:
Sp
Referen
Referencing the enclosed color rendered drawings and single-line
diagr
diagram, the CBIS’ design consists of two main outbound transport
lin
lines (i.e., WED1 and WED2) each feeding two (2) in-line EDS
devices (total of four EDS devices, two per line), for originating and
international to domestic transfer baggage screening. Baggage
screened at the WBB CBIS will be conveyed to the new automated
sort system for outbound baggage Make-up. Existing Ticket Counter
and Curbside subsystems originating from the departures level Kiosk
1 and the IAB International to Domestic Transfer line shall be
reconfigured to merge into two main transport lines (i.e., WED1 and
WED2) feeding the CBIS to direct bags through the four Level 1
EDS device subsystems (i.e., two per line) via their respective high
speed diverters. The EDS conveyor lines are configured to divert off
of WED lines as 45° take-away belts to ensure positive tracking to
the EDS machines. The CBIS screening process is based on a fail-
safe CBIS design that will provide three (3) Screening Level
Classifications, as follows:
11.0 - 168
x Level 1 – refers to an EDS device, operating in a fully

automated, Hold-Outside mode (i.e., system automatically pass /
fails the bag).
x Level 2 – refers to a remotely located “manned/manual” operator
Threat Resolution workstation (TRI), that is provided with the
EDS machines (i.e., Transportation Security Officer(s)
performing On-Screen Resolution of Level 1 alarms)
x Level 3 – refers to an operator screening area (i.e., Checked
Baggage Reconciliation Area CBRA) and the use of Explosive
Trace Detection (ETD) machines – screening is basically
handled by way of directed manual search, in accordance with
TSA protocols, utilizing the ETD equipment (i.e., Trace
operators screening Level 2 Alarms).
Two (2) Baggage Dimensioning Devices ces
es (BDD)
(BDD ar are installed
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downstream of the IAB Recheck and d Kiosk 1 tick
ticke
ticket counter/curbside
oints
ints (i.e., the WED
subsystems, at the CBIS input points W conveyor lines)
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ags (i.e., in or oout-of-gauge) and sort
to determine the size of the bags
them accordingly.
scre
Positive bag tracking for security screening will begin at the BDD
DS
locations on the EDSS lines (i.e., WED1
W and WED2) where the bag(s)
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ps
will be assigned a distinctive pseudo bag tracking identification
number by thee BHS PLC as iit passes through and is read by the
BDD and as it transfers/re
transfers/receives baggage to/from the EDS
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e(s).
(s).
machine(s).
All originating “in
“in-gauge” checked bags from Ticketing Kiosk 1 and
ll “in-
all “in -gauge” International
“in-gauge” In to Domestic Transfer Bags will be
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routed to an IIn-Line EDS Device for Level 1 security screening (i.e.,

WED1A, W WED1B, WED2A and WED2B).
Bags tthat exceed the dimensions of the EDS capacity are identified
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as out-of-gauge
o (OOG) and will bypass the EDS screening lines,
while being continuously tracked for transport to the CBRA for
Level 3 ETD screening.
After the bag is scanned, an EDS decision code is assigned and
correlated with the bag ID number. A CLEARED decision code
means the EDS device completed the scanning process and the bag is
not ALARMED. PENDING means the EDS device has completed
the scanning process, the bag failed and the bag image has been sent
to Level 2 operators for review. ALARMED means the bag has
failed the screening process and must be sent to CBRA for Level 3
screening. EDS UNKNOWN means the EDS device lost track of the
bag or its’ status and must be sent to CBRA for Level 3 screening or
reinsertion for re-screening at a Level 1 EDS device.
The EDS devices deliver the image to the Level 2 operators and the
decision can be changed to CLEARED within a predetermined
decision time (45 seconds) and prior to the failsafe diversion point to
the Clear Bag lines.
11.0 - 169
EDS UNKNOWN (purged) bags will be tracked using a discrete

