statement of work for the main terminal baggage handling …

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

Statement of Work Section I-1

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�

APPENDICESA. 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 II-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)



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

IABTicketing Kiosk 1

& WBB Ticketing Kiosks 2/3

& SBB Ticketing Kiosk 4

& EBB

FIS Automated Transfer BHS & Cold-Sort

TransferBaggage Make-

up Device

BHS Install Date: BHS Install Date: BHS Install Date: BHS Install Date: BHS Install Date:

1991 1996 2002 - 2004 1996 1992Proposed New Baggage Handling Systems under Construction and/or Design Development

Main Terminal MidfieldConcourse C & D

IAB Ticketing Kiosk 1& WBB

Ticketing Kiosk 3& SBB

Ticketing Kiosk 4& EBB

No Changes

BHS

Install Date: 2009 - 2011

BHS/CBIS Install Date: 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”.


Statement of Work Section III-1

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.



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.


Statement of Work Section IV-1

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.



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


Statement of Work Section V-1

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-2

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 VI-1

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 VII-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



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.


Statement of Work Section VIII-1

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.



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.


Statement of Work Section IX-1

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



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.


Statement of Work Section X-1

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.



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 Description1 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 Description6 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 Description1 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.


Statement of Work Section XI-1

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-2

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 XII-1

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-2

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 XIII-1

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.



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 Contractorshall 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


Statement of Work Section XIV-1

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 XV-1

SECTION XV - APPENDICES


Statement of Work Appendices

APPENDIX “A”

SITE PLAN



APPENDIX “B.1”

WASHINGTON DULLES INTERNATIONAL AIRPORT 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 process, consistent with the Transportation Security Administration’s (TSA’s) protocols, as follows:



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 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).



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 SheetNumber Drawing Title BG00.0000 COVER SHEET BG00.0001 DRAWING LIST

BG02.0001 GENERAL ARRANGEMENT - EXISTING CONDITIONS – MAIN TERMINAL BASEMENT LEVEL (BAG ROOMS)

BG02.0002 GENERAL ARRANGEMENT - EXISTING CONDITIONS – MAIN TERMINAL GROUND LEVEL (ARRIVALS)

BG02.0003 GENERAL ARRANGEMENT - EXISTING CONDITIONS – MAIN TERMINAL CONCOURSE LEVEL (DEPARTURES)

BG02.0004 EXISTING CONDITIONS - INTERNATIONAL ARRIVALS BUILDING

BG02.0005 EXISTING CONDITIONS – TICKETING KIOSK 1 & WEST BAGGAGE BASEMENT

BG02.0006 EXISTING CONDITIONS – SOUTH BAGGAGE BASEMENT (TICKETING KIOSKS 2 & 3)

BG02.0007 EXISTING CONDITIONS – TICKETING KIOSKS 2 & 3 (SOUTH BAGGAGE BASEMENT)

BG02.0008 EXISTING CONDITIONS – TICKETING KIOSK 4 & EAST BAGGAGE BASEMENT

BG02.0009 EXISTING CONDTIONS – MIDFIELD CONCOURSE C

BG03.0001 GENERAL ARRANGEMENT - FUTURE CONDITIONS – MAIN TERMINAL BASEMENT LEVEL (BAG ROOMS)

BG03.0002 GENERAL ARRANGEMENT - FUTURE CONDITIONS – MAIN TERMINAL GROUND LEVEL (ARRIVALS LEVEL)

BG03.0003 GENERAL ARRANGEMENT - FUTURE CONDITIONS – MAIN TERMINAL CONCOURSE LEVEL (DEPARTURES)

BG03.0004 FUTURE CONDITIONS - INTERNATIONAL ARRIVALS BUILDING

BG03.0005 FUTURE CONDITIONS – TICKETING KIOSK 1 & WEST BAGGAGE BASEMENT

BG03.0006 FUTURE CONDITIONS - SOUTH BAGGAGE BASEMENT (KIOSKS 2 & 3)

BG03.0007 FUTURE CONDITIONS – TICKETING KIOSK 2 & 3 (SOUTH BAGGAGE BASEMENT)

BG03.0008 FUTURE CONDITIONS - EAST BAGGAGE BASEMENT (SUB-BASEMENT LEVEL)

BG03.0009 FUTURE CONDITIONS – TICKETING KIOSK 4 & EAST BAGGAGE BASEMENT



APPENDIX “B.3”

MAIN TERMINAL AND MIDFIELD CONCOURSE “C/D” BHS EQUIPMENT INVENTORY



BHS EQUIPMENT INVENTORY SUMMARY

Subsystem Name:

Related Kiosk / Building

Related Basement

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MTB DOMESTIC INBOUND [EXISTING]234 100 0 0 12 2330 0 15 0 0 0 361 11,249

WBB INTERNATIONAL INBOUND (IAB) [EXISTING]74 50 0 0 6 1680 0 11 0 0 0 141 4395

WBB OUTBOUND [EXISTING]114 52 1 0 5 0 0 23 0 0 0 195 4409

SBB OUTBOUND [EXISTING]314 87 14 10 0 0 2 21 0 0 0 448 6999

EBB MU3 OUTBOUND [EXISTING]201 102 2 0 0 0 2 19 1150 13 0 341 6283

EBB MU2 OUTBOUND [EXISTING]47 7 1 16 0 0 0 0 0 0 0 71 1715

CONCOURSE C 'FIS' [EXISTING]106 24 5 16 3 1260 0 5 0 0 0 159 3520

CONCOURSE D [EXISTING]0 0 0 0 1 0 0 0 0 0 0 1 590

1,090 422 23 42 27 5,270 4 94 1,150 13 0 1,717 39,159CONCOURSE�D��Existing�Total

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 type3 - 'Diverter' includes any type of horizontal or vertical diverter

IAB�INTERNATIONAL�INBOUND�Existing�Total

MTB�/�DOMESTIC�INBOUND�Existing�Total

EXISTING EQUIPMENT INVENTORY - BHS OPERATIONS AND MAINTENANCE

MTB�/�SBB�(K2&3)�OUTBOUND�Existing�Total

MTB�/�EBB�/�MU3�(K4)�OUTBOUND�Existing�Total


CONCOURSE�C�'FIS'��Existing�Total

GRAND�TOTAL�(EXISTING):��

MTB�/�WBB�(K1)�OUTBOUND�Existing�Total

Subsystem Name:


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MTB DOMESTIC INBOUND [FUTURE]245 106 0 0 12 2330 0 15 0 0 0 378 11,307

WBB INTERNATIONAL INBOUND (IAB) [FUTURE]94 50 0 0 6 1680 0 12 0 0 0 162 5601

WBB OUTBOUND [FUTURE]383 127 35 24 4 0 2 27 0 0 0 602 7892

SBB OUTBOUND [FUTURE]498 131 35 22 0 0 0 23 0 0 0 709 9507

EBB OUTBOUND [FUTURE]445 151 24 16 0 0 2 26 1150 10 0 676 9665

EBB MU2 OUTBOUND [FUTURE]47 7 1 16 0 0 0 0 0 0 0 71 1715

CONCOURSE C 'FIS' [FUTURE]105 25 6 16 3 1260 0 5 0 0 0 160 3479

CONCOURSE D [FUTURE]0 0 0 0 1 0 0 0 0 0 0 1 590

1,817 597 101 94 26 5,270 4 108 1,150 10 0 2,759 49,756CON�D�Future�Total

GRAND�TOTAL�(FUTURE):��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 type3 - 'Diverter' includes any type of horizontal or vertical diverter

CON�C�'FIS'�Future�Total

MTB�/�EBB�/�MU3�(K4)�OUTBOUND�Future�Total

MTB�/�SBB�(K2&3)�OUTBOUND�Future�Total

MTB�/�WBB�(K1)�OUTBOUND�Future�Total

PROPOSED EQUIPMENT INVENTORY - BHS OPERATIONS AND MAINTENANCE SCOPE

IAB�INTERNATIONAL�INBOUND�Future�Total

MTB�/�DOMESTIC�INBOUND�Future�Total




EXISTING BHS EQUIPMENT INVENTORY BREAKDOWN

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MTB DOMESTIC INBOUND [EXISTING]IB1 MTB / 4 EBB In Scope 12 7 1 175 1 21 588IB2 MTB / 4 EBB In Scope 10 6 1 175 1 18 508IB3 MTB / 4 EBB In Scope 10 5 1 175 1 17 638IB4 MTB / 4 EBB In Scope 15 5 1 175 1 22 764IB5 MTB / 1 SBB In Scope 14 5 1 200 1 21 755IB6 MTB / 1 SBB In Scope 14 7 1 200 1 23 779IB7 MTB / 1 SBB In Scope 14 7 1 200 1 23 799IB8 MTB / 1 SBB Out of Scope 15 7 1 23 624IB9 MTB / 2&3 SBB Out of Scope 21 8 1 30 761IB10 MTB / 2&3 SBB In Scope 22 8 1 200 1 32 1,061IB11 MTB / 2&3 SBB In Scope 28 10 1 200 1 40 1,250IB12 MTB / 2&3 SBB In Scope 29 10 1 200 1 41 1,360OS3 MTB / 2&3 SBB In Scope 19 9 1 29 538IB13 MTB / 1 WBB In Scope 6 2 0 0 1 200 0 1 0 0 10 438IB14 MTB / 1 WBB In Scope 5 4 0 0 1 230 0 1 0 0 11 386

234 100 0 0 12 2330 0 15 0 0 0 361 11,249WBB INTERNATIONAL INBOUND (IAB) [EXISTING]IB15 IAB WBB In Scope 8 4 0 0 1 300 0 1 0 0 14 483IB16 IAB WBB In Scope 6 5 0 0 0 0 0 0 0 0 11 177IB17 IAB WBB In Scope 6 2 0 0 1 300 0 1 0 0 10 481IB18 IAB WBB In Scope 6 3 0 0 0 0 0 0 0 0 9 193IB19 IAB WBB In Scope 6 2 1 240 1 10 481IB20 IAB WBB In Scope 7 4 1 12 285IB21 IAB WBB In Scope 4 4 1 240 1 10 413IB22 IAB WBB In Scope 4 4 1 9 183IB23 IAB WBB In Scope 5 5 1 300 1 12 467IB24 IAB WBB In Scope 5 6 1 12 264IB25 IAB WBB In Scope 5 4 1 300 1 11 487IB26 IAB WBB In Scope 6 4 1 11 254IOS1 IAB WBB In Scope 6 3 1 10 227

74 50 0 0 6 1680 0 11 0 0 0 141 4395WBB OUTBOUND [EXISTING]CS1 MTB / 1 WBB Out of Scope 9 5 1 0 0 0 0 3 0 0 18 288CS2 MTB / 1 WBB Out of Scope 13 6 0 0 0 0 0 3 0 0 22 374TC1 MTB / 1 WBB In Scope 18 7 0 0 0 0 0 2 0 0 27 513TC2 MTB / 1 WBB In Scope 11 5 0 0 0 0 0 3 0 0 19 362TC3 MTB / 1 WBB In Scope 16 7 0 0 0 0 0 3 0 0 26 386TC4 MTB / 1 WBB In Scope 16 7 0 0 0 0 0 4 0 0 27 605TC5 MTB / 1 WBB In Scope 7 4 0 0 0 0 0 1 0 0 12 213MU1 MTB / 1 WBB In Scope 1 1 190MU2 MTB / 1 WBB In Scope 1 1 190MU3 MTB / 1 WBB In Scope 1 1 190MU4 MTB / 1 WBB In Scope 1 1 190OS1 MTB / 1 WBB In Scope 11 5 0 0 0 0 0 2 0 0 18 365IR01 MTB / 1 WBB In Scope 6 3 0 0 1 0 0 1 0 0 11 348IR02 MTB / 1 WBB In Scope 7 3 0 0 0 0 0 1 0 0 11 194

114 52 1 0 5 0 0 23 0 0 0 195 4409

IAB�INTERNATIONAL�INBOUND�Existing�Total

MTB�/�DOMESTIC�INBOUND�Existing�Total


MTB�/�WBB�(K1)�OUTBOUND�Existing�Total



Subsystem Name:


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SBB OUTBOUND [EXISTING]CS3 MTB / 2&3 SBB In Scope 11 3 1 1 16 223CS4 MTB / 2&3 SBB In Scope 10 3 1 1 15 223CS5 MTB / 2&3 SBB In Scope 11 4 1 1 17 255CS6 MTB / 2&3 SBB In Scope 16 5 1 1 23 292OS2 MTB / 2&3 SBB In Scope 14 4 0 0 0 0 0 1 0 0 19 493OT1 MTB / 2&3 SBB In Scope 48 13 0 0 0 0 0 0 0 0 61 1,056OT2 MTB / 2&3 SBB In Scope 50 12 0 0 0 0 0 0 0 0 62 1,074TC6 MTB / 2&3 SBB In Scope 9 2 2 13 234TC7 MTB / 2&3 SBB In Scope 9 6 1 2 18 194TC8 MTB / 2&3 SBB In Scope 10 3 2 15 231TC9 MTB / 2&3 SBB In Scope 8 4 1 2 15 185TC10 MTB / 2&3 SBB In Scope 10 1 1 2 14 194TC11 MTB / 2&3 SBB In Scope 9 4 1 2 16 215TC12 MTB / 2&3 SBB In Scope 8 3 1 2 14 193TC13 MTB / 2&3 SBB In Scope 8 4 1 2 15 190ML1 MTB / 2&3 SBB In Scope 5 1 6 250ML2 MTB / 2&3 SBB In Scope 5 1 6 255RC1 MTB / 2&3 SBB In Scope 12 5 1 18 322RC2 MTB / 2&3 SBB In Scope 12 5 1 18 349ME1 MTB / 2&3 SBB In Scope 20 3 1 1 25 163ME2 MTB / 2&3 SBB In Scope 21 3 1 1 26 168MS1 MTB / 2&3 SBB In Scope 4 4 8 120MS2 MTB / 2&3 SBB In Scope 4 4 8 120

314 87 14 10 0 0 2 21 0 0 0 448 6999EBB MU3 OUTBOUND [EXISTING]CS1 MTB / K4 EBB Optional 12 7 0 0 0 0 0 3 0 0 22 301CS2 MTB / K4 EBB Optional 13 6 0 0 0 0 0 2 0 0 21 288TC1 MTB / K4 EBB Optional 8 4 0 0 0 0 0 2 0 0 14 261TC2 MTB / K4 EBB Optional 19 10 0 0 0 0 0 2 0 0 31 454TC3 MTB / K4 EBB Optional 23 13 0 0 0 0 0 2 0 0 38 532TC4 MTB / K4 EBB Optional 9 5 0 0 0 0 0 2 0 0 16 279TC5 MTB / K4 EBB Optional 24 13 0 0 0 0 0 3 0 0 40 520OS1 MTB / K4 EBB Optional 5 1 0 0 0 0 0 3 0 0 9 211OT1 MTB / K4 EBB Optional 27 12 0 0 0 1 0 0 0 40 677OT2 MTB / K4 EBB Optional 17 9 0 0 0 0 1 0 0 0 27 482XO1 MTB / K4 EBB Optional 8 6 0 0 0 0 0 0 0 0 14 176XO2 MTB / K4 EBB Optional 8 4 1 13 218ME1 MTB / K4 EBB Optional 7 2 1 10 83ME2 MTB / K4 EBB Optional 7 2 0 0 0 0 0 0 0 0 9 55TX1 MTB / K4 EBB Optional 10 4 1 0 0 0 0 0 0 0 15 235TX2 MTB / K4 EBB Optional 4 4 1 0 0 0 0 0 0 0 9 109TTN MTB / K4 EBB Optional 650 5 5 765TTS MTB / K4 EBB Optional 500 6 6 638

201 102 2 0 0 0 2 19 1150 13 0 341 6283EBB MU2 OUTBOUND [EXISTING]US1 MTB / MU2 EBB Optional 6 2 8 254USP1 MTB / MU2 EBB Optional 1 1 2 56USP2 MTB / MU2 EBB Optional 1 1 2 56USP3 MTB / MU2 EBB Optional 1 1 2 56USP4 MTB / MU2 EBB Optional 1 1 2 56USP5 MTB / MU2 EBB Optional 1 1 2 56USP6 MTB / MU2 EBB Optional 1 1 2 56USP7 MTB / MU2 EBB Optional 1 1 2 56USP8 MTB / MU2 EBB Optional 1 1 2 56LS1 MTB / MU2 EBB Optional 25 5 1 31 565LSP1 MTB / MU2 EBB Optional 1 1 2 56LSP2 MTB / MU2 EBB Optional 1 1 2 56LSP3 MTB / MU2 EBB Optional 1 1 2 56LSP4 MTB / MU2 EBB Optional 1 1 2 56LSP5 MTB / MU2 EBB Optional 1 1 2 56LSP6 MTB / MU2 EBB Optional 1 1 2 56LSP7 MTB / K4 EBB Optional 1 1 2 56LSP8 MTB / K4 EBB Optional 1 1 2 56

47 7 1 16 0 0 0 0 0 0 0 71 1715


MTB�/�SBB�(K2&3)�OUTBOUND�Existing�Total





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EBB MU2 OUTBOUND [EXISTING]US1 MTB / MU2 EBB Optional 6 2 8 254USP1 MTB / MU2 EBB Optional 1 1 2 56USP2 MTB / MU2 EBB Optional 1 1 2 56USP3 MTB / MU2 EBB Optional 1 1 2 56USP4 MTB / MU2 EBB Optional 1 1 2 56USP5 MTB / MU2 EBB Optional 1 1 2 56USP6 MTB / MU2 EBB Optional 1 1 2 56USP7 MTB / MU2 EBB Optional 1 1 2 56USP8 MTB / MU2 EBB Optional 1 1 2 56LS1 MTB / MU2 EBB Optional 25 5 1 31 565LSP1 MTB / MU2 EBB Optional 1 1 2 56LSP2 MTB / MU2 EBB Optional 1 1 2 56LSP3 MTB / MU2 EBB Optional 1 1 2 56LSP4 MTB / MU2 EBB Optional 1 1 2 56LSP5 MTB / MU2 EBB Optional 1 1 2 56LSP6 MTB / MU2 EBB Optional 1 1 2 56LSP7 MTB / K4 EBB Optional 1 1 2 56LSP8 MTB / K4 EBB Optional 1 1 2 56

47 7 1 16 0 0 0 0 0 0 0 71 1715CONCOURSE C 'FIS' [EXISTING]RC1 CON C Optional 10 5 2 17 271RC2 CON C Optional 7 0 2 9 210RC3 CON C Optional 8 3 1 12 136RC1A CON C Optional 3 2 2 1 8 40TX1 CON C Optional 7 4 11 267ME1 CON C Optional 11 1 1 13 55ME2 CON C Optional 12 1 1 14 62ME3 CON C Optional 11 2 1 1 15 66ME4 CON C Optional 7 1 1 1 10 54ME5 CON C Optional 8 1 9 37LML1 CON C Optional 4 1 5 167UML1 CON C Optional 4 1 5 157LSP1 CON C Optional 1 1 2 52LSP2 CON C Optional 1 1 2 52LSP3 CON C Optional 1 1 2 52LSP4 CON C Optional 1 1 2 52LSP5 CON C Optional 1 1 2 52LSP6 CON C Optional 1 1 2 52LSP7 CON C Optional 1 1 2 57USP1 CON C Optional 1 1 2 52USP2 CON C Optional 1 1 2 52USP3 CON C Optional 1 1 2 52USP4 CON C Optional 1 1 2 52USP5 CON C Optional 1 1 2 52USP6 CON C Optional 1 1 2 52USP7 CON C Optional 1 1 2 57CD1 CON C Optional 1 380 1 380CD2 CON C Optional 1 420 1 420CD3 CON C Optional 1 460 1 460

106 24 5 16 3 1260 0 5 0 0 0 159 3520CONCOURSE D [EXISTING]MU1 CON D Optional 1 1 590