pseudo ID that will be assigned by the EDS machine and continue
through the Level 1 Decision Point Vertical Sorter onto the Level 1
Suspect Bag subsystems, and through the Level 2 Decision Point
High Speed Diverter, and continue through to the CBRA WSB
conveyors where the Purge bag will be diverted at the WPL1 or
WPL2 High Speed Diverter, and be conveyed and tracked on the
WPL1/WPL2 subsystem(s).
Level 1 and Level 2 CLEAR bags will be sent to the baggage make-
up area and sorted to one of four (4) make-up units (MU1 through
MU4) via the West Clear Bag Lines (WCB1 and WCB2) and
Mainlines (ML1 and ML2).
Upon entering the baggage make-up room, the th bags will pass
through an Automatic Tag Reader (ATR) R) which
hi will
w send the BHS
PLC the tag number for determining the final sort so location
lo make-up
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A
unit. If the tag information cannot be read at the ATR, the bags are
diverted to a Manual Encode Line inee (ME1 or ME
M
ME2) for rescanning or
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rmation.
mation. These
manual input of the tag information. The bags
b are re-inducted on
rt destination. If
the main lines for final sort I bag tracking is lost on the
ort destination
mainlines and the final sort destina cannot be determined, the
ed
bags are re-circulatedd via the ML1 or ML2 lines and dispatched onto
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respective conveyoryor line’s Manual
Manu Encode Station. The bag’s tag is
either rescanneded
d or manually input and the bags are re-inducted for
sortation to the final destin
destination via the mainlines.
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MED, Out-of-
ALARMED, Out-of-G
Out-of-Gauge (OOG) or BHS UNKNOWN (bags that
ome lost due to tracking errors) bags are sent to the CBRA via
become
he West Suspect
the Suspec Bag Lines (WSB1 and WSB2). After Level 3
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screening is accomplished
a and the bags are CLEARED, bags are re-
inducted for
fo sortation on the Clear Bag Lines (WCB1B and
WCB2B
WCB2B).
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A.
A Critical processes and interfaces with other systems: See
Attachment for BHS/EDS processes. Other processes and
interfaces TBD
B. Key Contact Information: The final version of the
Contingency plan will contain all key contacts in the event
the plan is to be initiated and at what level who is contacted.
This is to be developed at the workshop.
1.6.2 Washington Dulles International Airport (IAD) Main Terminal East

Baggage Basement (EBB) Checked Baggage Inspection System (CBIS)
Contingency Management Plan
1.6.2.1 System Mission Description:
The EBB CBIS is based on the latest TSA Planning Guidelines and Design
Standards (PGDS), Version 3.0, dated November 27, 2009, as coordinated
with the TSA, MWAA, United, PMC and the Design Team. The proposed
design is consistent with the Authority’s intent to replace the current stand-
11.0 - 170
alone EDS operation, at the Concourse Ticketing Level and at the Bagroom
Baggage Make-up spaces.
1.6.2.2 System Specifics:
Referencing the enclosed color rendered drawings and single-line diagram,
the CBIS’ design consists of two main outbound transport lines (i.e., EED1
and EED2) each feeding in-line EDS devices (total of five EDS devices, two
for the EED1 line and three for the EED2 line), for originating baggage
screening and subsequent conveyance to the existing reconfigured automated
Tilt-Tray sort system for outbound baggage Make-up. Existing Ticket
Counter and Curbside subsystems originating from the departures level Kiosk
4 shall be reconfigured to merge into two main outbound transport lines (i.e.,
EED1 and EED2) feeding the CBIS through the five Level 1 EDS device
subsystems via their respective high speed diverc-.00ive B48riginati8.3(d)e B48r v Mithrrg Mith
psiti2(a B48r traick)11r to in1a T hIn(scr(ening)10.1(prR(a B48c)1.7(esB)6.7 isesi(ba h
f
11.0 - 171
After the bag is scanned, an EDS decision code is assigned and correlated
with the bag ID number. A CLEARED decision code means the EDS device
completed the scanning process and the bag is not ALARMED. PENDING
means the EDS device has completed the scanning process, the bag failed
and the bag image has been sent to Level 2 operators for review. ALARMED
means the bag has failed the screening process and must be sent to CBRA for
Level 3 screening. EDS UNKNOWN means the EDS device lost track of the
bag or its’ status and must be sent to CBRA for Level 3 screening or
reinsertion for re-screening at a Level 1 EDS device.
The EDS devices deliver the image to the Level 2 operators and the decision
can be changed to CLEARED within a predetermined decision time (45
seconds) and prior to the failsafe diversion point to the Clear Bag lines.
EDS UNKNOWN (purged) bags will be tracked using sing
ng a discrete pseudo ID
ontinue
that will be assigned by the EDS machine and continue nu through
th the Level 1
Decision Point Vertical Sorter onto the Level 1 Suspect Bag subsystems, and
peed Diverter, and continue
through the Level 2 Decision Point High Speed
through to the CBRA ESB conveyors where ere the Purge
Purg bag will be diverted at
the EPL1 or EPL2 High Speed Diverter,rter,
ter, and be con
conveyed and tracked on the
EPL1/EPL2 subsystem(s).
Level 1 and Level 2 CLEARED ED bags will be sent to one of the two existing
age make-up area,
tilt-tray sorters in the baggage ar where they will be either sorted
to the make-up area in the he MU3 bag ba
basement or sorted from the tilt-tray
sorters to one of two main in outbound transport lines for sortation in the MU2
make-up area.
Upon entering g the MU3 bagg
baggage make-up room, the bags will pass through
an Automatic tic
ic Tag Reader (ATR) which will send the BHS PLC the tag
number for determining
determinin the final sort location. If the tag information cannot
add at the ATR pprior to the bag being inducted onto the tilt-tray sorter,
be read
thee bags are diverted
diver to a Manual Encode Line off the tilt-tray sorter for
rescanning or manualm input of the tag information. These bags are re-
inducted on the tilt-tray sorter for final sort destination. If bag tracking is lost
on the ttil
tilt-tray sorter in the MU3 baggage make-up room or outbound
ttransport mainlines in or to the MU2 baggage make-up room and the final
transp
so
sor
sort destination cannot be determined, the bags are re-circulated via the tilt-
tray sorter or the recirculation subsystem in the MU2 make-up area to the
respective bagroom’s Manual Encode station(s). The bag’s tag is either
rescanned or manually input and the bags are re-inducted for sortation to the
final destination via the tilt-tray sort in the MU3 make-up area or outbound
sort lines in the MU3 make-up area.
ALARMED, Out-of-Gauge (OOG) or BHS UNKNOWN (bags that become
lost due to tracking errors) bags are sent to the CBRA via the East Suspect
Bag Lines (ESB1 and ESB2). After Level 3 screening is accomplished and
the bags are CLEARED, bags are re-inducted for sortation on the Clear Bag
Lines (ECB1C and ECB2C).
A. Critical processes and interfaces with other systems: See Attachment for
BHS/EDS processes. Other processes and interfaces TBD
11.0 - 172
B. Key Contact Information: The final version of the Contingency plan will
contain all key contacts in the event the plan is to be initiated and at
what level who is contacted. This is to be developed at the workshop.
1.6.3 Objectives of the Contingency Plan