0 0 0 0 1 0 0 0 0 0 0 1 5901,090 422 23 42 27 5,270 4 94 1,150 13 0 1,717 39,159

CONCOURSE�D��Existing�Total




CONCOURSE�C�'FIS'��Existing�Total

GRAND�TOTAL�(EXISTING):��



PRELIMINARY LIST OF PROPOSED BHS/CBIS EQUIPMENT INVENTORY BREAKDOWN

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MTB DOMESTIC INBOUND [FUTURE]IB1 MTB / 1 EBB In Scope 12 7 1 175 1 21 588IB2 MTB / 1 EBB In Scope 10 6 1 175 1 18 508IB3 MTB / 1 EBB In Scope 10 5 1 175 1 17 638IB4 MTB / 1 EBB In Scope 15 5 1 175 1 22 764IB5 MTB / 1 SBB In Scope 14 5 1 200 1 21 755IB6 MTB / 1 SBB In Scope 14 7 1 200 1 23 779IB7 MTB / 1 SBB In Scope 14 7 1 200 1 23 799IB8 MTB / 1 SBB Out of Scope 15 7 1 23 624IB9 MTB / 2&3 SBB Out of Scope 21 8 1 30 761IB10 MTB / 2&3 SBB In Scope 28 14 1 200 1 44 1,115OS3 MTB / 2&3 SBB In Scope 19 9 1 29 538IB11 MTB / 4 SBB In Scope 28 10 1 200 1 40 1,250IB12 MTB / 4 SBB In Scope 31 10 1 200 1 43 1,380IB13 MTB / 4 WBB In Scope 7 4 0 0 1 200 0 1 0 0 13 343IB14 MTB / 4 WBB In Scope 7 2 0 0 1 230 0 1 0 0 11 466

245 106 0 0 12 2330 0 15 0 0 0 378 11,307WBB INTERNATIONAL INBOUND (IAB) [FUTURE]IB15 IAB WBB In Scope 13 4 0 0 1 300 0 1 0 0 19 812IB16 IAB WBB In Scope 12 3 0 0 0 0 0 1 0 0 16 543IB17 IAB WBB In Scope 11 4 0 0 1 300 0 1 0 0 17 729IB18 IAB WBB In Scope 10 3 0 0 0 0 0 0 0 0 13 456IB19 IAB WBB In Scope 6 2 1 240 1 10 481IB20 IAB WBB In Scope 7 4 1 12 285IB21 IAB WBB In Scope 4 4 1 240 1 10 413IB22 IAB WBB In Scope 4 4 1 9 183IB23 IAB WBB In Scope 5 5 1 300 1 12 467IB24 IAB WBB In Scope 5 6 1 12 264IB25 IAB WBB In Scope 5 4 1 300 1 11 487IB26 IAB WBB In Scope 6 4 1 11 254IOS1 IAB WBB In Scope 6 3 1 10 227

94 50 0 0 6 1680 0 12 0 0 0 162 5601


IAB�INTERNATIONAL�INBOUND�Future�Total

MTB�/�DOMESTIC�INBOUND�Future�Total



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WBB OUTBOUND [FUTURE]CS1 MTB / 1 WBB In Scope 8 3 1 0 0 0 2 0 0 14 219CS2 MTB / 1 WBB In Scope 7 3 1 0 0 0 2 0 0 13 197IR01 MTB / 1 WBB In Scope 8 3 1 0 0 0 2 0 0 14 121IR02 MTB / 1 WBB In Scope 18 6 1 0 0 0 4 0 0 29 492TC1 MTB / 1 WBB In Scope 10 2 0 0 0 0 2 0 0 14 212TC2 MTB / 1 WBB In Scope 10 3 1 0 0 0 2 0 0 16 225TC3 MTB / 1 WBB In Scope 11 4 0 0 0 0 2 0 0 17 216TC4 MTB / 1 WBB In Scope 12 6 2 0 0 0 4 0 0 24 360TC5 MTB / 1 WBB In Scope 4 0 0 0 0 0 0 0 0 4 75WCB1 MTB / 1 WBB In Scope 8 3 0 0 0 0 0 0 0 11 235WCB1A MTB / 1 WBB In Scope 2 1 1 0 0 0 0 0 0 4 25WCB1B MTB / 1 WBB In Scope 5 4 2 1 0 0 0 0 0 12 113WCB1C MTB / 1 WBB In Scope 4 1 1 0 0 0 0 0 0 6 103WCB2 MTB / 1 WBB In Scope 12 5 0 0 0 0 0 0 0 17 232WCB2A MTB / 1 WBB In Scope 2 1 1 0 0 0 0 0 0 4 21WCB2B MTB / 1 WBB In Scope 4 3 2 1 0 0 0 0 0 10 71WCB2C MTB / 1 WBB In Scope 4 1 1 0 0 0 0 0 0 6 92WED1 MTB / 1 WBB In Scope 29 5 0 0 0 0 0 0 0 34 492WED1A MTB / 1 WBB In Scope 15 2 2 2 0 0 0 0 0 21 86WED1B MTB / 1 WBB In Scope 16 2 2 2 0 0 0 0 0 22 89WED2 MTB / 1 WBB In Scope 25 4 0 0 0 0 0 0 0 29 374WED2A MTB / 1 WBB In Scope 15 2 2 2 0 0 0 0 0 21 86WED2B MTB / 1 WBB In Scope 15 2 2 2 0 0 0 0 0 21 86WME1 MTB / 1 WBB In Scope 10 3 1 1 0 0 0 0 0 15 67WME2 MTB / 1 WBB In Scope 12 3 1 1 0 0 0 0 0 17 79WML1 MTB / 1 WBB In Scope 23 5 1 0 0 1 1 0 0 31 502WML2 MTB / 1 WBB In Scope 14 3 1 0 0 1 1 0 0 20 269WMS1A MTB / 1 WBB In Scope 2 2 0 1 0 0 0 0 0 5 39WMS1B MTB / 1 WBB In Scope 2 4 1 1 0 0 0 0 0 8 87WMS2A MTB / 1 WBB In Scope 2 2 0 1 0 0 0 0 0 5 39WMS2B MTB / 1 WBB In Scope 1 1 1 1 0 0 0 0 0 4 30WMS3A MTB / 1 WBB In Scope 2 2 0 1 0 0 0 0 0 5 38WMS3B MTB / 1 WBB In Scope 2 3 1 1 0 0 0 0 0 7 64WMS4A MTB / 1 WBB In Scope 2 0 0 1 0 0 0 0 0 3 33WMS4B MTB / 1 WBB In Scope 2 1 0 1 0 0 0 0 0 4 43WOS1 MTB / 1 WBB In Scope 17 8 0 0 0 0 4 0 0 29 505WOT1 MTB / 1 WBB In Scope 18 7 0 1 0 0 1 0 0 27 426WOT2 MTB / 1 WBB In Scope 16 9 0 1 0 0 0 0 0 26 417WPL1 MTB / 1 WBB In Scope 4 2 2 1 0 0 0 0 0 9 91WPL2 MTB / 1 WBB In Scope 6 3 2 1 0 0 0 0 0 12 81WRL1 MTB / 1 WBB In Scope 4 3 1 0 0 0 0 0 0 8 105MU1 MTB / 1 WBB In Scope 1 1 190MU2 MTB / 1 WBB In Scope 1 1 190MU3 MTB / 1 WBB In Scope 1 1 190MU4 MTB / 1 WBB In Scope 1 1 190

383 127 35 24 4 0 2 27 0 0 0 602 7892MTB�/�WBB�(K1)�OUTBOUND�Future�Total




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SBB OUTBOUND [FUTURE]OS2 MTB / 2&3 SBB In Scope 15 4 0 0 0 0 0 3 0 0 22 503SOT1 MTB / 2&3 SBB In Scope 31 7 0 0 0 0 0 0 0 0 38 629SOT2 MTB / 2&3 SBB In Scope 36 8 0 0 0 0 0 0 0 0 44 714SRC1 MTB / 2&3 SBB In Scope 12 5 1 18 302SRC2 MTB / 2&3 SBB In Scope 12 5 1 18 328SCB1 MTB / 2&3 SBB In Scope 14 6 0 0 0 0 0 0 0 0 20 254SCB1A MTB / 2&3 SBB In Scope 5 1 1 0 0 0 0 0 0 0 7 58SCB1B MTB / 2&3 SBB In Scope 2 0 2 1 0 0 0 0 0 0 5 25SCB1C MTB / 2&3 SBB In Scope 9 5 1 0 0 0 0 0 0 0 15 227SCB2 MTB / 2&3 SBB In Scope 13 6 0 0 0 0 0 0 0 0 19 184SCB2A MTB / 2&3 SBB In Scope 4 1 1 0 0 0 0 0 0 0 6 56SCB2B MTB / 2&3 SBB In Scope 3 0 2 1 0 0 0 0 0 0 6 27SCB2C MTB / 2&3 SBB In Scope 6 3 1 0 0 0 0 0 0 0 10 157SED1 MTB / 2&3 SBB In Scope 16 4 0 0 0 0 0 0 0 0 20 393SED1A MTB / 2&3 SBB In Scope 20 2 2 2 0 0 0 0 0 0 26 143SED1B MTB / 2&3 SBB In Scope 18 2 2 2 0 0 0 0 0 0 24 105SED2 MTB / 2&3 SBB In Scope 19 8 0 0 0 0 0 0 0 0 27 443SED2A MTB / 2&3 SBB In Scope 19 2 2 2 0 0 0 0 0 0 25 141SED2B MTB / 2&3 SBB In Scope 18 2 2 2 0 0 0 0 0 0 24 106SPL1 MTB / 2&3 SBB In Scope 15 3 2 1 0 0 0 0 0 0 21 420SPL2 MTB / 2&3 SBB In Scope 6 3 2 1 0 0 0 0 0 0 12 91SRL1 MTB / 2&3 SBB In Scope 6 2 1 0 0 0 0 0 0 0 9 183SSB1 MTB / 2&3 SBB In Scope 11 2 0 0 0 0 0 0 0 0 13 191SSB2 MTB / 2&3 SBB In Scope 10 2 0 0 0 0 0 0 0 0 12 144ML1 MTB / 2&3 SBB In Scope 5 5 239ML2 MTB / 2&3 SBB In Scope 5 5 244CS3 MTB / 2&3 SBB In Scope 11 3 1 1 16 223CS4 MTB / 2&3 SBB In Scope 10 3 1 1 15 223CS5 MTB / 2&3 SBB In Scope 11 4 1 1 17 255CS6 MTB / 2&3 SBB In Scope 16 5 1 1 23 292TC6 MTB / 2&3 SBB In Scope 9 2 2 13 234TC7 MTB / 2&3 SBB In Scope 9 6 1 2 18 194TC8 MTB / 2&3 SBB In Scope 10 3 2 15 231TC9 MTB / 2&3 SBB In Scope 8 4 1 2 15 185TC10 MTB / 2&3 SBB In Scope 10 1 1 2 14 194TC11 MTB / 2&3 SBB In Scope 9 4 1 2 16 215TC12 MTB / 2&3 SBB In Scope 8 3 1 2 14 193TC13 MTB / 2&3 SBB In Scope 8 4 1 2 15 190ME1 MTB / 2&3 SBB In Scope 20 3 1 1 25 163ME2 MTB / 2&3 SBB In Scope 21 3 1 1 26 168MS1 MTB / 2&3 SBB In Scope 4 4 8 120MS2 MTB / 2&3 SBB In Scope 4 4 8 120

498 131 35 22 0 0 0 23 0 0 0 709 9507MTB�/�SBB�(K2&3)�OUTBOUND�Future�Total




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EBB OUTBOUND [FUTURE]ECB1 MTB / K4 EBB Optional 30 11 0 1 0 1 0 0 0 43 525ECB2C MTB / K4 EBB Optional 7 4 0 0 0 0 2 0 0 13 219ECB2D MTB / K4 EBB Optional 4 2 1 1 0 0 0 0 0 8 44CS7 MTB / K4 EBB Optional 8 3 1 0 0 0 2 0 0 14 193CS8 MTB / K4 EBB Optional 10 3 1 0 0 0 2 0 0 16 207ECB1A MTB / K4 EBB Optional 4 1 1 0 0 0 0 0 0 6 68ECB1C MTB / K4 EBB Optional 6 2 1 0 0 0 1 0 0 10 107ECB1D MTB / K4 EBB Optional 6 2 1 1 0 0 0 0 0 10 86ECB2 MTB / K4 EBB Optional 32 12 0 0 0 1 0 0 0 45 550ECB2A MTB / K4 EBB Optional 4 1 1 0 0 0 0 0 0 6 79EED1 MTB / K4 EBB Optional 17 5 0 0 0 0 0 0 0 22 417EED1A MTB / K4 EBB Optional 19 2 2 2 0 0 0 0 0 25 151EED1B MTB / K4 EBB Optional 19 2 2 2 0 0 0 0 0 25 108EED2 MTB / K4 EBB Optional 16 5 0 1 0 0 0 0 0 22 417EED2A MTB / K4 EBB Optional 22 2 2 2 0 0 0 0 0 28 205EED2B MTB / K4 EBB Optional 23 2 2 2 0 0 0 0 0 29 174EME2 MTB / K4 EBB Optional 6 2 0 0 0 0 0 0 0 8 52EOT1 MTB / K4 EBB Optional 17 5 0 1 0 0 1 0 0 24 395EOT2 MTB / K4 EBB Optional 14 9 0 1 0 0 1 0 0 25 282EOT3 MTB / K4 EBB Optional 17 10 0 0 0 0 0 0 0 27 415EOT4 MTB / K4 EBB Optional 9 6 0 0 0 0 0 0 0 15 201EPL1 MTB / K4 EBB Optional 4 3 2 1 0 0 0 0 0 10 85EPL2 MTB / K4 EBB Optional 4 3 2 1 0 0 0 0 0 10 75ERI1 MTB / K4 EBB Optional 8 5 1 0 0 0 1 0 0 15 171ESB1 MTB / K4 EBB Optional 18 3 0 0 0 0 1 0 0 22 255ESB2 MTB / K4 EBB Optional 21 5 0 0 0 0 1 0 0 27 372ETX1 MTB / K4 EBB Optional 10 4 0 0 0 0 0 0 0 14 278ETX2 MTB / K4 EBB Optional 5 2 1 0 0 0 0 0 0 8 113EX01 MTB / K4 EBB Optional 11 7 0 0 0 0 0 0 0 18 262OS4 MTB / K4 EBB Optional 11 5 0 0 0 0 3 0 0 19 331OS4A MTB / K4 EBB Optional 6 2 0 0 0 0 1 0 0 9 216TC14 MTB / K4 EBB Optional 10 4 0 0 0 0 2 0 0 16 197TC15 MTB / K4 EBB Optional 6 2 1 0 0 0 2 0 0 11 181TC16 MTB / K4 EBB Optional 9 2 0 0 0 0 2 0 0 13 199TC17 MTB / K4 EBB Optional 10 4 1 0 0 0 2 0 0 17 197TC18 MTB / K4 EBB Optional 7 3 1 0 0 0 2 0 0 13 201TTN MTB / K4 EBB Optional 650 2 2 696TTS MTB / K4 EBB Optional 500 6 6 638XO2 MTB / K4 EBB Optional 8 4 1 13 218ME1 MTB / K4 EBB Optional 7 2 1 10 83

445 151 24 16 0 0 2 26 1150 10 0 676 9665MTB�/�EBB�/�MU3�(K4)�OUTBOUND�Future�Total




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EBB MU2 OUTBOUND [FUTURE]US1 MTB / MU2 EBB Optional 6 2 8 254USP1 MTB / MU2 EBB Optional 1 1 2 56USP2 MTB / MU2 EBB Optional 1 1 2 56USP3 MTB / MU2 EBB Optional 1 1 2 56USP4 MTB / MU2 EBB Optional 1 1 2 56USP5 MTB / MU2 EBB Optional 1 1 2 56USP6 MTB / MU2 EBB Optional 1 1 2 56USP7 MTB / MU2 EBB Optional 1 1 2 56USP8 MTB / MU2 EBB Optional 1 1 2 56LS1 MTB / MU2 EBB Optional 25 5 1 31 565LSP1 MTB / MU2 EBB Optional 1 1 2 56LSP2 MTB / MU2 EBB Optional 1 1 2 56LSP3 MTB / MU2 EBB Optional 1 1 2 56LSP4 MTB / MU2 EBB Optional 1 1 2 56LSP5 MTB / MU2 EBB Optional 1 1 2 56LSP6 MTB / MU2 EBB Optional 1 1 2 56LSP7 MTB / MU2 EBB Optional 1 1 2 56LSP8 MTB / MU2 EBB Optional 1 1 2 56

47 7 1 16 0 0 0 0 0 0 0 71 1715CONCOURSE C 'FIS' [FUTURE]RC1 CON C Optional 10 5 2 17 271RC2 CON C Optional 7 0 2 9 210RC3 CON C Optional 8 3 1 12 136RC1A CON C Optional 3 2 2 1 8 40TX1 CON C Optional 7 4 11 267ME1 CON C Optional 11 1 1 13 55ME2 CON C Optional 11 2 1 1 15 21ME3 CON C Optional 11 2 1 1 15 66ME4 CON C Optional 7 1 1 1 10 54ME5 CON C Optional 8 1 9 37LML1 CON C Optional 4 1 5 167UML1 CON C Optional 4 1 5 157LSP1 CON C Optional 1 1 2 52LSP2 CON C Optional 1 1 2 52LSP3 CON C Optional 1 1 2 52LSP4 CON C Optional 1 1 2 52LSP5 CON C Optional 1 1 2 52LSP6 CON C Optional 1 1 2 52LSP7 CON C Optional 1 1 2 57USP1 CON C Optional 1 1 2 52USP2 CON C Optional 1 1 2 52USP3 CON C Optional 1 1 2 52USP4 CON C Optional 1 1 2 52USP5 CON C Optional 1 1 2 52USP6 CON C Optional 1 1 2 52USP7 CON C Optional 1 1 2 57CD1 CON C Optional 1 380 1 380CD2 CON C Optional 1 420 1 420CD3 CON C Optional 1 460 1 460

105 25 6 16 3 1260 0 5 0 0 0 160 3479CONCOURSE D [FUTURE]MU1 CON D Optional 1 1 590

0 0 0 0 1 0 0 0 0 0 0 1 5901,817 597 101 94 26 5,270 4 108 1,150 10 0 2,759 49,756

CON�D�Future�Total

GRAND�TOTAL�(FUTURE):��EQUIPMENT INVENTORY - BHS OPERATIONS AND MAINTENANCE OPTIONAL SCOPE


CON�C�'FIS'�Future�Total





APPENDIX “B.4”

BHS EQUIPMENT CRITICAL PARTS LIST



DESCRIPTION MFG MFG PARTS NUMBER SYSTEMTOTAL

MWAA 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 POS. KEY REMOVAL A-B 800T-H33D1 7 1

30.5mm CYL. LOCK OPER., 2-POSITION, M-M, 1N.O.-1N.C., BOTH POS. KEY REMOVAL A-B 800T-H33A 35 1

30.5mm CYL. LOCK OPER., 2-POSITION, M-S, 1N.O., LEFT POS. KEY REMOVAL A-B 800T-H48D1 3 1

30.5mm CYL. LOCK OPER., 3-POSITION, M-M-M, 1N.O.-1N.C., ALL POS. KEY REMOVAL A-B 800T-J44A 8 1

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., INCANDESCENT, NO LENS A-B 800T-PDT16 355 1

30.5mm PUSH BUTTON, ILLUM., MOM., 1N.O.-1N.C., XFMR., INCAN., GREEN, WITH GUARD A-B 800T-PA16G 39 1

30.5mm PUSH BUTTON, ILLUM., MOM., 1N.O.-1N.C., XFMR., INCAN., WHITE, WITH GUARD A-B 800T-PA16W 8 1

30.5mm PUSH BUTTON, MOMENTARY, 1N.O., BLACK, FLUSH HEAD A-B 800T-A2D1 136 1

30.5mm PUSH BUTTON, MOMENTARY, 1N.O., GREEN, FLUSH HEAD A-B 800T-A1D1 293 1

30.5mm PUSH BUTTON, MOMENTARY, 1N.O., RED, FLUSH HEAD A-B 800T-A6D1 58 1

30.5mm PUSH BUTTON, MOMENTARY, 1N.O., YELLOW, FLUSH HEAD A-B 800T-A9D1 28 1

30.5mm PUSH-PULL 2-POSITION, N.O.-N.C.L.B., TRANSFORMER, INCANDESCENT, RED A-B 800T-FXP16RA1 356 1

30.5mm SEL. SW. 3-POSITION, NON-ILLUM., M-M-S, 1N.O.-1N.C., STANDARD KNOB OPER. A-B 800T-J5A 10 1

3-POSITION CHANGEOVER SWITCH (XOO), 25A, FRONT-MOUNTED, WITH SHAFT A-B 194E-A25-3753 10 1

50 POLE UNINSULATED SIDE JUMPER (CONTROL WIRING) A-B 1492-N39 29 1 872C WORLDPROX 2-WIRE AC/DC RELAY OUTPUT INDUCTIVE PROXIMITY SENSOR A-B 872C-B15BR30-E2 2 1