1.6.3.1 Risks of Failure
The BHS/CBIS is a very complex automated system that is subject
to screening equipment failure, conveyance equipment failure, and
loss of utility power, computer control and network failure and
unplanned electrical surges that can affect the systems operations.
1.6.3.2 Risks of Contingency Plan
In the event the automated BHS/CBIS becomes m inoperative due to
me
any of the conditions described in Risks of Failure,
Failur
Fa this contingency
plan will be implemented. Attachmentt A defines
defin a m multitude of
Y
potential failures, impacts, affected systems and action
ac plans.
Although redundancy and alternatives available for maintaining
atives are ava
availa
AR
operations, it is possible for complete
omplete system failures of the
screening equipment and/or or baggage conveyance
conv
con system which will
require establishment off remote screening
screen and bag transportation
alternative plans. Alternatives/options
ernatives/opti
ernatives/option for remote screening and bag
IN
transportation plans
ans
ns to be developed
develo
develop at the workshop.
1.6.3.3 Desired Outcome
come
ome
The desired
ed outcome of iimplementing the contingency plan is to
IM
screen and
nd process as many bags as possible in the least amount of
timee to mitigate and/or
an minimize operational disruption and potential
passenger/airline delays.
passenger/airlin
EL
1.6.3.4
4 Potential Impacts
I
Potential impacts as a result of implementation of the contingency
Potentia
plan include, but are not limited, to delays in bag processing, manual
PR
intervention and transportation of baggage, the need to

in
deploy/relocate additional essential personnel on short notice,
conduct remote manual screening and relocation of operations to
alternative locations within the Terminal.
1.6.4 Resource Requirements

1.6.4.1 Desired Time Estimates. Time estimates to be developed pending
completion of alternative screening and bag transportation plans.
1.6.4.2 Cost Estimates. Cost estimates to be developed pending completion
of alternative screening and bag transportation plans.
1.6.5 Implementing the Plan