ACTUATOR, CHANGEOVER SWITCH (INCLUDES LEGEND PLATE, 1-0-2, AND KNOB) A-B 194L-HE6A-375 10 1

ADDITIONAL POLE, DISCONNECT LOAD SWITCH (USE WITH CLUTCH/BRAKE DISC.) A-B 194E-A25-NP 92 1

AUX. CONTACT, DISCONNECT LOAD SWITCH, 1N.O.-1N.C. (MOTORS AND CLUTCH/BRAKES) A-B 194E-A-P11 792 1

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 ENCLOSURE A-B 700-P1000A1 2 1

CONTROL RELAY, 2N.O., 4-POLE, 115-120VAC, WITHOUT ENCLOSURE A-B 700-P200A1 229 1







MWAA SPARES

CONTROLNET COMMUNICATION INTERFACE MODULE, REDUNDANT A-B 1756-CNBR 31 1

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 MOUNT, 40A, 3-POLE, N.C. A-B 592-BOV16 2 1

FLASH MEMORY DEVICE (5/03,5/04) PROCESSORS A-B 1747-M11 9 1 FULL VOLTAGE REVERSING STARTER, SIZE 0, 3-POLE, 115-120V, 60Hz A-B 505-AOD 7 1

FULL VOLTAGE REVERSING STARTER, SIZE 1, 3-POLE, 115-120V, 60Hz A-B 505-BOD 34 1

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 LOAD AMPS A-B W34 264 4

HEATER ELEMENT, OVERLOAD RELAY, SIZE 0-1, 10.3 FULL LOAD AMPS A-B W52 102 4





I/O CHASSIS, 1746 I/O MODULES, 10 SLOTS A-B 1746-A10 4 1 I/O CHASSIS, 1746 I/O MODULES, 13 SLOTS A-B 1746-A13 8 1 I/O CHASSIS, 1746 I/O MODULES, 4 SLOTS A-B 1746-A4 2 1 I/O CHASSIS, 1746 I/O MODULES, 7 SLOTS A-B 1746-A7 2 1 I/O CHASSIS, 1756 MODULES, 10 SLOTS (19.02" x 6.65" W/ PWR SUPPLY) A-B 1756-A10 3 1

I/O CHASSIS, 1756 MODULES, 13 SLOTS (23.15" x 6.65" W/ PWR SUPPLY) A-B 1756-A13 12 1



LIMIT SWITCH OPERATING ROD LEVER, STAINLESS STEEL, 8.5" LONG A-B 802T-W3B 68 2

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, SERIES 5000 A-B 92-39 684 10

PHOTOHEAD, POLARIZED RETROREFLECTIVE, SERIES 5000, RED LINE A-B 42LRC-5200 683 2

PHOTOHEAD, TRANSMITTED BEAM LIGHTSOURCE, SERIES 5000, GREEN LINE A-B 42MRL-5000 1 1

PHOTOHEAD, TRANSMITTED BEAM RECEIVER, SERIES 5000, GREEN LINE A-B 42MRR-5000 1 1

POWER BASE, TERMINAL STYLE, 102-132VAC, 60 Hz, SERIES 5000, GREEN LINE A-B 42MTB-5000 2 1

POWER BASE, TERMINAL STYLE, 120VAC, 60Hz, SERIES 5000, RED LINE A-B 42LTB-5000 683 1




MWAA SPARES

POWER SUPPLY MODULE, 120 VAC A-B 1746-P2 16 1 POWER SUPPLY, 120VAC/220VAC, SERIES A, 1756 CHASSIS (4.4" x 5.5") A-B 1756-PA72 31 1

REDUNDANCY MODULE CABLE A-B 1757-SRC3 4 1 REMOVABLE TERMINAL BLOCK, EXTENDED HOUSING FOR #14 AWG A-B 1756-TBE 296 1

REMOVABLE TERMINAL BLOCK, SCREW-CLAMP WITH 20-PIN CONNECTION A-B 1756-TBNH 296 1

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, 480V, 50-60Hz A-B 150-A16NB-ND 4 1

SOFT START, 5A, 1/3-3HP, OPEN-TYPE, W/ SOFT STOP, 480V, 50-60Hz A-B 150-A05NB-ND 1 1

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, 2 HP BALDOR BM3558T 31 2 BRAKEMOTOR, 3 HP BALDOR BM3611T 40 2 BRAKEMOTOR, 5 HP BALDOR BM3615T 30 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 BRAKEMOTOR, 5 HP BALDOR BM3635T 2 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 BUSHING, PULLEY, 8 3/4" DRIVE BROWNING XTB20X27 332 4 BUSHING, PULLEY, 6 3/4" DRIVE BROWNING XTB20X23 2156 6 CW SERIES SILICONE-COATED LEAD WIREWOUND RESISTOR, TYPE CW5-10K-5% (FOR SONALERTS) DALE CW5-10K-5% 166 5

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 BUSHING, TAPER-LOCK, 2012 x 1 1/4" DODGE 2012 x 1.25 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




MWAA 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 11/16" TDT2 DODGE 242164B 171 3 BUSHING, REDUCER, 1 15/16" TDT 3 DODGE 243272B 14 2 BUSHING, REDUCER, 1 7/16" TDT1 DODGE 241292B 417 4 BUSHING, TAPER-LOCK, 1610 x 1 3/8" DODGE 1610 x 1.375 29 2 BUSHING, TAPER-LOCK, 1610 x 1 7/16" DODGE 1610 x 1.4375 26 2 BUSHING, TAPER-LOCK, 1610 x 15/16" DODGE 1610 x .9375 386 4 BUSHING, TAPER-LOCK, 1210 x 1 1/8" DODGE 1210 x 1.125 109 2 BUSHING, TAPER-LOCK, 1210 x 7/8" DODGE 1210 x .875 140 2 BUSHING, TAPER-LOCK, 1610 x 1 1/4" DODGE 1610 x 1.25 23 2 BUSHING, TAPER-LOCK, 1610 x 1 1/8" DODGE 1610 x 1.125 316 2 BUSHING, TAPER-LOCK, 1610 x 7/8" DODGE 1610 x .875 121 2 BUSHING, TAPER-LOCK, 2012 x 1 11/16" DODGE 2012 x 1.6875 16 2 REDUCER, TXT 325 AT DODGE 243502R 14 1 REDUCER, TXT109T, ABHS DODGE 241154R 320 2 REDUCER, TXT115T, ABHS DODGE 241155R 60 1 REDUCER, TXT209T, ABHS DODGE 242259R 85 1 REDUCER, TXT215T, ABHS DODGE 242257R 62 1 REDUCER, TXT225, ABHS DODGE 242258R 30 1 SHEAVE, 2A3.0 DODGE 2A3.0 143 2 SHEAVE, 2A3.2 DODGE 2A3.2 84 2 SHEAVE, 2A3.4 DODGE 2A3.4 130 2 SHEAVE, 2A3.6 DODGE 2A3.6 65 2 SHEAVE, 2A3.8 DODGE 2A3.8 136 2 SHEAVE, 2A4.0 DODGE 2A4.0 185 2 SHEAVE, 2A4.2 DODGE 2A4.2 35 2 SHEAVE, 2A4.4 DODGE 2A4.4 89 2 SHEAVE, 2A4.6 DODGE 2A4.6 52 2 SHEAVE, 2A4.8 DODGE 2A4.8 50 2 SHEAVE, 2A5.0 DODGE 2A5.0 62 2 SHEAVE, 2A5.2 DODGE 2A5.2 25 2 SHEAVE, 2A5.4 DODGE 2A5.4 14 2 SHEAVE, 2A5.6 DODGE 2A5.6 19 2 SHEAVE, 2A5.8 DODGE 2A5.8 8 2 SHEAVE, 2A6.0 DODGE 2A6.0 10 2 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 REDUCER, TXT205T, ABHS DODGE 252120R 4 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, 2012 x 1 5/8" DODGE 2012 x 1.625 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, 1210 x 15/16" DODGE 1210 x .9375 2 2 BUSHING, TAPER-LOCK, 1610 x 1' DODGE 1610 x 1 4 2 BUSHING, TAPER-LOCK, 2012 x 1 7/16" DODGE 2012 x 1.4375 2 2 REDUCER, APG 2 DODGE M85727 4 1 REDUCER, APG3 DODGE M85003 11 1




MWAA SPARES

REDUCER, TXT105T, ABHS DODGE 251120R 25 1 REDUCER, TXT125T, ABHS DODGE 241153R 12 1 SPROCKET, 40BTL22H DODGE 40BTL22H 12 2 SPROCKET, 40BTL23H DODGE 40BTL23H 12 2 SPROCKET, 60BTL15H DODGE 60BTL15H 15 2 SPROCKET, 60BTL16H DODGE 60BTL16H 1 2 SPROCKET, 60BTL18H DODGE 60BTL18H 1 2 SPROCKET, 60BTL20H DODGE 60BTL20H 1 2 SPROCKET, 60BTL22H DODGE 60BTL22H 1 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 COMPATIBLE EDWARDS 51A-N5-40WH 36 1

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 37" LONG EFS MC3000-37 / GC2080-37 8 1

HOURMETER, 115V, 60Hz ENM T50B2 28 1 NYLON WEBBING, 1" WIDE 6000# RATING (15 1/2" PER CARRIAGE) EWEB 7364WEB 1852' 200'

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 (CONTROL STATION) HOFFMAN E-1PB 46 1

30.5mm PUSHBUTTON ENCLOSURE, 2 HOLE, STEEL (CONTROL STATION) HOFFMAN E-2PB 1 1

30.5mm PUSHBUTTON ENCLOSURE, 3 HOLE, SAFETY YELLOW (CONTROL STATION) HOFFMAN E-3PB-SY 183 1

30.5mm PUSHBUTTON ENCLOSURE, 3 HOLE, STEEL (CONTROL STATION) HOFFMAN E-3PB 38 1

30.5mm PUSHBUTTON ENCLOSURE, 4 HOLE, STEEL (CONTROL STATION) HOFFMAN E-4PB-SY 12 1




30.5mm SLOPING FRONT PUSHBUTTON ENCLOSURE, 6 HOLE, STEEL (CONSOLET) HOFFMAN E-6PBA 1 1

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 FUSE, 250VAC, TIME DELAY, 12 AMP (CONTROL) LITTELFUSE FLM 12 33 4




MWAA SPARES

FUSE, 250VAC, TIME DELAY, 2 AMP (CONTROL) LITTELFUSE FLM 2 1 2 FUSE, 250VAC, TIME DELAY, 20 AMP (CONTROL) LITTELFUSE FLM 20 45 4 FUSE, 250VAC, TIME DELAY, 3 AMP (CONTROL) LITTELFUSE FLM 3 50 4 FUSE, 250VAC, TIME DELAY, 30 AMP (CONTROL) LITTELFUSE FLM 30 12 4 FUSE, 250VAC, TIME DELAY, 5 AMP (CONTROL) LITTELFUSE FLM 5 11 4 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 (MOTOR) LITTELFUSE FLSR10ID 285 10

FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 100 AMP (MAIN) LITTELFUSE FLSR100ID 3 2 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 110 AMP (MAIN) LITTELFUSE FLSR110ID 6 2 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 12 AMP LITTELFUSE CCMR 12 104 4 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 12 AMP (MOTOR) LITTELFUSE FLSR12ID 99 4

FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 125 AMP (MAIN) LITTELFUSE FLSR125ID 3 2 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 150 AMP (MAIN) LITTELFUSE FLSR150ID 15 2 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 175 AMP (MAIN) LITTELFUSE FLSR175ID 6 2 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 2 AMP (SECURITY/FIRE DOOR) LITTELFUSE CCMR 2 158 4

FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 20 AMP (MAIN/MOTOR) LITTELFUSE FLSR20ID 186 4

FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 200 AMP (MAIN) LITTELFUSE FLSR200ID 18 2 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 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 300 AMP (MAIN) LITTELFUSE FLSR300ID 6 2 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 4 AMP (MOTOR) LITTELFUSE FLSR4ID 432 6 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 5 AMP (MOTOR) LITTELFUSE FLSR5ID 240 4 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 50 AMP (MAIN) LITTELFUSE FLSR50ID 75 2 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 6 AMP (MOTOR) LITTELFUSE FLSR6ID 238 4 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 60 AMP (MAIN) LITTELFUSE FLSR60ID 21 2 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 70 AMP (MAIN) LITTELFUSE FLSR70ID 113 4 FUSE, 600VAC, DUAL ELEMENT, TIME DELAY, 90 AMP (MAIN) LITTELFUSE FLSR90ID 126 4 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 45 PVOP 118L Portec 950458 13 1 BELT ASSY C4838 90 PVOP 230L Portec 950833 18 1 BELT ASSY C4838 SP180 SR 463L ED59 Portec 950786 1 1 BELT ASSY C4838 SP30 SR 80L ED8 Portec 553469 4 1 BELT ASSY C4838 SP45 SR 117L ED12 Portec 400984 4 1 BELT ASSY C4838 SP45 SR 118L ED12 Portec 950587 1 1




MWAA SPARES

BELT ASSY C4838 SP90 SR 231L ED24 Portec 400990 3 1 BELT ASSY C4838 SP90 SR 232L ED24 Portec 400991 2 1 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/PT32-QS Portec 500204 21 1 CHAIN GUIDE KIT/PT48-QS Portec 500205 25 1 CHAIN GUIDE KIT/SP16-QS Portec 500219 4 1 CHAIN GUIDE KIT/SP32-QS Portec 500220 5 1 CHAIN GUIDE KIT/SP48-QS Portec 500221 5 1 CHAIN GUIDE KIT/SP80-QS Portec 500223 1 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, 120VAC, 60Hz, 215 VAC MAX. WARNER 6021-448-001 79 1

CLUTCH/BRAKE, ASSEMBLED WARNER UM210-10-20 20 2 CLUTCH/BRAKE, ASSEMBLED WARNER UM180-10-20 121 2



APPENDIX “C”

CONTRACT SERVICE CALL ORDER

Type of Work: Date Prepared:

Prepared by: Contract # :

Contractor: POC:

Address: Office Phone #

Cell Phone #

Fax #

MWAA ESTIMATOR

CONTRACTOR ESTIMATOR

QUANTITY UNIT OF MEASURE UNIT COST AMOUNT

$0.00$0.00$0.00$0.00$0.00$0.00$0.00

WASHINGTON DULLES INTERNATIONAL AIRPORTMAINTENANCE ENGINEERING DIVISION, MA-226

CONTRACT SERVICES CALL ORDER

Location and Description of Work

WORK ITEM

$0.00$0.00$0.00$0.00

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

"TOTAL ESTIMATED COST" NOTED ABOVE. ANY CHANGES MUST BE PRE-APPROVED BY THE COTR.THIS CALL ORDER IS APPROVED BY THE COTR. IN ADDITION, THE COST TO THE AUTHORITY SHALL NOT EXCEED THE

TOTAL ESTIMATED COSTAPPROVAL AND ACCEPTANCE



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

CONFIGURATION MANAGEMENT PLAN

18 June 2010

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11.0 - 177

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, IAD local TSA, the system user airlines and TSA Headquarters (HQ) will be incorporated into the Final Configuration Management Plan and submitted during the TSA required 100% Design Stage.

1.1 Purpose The purpose of this Configuration Management (CM) Plan is to establish the necessary responsibilities, procedures and documentation requirements as they relate to the boundaries of the CBIS and associated areas between the TSA, the Authority/Airport and the airlines. These procedures for documenting and informing relevant parties of any proposed modifications to the CBIS, after system commissioning and certification, is critical in maintaining the security screening integrity.

This document is intended to be a living document, as it is intended to assist in putting into practice the components of this plan in order to facilitate any proposed future changes to existing software and equipment updates to previously approved/installed CBIS equipment, related network(s) and/or interface changes to either the CBIS or associated Baggage Handling System (BHS) equipment; equipment upgrades/modifications to the BHS conveyors, including the BHS Programmable Logic Controller (PLC) and/or Computer System programs. Consequently, the final version of this document should itself be placed under configuration management and the respective changes managed accordingly.

1.2 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

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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, the TSA organization could not determine the status of current security screening systems or the integrity of the CBIS to effectively screen passenger checked baggage. In addition state-of-the-art changes to the overall architecture, network component configuration and proposed changes also can negatively impact the CBIS. This plan is intended to address this deficiency, with the objective to establish a consistent, cross-organizational CM process for the CBIS system, its architecture and its components. It provides the TSA, the Airport Authority and technical personnel the information they need to implement the CBIS CM activities and their flow.

1.3 Abbreviations ATR - Automatic Tag Reader Authority - Metropolitan Washington Airports Authority (MWAA) BCR - Baggage Control Room BDD - Baggage Dimensioning Device BHS - Baggage Handling System CB - Clear Bag CBIS - Checked Baggage Inspections System CBS - Checked Baggage Screening CBRA - Checked Baggage Resolution Area CCB - Change Control Board 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

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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 GaugeOSR - On Screen Resolution PG&DS - TSA’s Planning Guidelines and Design StandardsPLC - 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 TRT - Threat Resolution Tools TSA - Transportation Security Administration TSO - Transportation Security Officer (Baggage Screener) UAL or United - United Airlines, the Airline who operates and maintains the BHS in the EBB (i.e., MU2 & MU3 Outbound BHS’)User Airline - User Airlines with operations that use the BHS in the WBB VFD - Variable Frequency Drive. WAN - Wide Area Network WBB - West Baggage Basement WG - Working Group

1.4 Scope The scope of this document is the identification of a top-level configuration management plan for the CBIS. This plan presents CM activities for documenting and informing relevant parties of modifications to the CBIS after system commissioning (e.g., software program revision updates, changes, switches, and routers). Specifically excluded from this plan are network server hardware and operating systems.

1.5 Document Overview 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:

� 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.

� Section 2.0 – System Overview: This section presents an overview of the CBIS architecture.

� Section 3.0 – Configuration Management Components: This section describes the components of the configuration management process.

� Section 4.0 – Configuration Management Process: This section describes the

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configuration management process to be used.

� 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: � 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, Parsons Management Consultants (PMC) and the SOM Design Team during the 2010 design period. The proposed design is also consistent with the Airport Authority’s intent to reduce (if not eliminate) the existing manual Stand-Alone EDS security screening process from the Concourse Level and Bagroom spaces.

The proposed CBIS layouts, as illustrated in the accompanying drawing package, have been designed based on the understanding that both systems will be provided with the Analogic/L3 Communications Extra Large Bore 1100 (XLB1100, high-volume EDS machine(s). In case the XLBs are not available, however, due to possible procurement scheduling/shipment conflicts, the overall layout of the CBIS has also be designed to accommodate the Morpho Detection/GE CTX9800 DSi high-volume EDS machine. In both cases the proposed designs are based on the referenced throughput rates of the PGDS, version 3.0, dated 27 November 2009. For the XLB1100, since the PGDS, Section 5.3.2 (page 5-10), regarding High-volume In-Line CBIS designs, indicates that it is unlikely that EDS throughput will be increased beyond 1,000 BPH in the foreseeable future, the throughput rate for the XLB was based on 1050 BPH per machine. As illustrated in the accompanying design documents, the overall EDS matrix for both bag basements includes considerations for additional EDS equipment and associated BHS infrastructure to accommodate the potential of increased demand/traffic growth, should the need arise, to provide the possibility of achieving the necessary increase in system throughput capacity with minimum modifications to the proposed main EDS and BHS layout. With that in mind and the understanding, the Main Terminal Ticketing Kiosk 1/WBB originating and International to Domestic transfer bag rate requirements will require a combined EDS 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:

� 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,

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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 area between column lines 38 and 44, which requires the relocation of the IAB inbound stripping belts that are planned to be reconfigured/relocated under this CBIS program. The ETD screening of standard, Out-Of-Gauge and Oversize baggage has also been consolidated within the WBB CBRA; located between column lines 32.4 and 36. All of the existing Kiosk 1 (WBB) 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 two CBIS mainlines are stacked at both ends of the EDS matrix. On the south side of the CBIS matrix, the upper CBIS mainline feeds two (2) EDS machines and the lower feeds the other two (2) EDS security screening devices (a footprint for a fifth EDS machine has also been reserved immediately to the east of the four EDS machines, in case the CBIS is provided with a CTX9800s);all operating in the automatic mode for Level-1 screening. At the north end of the CBIS matrix, the upper line serves as the clear bag line and the lower as the suspect bag line feeding the CBRA. The Level-2 screening function takes place in a remote room (i.e., OSR room), which has been located to the immediate west of the Checked Baggage Resolution Area (ETD Room).

2.2 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

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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 Level 3 screening.

Baggage tracking shall start at the BDD locations on the EDS lines, and continue on as follows:

1. Out of Gauge bags shall continue to be tracked on the EDS lines, onto the Suspect Bag Lines to the CBRA.

2. Level 1 Clear bags shall be tracked with an interface at the Level 1 EDS machine(s), which shall be accomplished with a respective discrete identification number and continue through the Level 1 Decision Point Vertical Sorter onto the Level 1 Clear Bag subsystem(s), to the outbound sortation scanner array for baggage make-up.