1.6.5.1 Implementation Criteria
This contingency plan will be implemented in the event of screening
equipment failure, conveyance equipment failure, loss of utility
power, computer control/network failure and unplanned electrical
11.0 - 173
surges that affect the systems operations or cause complete shutdown

of the EDS In-Line system.
1.6.5.2 Trigger Events
Specific trigger events requiring implementation of this plan include,
but are not limited to, the potential events previously described as
well as those contained in Attachment A. It must be noted a variety
of activities could lead to a trigger event and the contingency team
must be cognizant of outside incidents and maintain readiness to
initiate the plan. Likewise, implementing of the contingency plan
may have impact on the operations in other areas of the Terminal
and result in additional action required by other parties.
1.6.5.3 Responsibilities
The decision to implement the contents of this
his plan
pla will be made by
ant Federal
the Federal Security Manager, Assistant Federa Security
Se Director,
Y
manag
mana
Security Managers, Operations or MWAA management.
atrix to be developed
Implementation responsibility matrix dev
de at stakeholder
AR
workshop.
1.6.5.4 Duration
In determining the appropriate implementation level of the
ppropriate imp
impl
IN
contingency plan and/or alternat
alternate screening and transportation of
bags for partiall baggage handling
hand
han system outages, EDS device
malfunctionsns and power su
surges, it is estimated the system may be
IM
inoperable minutes up to 2 hours. For a complete system

le for 15 minut
e, the
outage, he systems ccould be inoperable for 8 hours or longer.
1.6.6 Operation
on and Management
Manag
Mana
EL
1.6.6.1
1 Managem
Management Structure
appropriate management personnel (TBD) will implement,
The app
maintain and conclude the contingency plan for the any unscheduled
main
PR
ev
event requiring maintenance and/or repair of the EDS devices,
baggage handling system or any outside influence disruptions
affecting said systems.
A. Decision Makers
The decision to implement, change or discontinue contingency
operations will be XXX - TBD
B. Support Personnel
Support personnel required during the implementation of the
contingency plan may include, but not be limited to, TSA, Airport
Management, baggage handlers, airlines, operations and
maintenance staff. The level of support and personnel required are
dependent on the severity of the failure and associated downtime.
Multiple problem scenarios should be developed and manpower
requirements determined.
11.0 - 174
1.6.6.2 Assigned Roles and Responsibilities

A. Emergency Response Teams
Emergency response teams are defined based on the area of
responsibility. The BHS operations and maintenance contractor is
responsible for the daily operation of the system, removal of jammed
bags, repairs and system restoration. TSA personnel are responsible
for the CBRA operations.
B. Contingency Operations Team
The contingency plan operations team to be developed at the
workshop.
1.6.6.3 Personnel Notification Procedures
The decision to implement the contingency pl will
ncy plan w be made by the
Operation and Management decision makers. Notif
Notifications
N to the
Y
appropriate personnel and responsee teams will be dependent of the
severity of the event. Describe how
ow you plan to notify staff that the
AR
plan is being implemented. Notification matrix
mat to be developed at
workshop.
A. Records Management
ment and Da
Data S
Security Procedures.
IN
All records and date
te reports pertaining
ate perta to the In-Line system are
considered as Sensitive Security Information (SSI) or Controlled,
ensitive Secur
Secu
Unclassified (CUI) and must follow strict additional
d Information ((C
IM
security protection. All CBIS

C records and sensitive data will be
handled,
ed, stored and pprotected per TSA Management Directive 200.7,
Records
cords Management.
ords Managem
EL
1.6.7 Criteria Returning to Normal Operations

ria for Return
1.6.7.1
.7.1 Criteria
The ccriteria for returning to normal operations include the
PR
elimination or mitigation of the triggering event/s requiring

el
implementation of the contingency plan and operations can be
returned to full or acceptable capacity. Full or acceptable capacity is
defined as the systems normal ability to maintain throughput and
processing of baggage without delays or the need for additional
support personnel.
1.6.7.2 Procedures
For partial shutdowns of the CBIS, it shall be the BHS Operations
and Maintenance personnel responsibility for repairing and restoring
the BHS to normal operations. For EDS device related shutdowns, it
shall be the TSA or designated contractors responsibility to restore
the EDS devices and determine if the system can be restored to
normal operations.
11.0 - 175
1.6.7.3 Points of Contact/Notifications

The following personnel will be the points of contact and notified for
decisions return the system to its normal operation and ceasing
implementation of the contingency plan.
A. Decision-Makers
TBD at workshop.
B. Operational Personnel
List the key operational resource personnel that will be needed
to return to normal operations.
1.6.8 Training and Testing Requirement