3. Level 2 Cleared bags shall be tracked with an interface at the Level 1 EDS machine(s), which shall be accomplished with a respective discrete identification number 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 onto the Level 2 Clear Bag subsystem(s), to the outbound sortation scanner array for baggage make-up.

4. Level 2 Alarmed and BHS unknown bags shall be tracked with an interface at the Level 1 EDS machine(s), which shall be accomplished with a respective discrete identification number and continue through the Level 1 Decision Point Vertical Sorter onto the Level 1 Suspect Bag subsystems (WED1/WED2 or EED1/EED2), and through 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,

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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 automatically pass / fails the bag).

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 be routed to an In-Line EDS Device, via their respective Main Outbound Transport Lines (EED1 or EED2), for Level 1 security screening. A discrete bag tracking identification number shall be assigned to each bag as it passes through and is read by the BDD and as it transfers/receives baggage to/from the EDS machine; this will be accomplished through the EDS/CBIS interface for bag tracking purposes and security status updates.

b. Each bag will be automatically scanned by the In-Line EDS Device software (provided by the EDS supplier) and sent back into the CBIS. The EDS machine will pass the bag back to the CBIS (via the EDS/CBIS interface) with an appropriate security screening status, such as “Cleared”, “Alarmed”, or “EDS Unknown”, based on the assessment of the bag, which shall also include the respective bag tracking identification number.

c. Subsequent to the EDS Level 1 machine(s) screening process, if the bag(s) is successfully cleared prior to the Level 1 decision point, it shall be conveyed to the respective automated sort system, using the most direct route, where it will be sorted to its final sort destination via automated sort system controls functionality. If a Alarmed or EDS Unknown bag status is received from the Level 1 EDS machine, the CBIS shall advance the bag along its normal path of conveyance, through the Level 1 Vertical Sorter decision point, on the EDS conveyor line(s); Alarmed bags, which 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 Room) – EDS Unknown bags shall be directed to the Purge Line subsystem (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

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“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 to WCB1C, WCB2C, ECB1 or ECB2), it shall be transported directly to the sortation system in a fail safe manner. The bag will be conveyed to the automated sort system, using the most direct route, where it will be sorted to its final sort destination via the automated sort system controls functionality.

3. Level 3 – refers to a trace operator screening area (i.e., CBRA) and the use of Explosive Trace Detection (ETD) machines – screening basically is handled by way of directed manual search, in accordance with TSA protocols, utilizing the ETD equipment (i.e., Trace operators screening Level 2 Alarms).

a. Bags with “Alarmed” Level 2 decision, “BHS Unknown” or “Out of Gauge” status will be transported to the CBRA. These bags shall utilize either the WSB1/WSB2 conveyors for the WBB or the ESB1/ESB2 conveyors for the EBB, which shall transport the baggage from the WED/EED lines directly to the CBRA for ETD screening.

b. Each suspect bag conveyor line (WSB1/WSB2 or ESB1/ESB2) shall terminate in a Runout conveyor line, consisting of a number of queue conveyors, to provide indexing and queuing of suspect baggage for Level 3 ETD screening. Bags will be screened according to the TSA screening protocols and re-introduced back into the system (if cleared by the TSA) for sortation to baggage make-up.

c. Cleared Level 3 baggage will be manually placed on their respective re-induction 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

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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 “Suspect” or “Unknown/Fault/Mis-tracked” bag onto the clear bag conveyors or a confirmed “Suspect” or “Unknown/ Mis-tracked” bag onto the purge line conveyors. In this regard, the CBIS will include, immediately downstream of all Level 1 decision points, Level 2 decision points and purge line diversion points (i.e., at WSB1, WSB1A, WSB1B, WSB2, WSB2A, WSB2B, WPL1 and WPL2 for the WBB HSDs/VSUs and ECB1, ECB1A, ECB2, ECB2A, and ECB2B, ESB1, ESB1A, ESB1B, ESB2, ESB2A, ESB2B, EPL1 and EPL2 for the EBB HSDs/VSUs) redundant fail-safe photocell controls. Hardware & software will be installed both at the receiving conveyor from the high-speed diverters to the receiving WCB1, WCB1A, WCB2, WCB2A, ECB1, ECB1A, ECB2, ECB2A, WPL1, WPL2, EPL1 or EPL2 lines immediately downstream of the high-speed diverters/vertical sort conveyors to verify the "Cleared" status of the bag after the Level 1 or Level 2 decision/diversion point, ensuring that a "Alarmed" or "EDS Unknown/BHS Unknown/Out-Of-Gauge" bag (i.e., any bag that the CBIS cannot confirm to have been cleared by an EDS or EDS operator) was not incorrectly transported/sorted onto the clear bag conveyor or ensuring that a "Alarmed" or " BHS Unknown/Out-Of-Gauge" bag (i.e., any bag that the CBIS cannot confirm to have been faulted by an EDS machine) was not incorrectly transported/sorted onto the purge line conveyor. Two (2) fail-safe devices/photocells will be provided with each photocell configured in a home run design to/from the I/O module to ensure that a minimum of one of the two 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 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.

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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:

� What is the process for making changes to the CBIS? � Who made a change to the CBIS? � What changes were made to the CBIS? � When were the changes made? � Why were the changes made? � Who authorized the changes?

3.1 Organizations and Responsibilities The following organizations at Washington Dulles International Airport will be involved in configuration management activities for the:

� IAD MWAA - Maintenance Engineering Division, Service Contracts Section, MA-226

� IAD - MWAA Maintenance & Operation (O&M) Group for WBB � UAL - United Airlines Building and Maintenance Department for EBB � Local TSA Operations Group � Metropolitan Washington Airline Committee (MWAC) Stakeholders

3.1.1 Metropolitan Washington Airport Authority (MWAA), Maintenance Engineering Division, Service Contracts Section, MA-226 MA-226 is responsible for the BHS/CBIS management and operation of the CBIS Baggage Handling System and its components. Only the Authority is authorized to make changes to the CBIS Baggage Handling System and its components.

IAD - MWAA Operations & Maintenance (O&M) Group This Group is responsible for the day-to-day operation of the WBB CBIS including 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.

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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 will consist of representatives from the Airport Authority, the Local TSA Operations Group and the user Airline carriers. The IAD – CBIS - CCB will be established as a formal approval authority for changes. It primarily exists to control changes to the CBIS (e.g., deployment of a new piece of hardware); however, any CBIS issue with significant cross-organizational impact should involve the CBIS CCB. Written Change Requests (CRs), Impact Assessments (IAs), and meeting minutes will document the CCB’s consideration of an issue.

A Change Request (CR) form will initiate CCB consideration of a change. Typically, either the IAD MWAA Operations & Maintenance Group or United Airlines Building and Maintenance Department will originate most CRs, but any CBIS organization may submit a CR to the CCB. Upon receipt of a CR, the CCB will request each member organization to research the incident and record its analysis on an Impact Assessment (IA). These IAs will document the data upon which the IAD CCB will have based its 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

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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 affect the screening integrity of the system.

The IAD EBB 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 United Airlines Building and Maintenance Department. 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 affect the screening integrity of the system.

Although the above two WGs are less formal than the CCB, all requests and decisions must still be documented.

An Engineering Request (ER) form that may be submitted to an Architectural & Engineering Group will initiate the WG’sconsideration of a change. Typically, either the IAD MWAA 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:

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� What is the configuration of the CBIS controls? � What are the components of the CBIS control? � What are the versions of the CBIS components/software?

The major activities of configuration identification are:

� Selecting components to be placed under CM control � 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 hubs. Specifically excluded from this plan are network server hardware and operating systems.

The Airport Authority, in conjunction with the CCB, will determine the hardware and software programs components to be placed under CM.

3.2.2 Uniquely Identify Each Component Applying CI naming involves setting naming standards based on criteria about the component’s location, function, etc. An example may include naming a router based on the location, model, and function, such as B9-C7000-FIN (for this example, a CISCO 7000 router located in Main Terminal East Baggage Basement, Room 0000, used for OSR communication). The key in CI naming is setting a usable naming standard that can be applied across the entire enterprise of components within the CM scope.

3.3 Configuration Change Control Configuration change control involves controlling and managing the changes to the CBIS. The goal of change control is to establish mechanisms that will help ensure the integrity of the system. Proper configuration change control answers the following questions:

� What CBIS components are controlled? � How are changes to the CBIS controlled? � Who controls the changes to the CBIS?

The major activities of configuration change control are: � Defining and documenting the change control process � Identifying and maintaining CBIS configuration baselines � 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:

� Identifying and classifying a change to the CBIS

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� Evaluating what components in the current CBIS configuration needs to be changed

� Testing or modeling the impact of the change upon the current CBIS � 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 the IAD CCB will have the authority to approve and make changes to the components of the CBIS architecture baseline. Before considering any change, the potential change must be documented using a CBIS Change Request (CR) form. This form describes the desired change, the justification for the change, the impact of implementing the change, and the eventual CCB decision regarding the change. CRs normally document CBIS changes originating from any Group, but any CBIS organization may submit a CR.

The CR will be submitted to the Chair of the CCB who will route the CR to each organization on the IAD CCB. Each organization will fill in a CBIS Impact Assessment (IA) form documenting the impact of the change upon their organization. If an organization will be affected by the change, the IA will be returned with notations or comments documenting the organization’s technical analysis, the impact on the organization’s schedule, cost, and labor resources, and any suggested alternatives to the proposed change. If an organization will not be affected by the change, the IA will be 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

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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, the CF becomes a hindrance rather than a tool and probably won’t be maintained).

3.4 Configuration Status Accounting Configuration status accounting involves the recording and reporting of the change process. The goal of configuration status accounting is to maintain a status record of all items in the network baseline, thus providing traceability of all changes to the network. Proper configuration status accounting answers the following questions:

� What changes have been made to the system and when were they made? � What components were affected by this change?

The major activities of configuration status accounting are:

� Identifying the configuration status information to be recorded � Maintaining a record of configuration changes � Reporting the status of network configuration management

3.4.1 Identify Status Tracking Information The following configuration status information will be regularly tracked at the CBIS-architecture level: � Current CBIS and BHS Network Architecture � Inventory of Current Network Components � Open Change Requests � Closed Change Requests � Components Affected By Change Requests� Open Engineering Requests� 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 TrackingFirst-tier, CBIS configuration status information will be recorded and maintained in a centralized repository; the maintenance diagnostics database.