1.6.8.1 Contingency Team Training
The Baggage Handling System Operation ation and MMain
Maintenance
Y
enance Department,
Contractor, United Facility Maintenance Departm Airport
Engineers and TSA will requiree training
raining in the
th operation, repair and
AR
fallback/restoration modes off the CBIS when
whe installation is
completed.
1.6.8.2 aining
Recovery Team Training
IN
In addition to thee Contingency Team
T Training, dedicated Recovery
Team Trainingg will be held before
b the system becomes certified and
operational.. Recovery team members to be defined.
IM
1.6.8.3 Testing
ng Requirements
Requireme
Requiremen and Procedures
Prior
or to the system becoming certified and operational, contingency
ior
shall occur to ensure all parties are notified of triggering
plan testing sha
sh
EL
plans are initiated timely and properly, personnel are

events, plan
dispatched, bag movement logistics are coordinated, fallback or
dispatche
alternative plans are followed and full system restoration is
alterna
PR
acc
accomplished. Particular dedicated testing will occur for all system
critical issues resulting in worst case scenarios of full system
shutdown, alternative screening implementation and relocation of
operations within the Main Terminal.
1.6.8.4 Training and Testing Schedules
Training and testing schedules will be developed to coincide with the
substantial completion of the system commissioning, certification
and start of operations. All training and testing will be completed
prior to (insert current completion date).
1.6.9 Recovery Process Requirements

Recovery process requirements include, but are not limited to, mitigation or
elimination of the triggering event, completion/testing of system repairs,
meeting the criteria for returning to normal operations, system stability,
system control and graphics data are being distributed/reported properly,
required notifications are made and personnel are in place for normal system
operation.
11.0 - 176
APPENDIX “H”
CONCOURSE “D” – COLD-SORT BAGGAGE TRANSFER FLAT PLATE MAKE-UP DEVICE

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STATEMENT OF WORK

Metropolitan Washington Airports Authority (MWAA)

SECTION I - TABLE OF CONTENTS

SECTION I - TABLE OF CONTENTS I-1

SECTION II - INTRODUCTION II-1

SECTION III - DEFINITIONS III-1

SECTION IV - BASE SERVICES IV-1

SECTION V - SUPPLEMENTAL SERVICES V-1

SECTION VI - CONTRACT START UP VI-1

SECTION VII - GENERAL REQUIREMENTS VII-1

SECTION VIII - SPECIAL REQUIREMENTS VIII-1

SECTION IX - DOCUMENTATION AND REPORTING IX-1

SECTION X - PERSONNEL X-1

SECTION XI - DELIVERABLES XI-1

SECTION XII - AIRPORTS AUTHORITY FURNISHED RESOURCES XII-1

SECTION XIII - METHOD OF PAYMENT XIII-1

SECTION XIV - CONTRACT PHASE OUT XIV-1

SECTION XV - APPENDICES XV-1

Statement of Work Section I-1

A. At the Main Terminal:

B. At the C/D Midfield Concourse:

Statement of Work Section II-1

Statement of Work Section II-2

Statement of Work Section II-3

C. Main Terminal Domestic Inbound BHS

D. Main Terminal International Arrivals Building Inbound BHS

E. Main Terminal International to Domestic Recheck BHS

F. Concourse “C” FIS International to Domestic Flat Plate Reclaim Devices

G. Concourse “D” cold-sort transfer baggage carousel

H. Washington Dulles International Airport Baggage Handling Systems

Statement of Work Section II-4

Existing Baggage Handling Systems

1991 1996 2002 - 2004 1996 1992

BHS BHS/CBIS BHS/CBIS BHS/CBIS

Statement of Work Section II-5

SECTION III - DEFINITIONS

AIRPORT - Washington Dulles International Airport.

AIRPORTS AUTHORITY - The Metropolitan Washington Airports Authority

BAGGAGE HANDLING SYSTEM OPERATION AND MAINTENANCE CONTRACTOR - Shall be

BSO - Baggage Service Operator or BHS Control Room Operator

CBIS – Checked Baggage Inspection System

CBRA – Checked Baggage Reconciliation Area

CDP - The Airports Authority’s Capitol Development Program.

Statement of Work Section III-1

CONTRACTING OFFICER TECHNICAL REPRESENTATIVE - The technical representative for the

COTR - Contracting Officer’s Technical Representative.

CORRECTION - The elimination of a deficiency.

CMMS – Computerized Maintenance Management System

DAYS – Except as otherwise specified, all days shall be calendar days.

EDS – Explosive Detection System

EPA – Environmental Protection Agency

FIS – Federal Inspection Service

HCS - Hazardous Communication Standard also known as “HAZCON”.

IAD - Washington Dulles International Airport.

IATA – International Air Transportation Association

IPMP - Inspection and Preventive Maintenance Program

Statement of Work Section III-2

MDS - Maintenance Diagnostics System