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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 authorized personnel should update this data. The IAD CCB will identify the specific CBIS personnel authorized to update the status information changes and the specific changes that each person is authorized to make.

3.4.3 Report Status Tracking Each CBIS organization and the IAD CCB will determine the reports required for performing this analysis.

3.5 Configuration Reviews Periodic configuration reviews will enable to assess the effectiveness of the CBIS CM process and to identify potential modifications. Proper configuration reviews answer the following questions: � Are the configuration status accounting records accurate and complete? � Does our configuration management process work effectively?

The major activities of a configuration review are: � Identifying the information to be reviewed and performing the review � Documenting and analyzing the results of the review

3.5.1 Perform Configuration Review Periodically, the configuration status information will be reviewed to verify its accuracy and completeness. The IAD CCB will identify the configuration reviews to be performed. The following is a preliminary list of configuration reviews: � 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

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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:

� Classification – An incident or change is identified and routed to the appropriate organization for resolution

� Evaluation – An initial solution is identified. CM control is provided by either the IAD Change Control Board (CCB) or one of the two Working Groups (WG) depending on the nature of the proposed solution (component-only or CBIS architecture).

� Modeling and Testing – If the proposed solution involves an architectural/software change, the change is modeled and tested to determine its effect on the existing CBIS system.

� Implementation – The final solution is approved and deployed to the CBIS.

4.2 Classification Classification begins when a CBIS incident or change is identified; typically, when the BHS Control Center receives a trouble report. The incident or change is documented and the Operation & Maintenance Group evaluates the trouble to determine whether it can resolve the incident itself or whether the solution requires a change to the CBIS. If O&M Group/United Airlines Building and Maintenance Department can resolve the incident itself and is authorized to do so (e.g., a overload needs to be reset), then O&M Group / United Airlines Building and Maintenance Department solves the incident, records its actions in the CFs, and closes the work order. If O&M Group / United Airlines Building and Maintenance Department cannot resolve the incident or is not authorized to do so (e.g., a PLC tracking program configuration needs to be modified) then it originates an ER and formally 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

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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 on the CBIS, and any organizational effect and either approve or disapprove the solution. If the solution is approved, then the flow proceeds to the Implementation phase. If the solution is disapproved, then the Airport Authority reevaluates the incident and potential solutions and the flow returns to the Evaluation phase.

4.5 Implementation Implementation begins when the IAD CCB or WG approves a solution. The Airport Authority will plan, execute, and deploy the change. The Airport Authority will monitor, verify, and document that the change produces satisfactory results.

5.0 Next Steps This section presents recommended activities to ensure successful implementation of the configuration management process described in this plan.

5.1 Plan CBIS CM Implementation Implementation of the CBIS CM process requires numerous activities to be conducted across CBIS organizations. The CBIS CM Implementation Plan will help ensure that these transition activities are completed and that each CBIS organization is ready for transition to the CBIS CM process. In addition, this plan will help ensure that the transition is performed in an orderly and controlled fashion.

The CBIS CM Implementation Plan will: � Identify the implementation strategy � Identify the implementation activities for the CBIS organizations � Identify the implementation schedule � 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

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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 process. It is strongly recommended that this requirements-based evaluation be performed before the Airport Authority procures and deploys any CM tools to support the CBIS CM process.

Some tools used by previous CM efforts include: � Continuus (Continuus) � ClearCase (Atria) � SA-EXPERTISE (Software Artistry) � Microsoft Access

5.5 Establish IAD Change Control Board The IAD Change Control Board is an integral part of the CBIS CM process --without the IAD CCB, there is no mechanism to control CBIS changes. Establishment of the IAD CCB enables all CBIS organizations to “buy-in” into the CBIS CM process and identifies unexpected organizational issues which must be resolved for the process to work successfully. Since the IAD CCB is such a critical component of the CBIS CM process, the CCB must be in place before transition to this process.

5.6 Train CBIS Personnel This CM process changes current CBIS operations, maintenance, and engineering procedures; consequently, all CBIS personnel should be trained in the new CM 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.

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EAST AND WEST BAGGAGE BASEMENTS


WASHINGTON DULLES INTERNATIONAL AIRPORT

MAIN TERMINAL

CONFIGURATION MANAGEMENT (CM) PLAN

Appendix A - Sample CM Forms

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CBIS ENGINEERING REQUESTControl Number

Originator: Name: Phone:Organization: Date:

Incident Description:

Suggested Resolution:

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CBIS CHANGE REQUESTControl Number

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Change Justification:

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CBIS IMPACT ASSESSMENTControl Number

CR Control Number:

Name: Phone:Organization: Date:

Technical Analysis:

Continuation PageSchedule Impact:

Continuation PageCost Impact:

Continuation PageLabor Impact:

Continuation PageAlternatives:

Continuation PageApproved By: Date:

FIGURE A-3. SAMPLE IMPACT ASSESSMENT FORM

PRELIMINARY

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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


CONTINGENCY PLAN

18 June 2010

PRELIMINARY


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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

1.2.2 Conveyance equipment failure

1.2.3 Loss of utility power

1.2.4 Unplanned surges in system demand

1.2.5 Temporary alternative screening location for baggage

1.2.6 Removal of threat “Alarmed” bag from CBRA

1.2.7 Threat evacuation and associated impact on baggage screening

1.2.8 Airport Operations Emergency Response Plan

1.2.9 TSA local standard operating procedures

1.2.10 Standard Operating Procedures (SOP) for transportation security incidents

1.2.11 Airport Emergency/Incident Response Plan

1.3 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

PRELIMINARY

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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 any process, to help visualize what a contingency plan should include. Contingency plans can range from very simple to very complex; design each plan based on your organizational needs.

1.6.1 Washington Dulles International Airport (IAD) Main Terminal West Baggage Basement (WBB) Checked Baggage Inspection System (CBIS) Contingency Management Plan 1.6.1.1 System Mission Description:

The WBB 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, PMC and the Design Team. The proposed design is consistent with the Authority’s intent to replace the current stand-alone EDS operation, at the Concourse Ticketing Level, the Bagroom Baggage Make-up space and International Arrivals Building (IAB) International to Domestic Recheck Area.

1.6.1.2 System Specifics:

Referencing the enclosed color rendered drawings and single-line diagram, the CBIS’ design consists of two main outbound transport lines (i.e., 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:

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� Level 1 – refers to an EDS device, operating in a fully automated, Hold-Outside mode (i.e., system automatically pass / fails the bag).

� 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)

� 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 (BDD) are installed downstream of the IAB Recheck and Kiosk 1 ticket counter/curbside subsystems, at the CBIS input points (i.e., the WED conveyor lines) to determine the size of the bags (i.e., in or out-of-gauge) and sort them accordingly.

Positive bag tracking for security screening will begin at the BDD locations on the EDS lines (i.e., WED1 and WED2) where the bag(s) will be assigned a distinctive pseudo bag tracking identification number by the BHS PLC as it passes through and is read by the BDD and as it transfers/receives baggage to/from the EDS machine(s).

All originating “in-gauge” checked bags from Ticketing Kiosk 1 and all “in-gauge” International to Domestic Transfer Bags will be routed to an In-Line EDS Device for Level 1 security screening (i.e., WED1A, WED1B, WED2A and WED2B).

Bags that exceed the dimensions of the EDS capacity are identified as out-of-gauge (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.

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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 bags will pass through an Automatic Tag Reader (ATR) which will send the BHS PLC the tag number for determining the final sort location make-up unit. If the tag information cannot be read at the ATR, the bags are diverted to a Manual Encode Line (ME1 or ME2) for rescanning or manual input of the tag information. These bags are re-inducted on the main lines for final sort destination. If bag tracking is lost on the mainlines and the final sort destination cannot be determined, the bags are re-circulated via the ML1 or ML2 lines and dispatched onto respective conveyor line’s Manual Encode Station. The bag’s tag is either rescanned or manually input and the bags are re-inducted for sortation to the final destination via the mainlines.

ALARMED, Out-of-Gauge (OOG) or BHS UNKNOWN (bags that become lost due to tracking errors) bags are sent to the CBRA via the West Suspect Bag Lines (WSB1 and WSB2). After Level 3 screening is accomplished and the bags are CLEARED, bags are re-inducted for sortation on the Clear Bag Lines (WCB1B and WCB2B).

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-

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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 diverters. The EDS conveyor lines are configured to divert off of EED 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:

� Level 1 – refers to an EDS device, operating in a fully automated, Hold-Outside mode (i.e., system automatically pass / fails the bag).

� 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)

� Level 3 – refers to an operator screening area (i.e., 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 (BDD) are installed downstream of the ticket counter/curbside subsystems, at the CBIS input points (i.e., the EED conveyor lines) to determine the size of the bags (i.e., in or out-of-gauge) and sort them accordingly.

Positive bag tracking for security screening will begin at the BDD locations on the EDS lines (i.e., EED1 and EED2) where the bag(s) will be assigned a distinctive pseudo bag tracking identification number by the BHS PLC as it passes through and is read by the BDD and as it transfers/receives baggage to/from the EDS machine(s).

All originating “in-gauge” checked bags from Ticketing Kiosk 4 will be routed to an In-Line EDS Device for Level 1 security screening (i.e., EED1A, EED1B, EED2A, EED2B and EED2C).

Bags that exceed the dimensions of the EDS capacity are identified as out-of-gauge (OOG) and will bypass the EDS screening lines, while being continuously tracked for transport to the Checked Baggage Reconciliation Area (CBRA) for Level 3 ETD screening.

PRELIMINARY

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11.0 - 172

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 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 ESB conveyors where the Purge bag will be diverted at the EPL1 or EPL2 High Speed Diverter, and be conveyed and tracked on the EPL1/EPL2 subsystem(s).

Level 1 and Level 2 CLEARED bags will be sent to one of the two existing tilt-tray sorters in the baggage make-up area, where they will be either sorted to the make-up area in the MU3 bag basement or sorted from the tilt-tray sorters to one of two main outbound transport lines for sortation in the MU2 make-up area.

Upon entering the MU3 baggage make-up room, the bags will pass through an Automatic Tag Reader (ATR) which will send the BHS PLC the tag number for determining the final sort location. If the tag information cannot be read at the ATR prior to the bag being inducted onto the tilt-tray sorter, the bags are diverted to a Manual Encode Line off the tilt-tray sorter for rescanning or manual 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 tilt-tray sorter in the MU3 baggage make-up room or outbound transport mainlines in or to the MU2 baggage make-up room and the final 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

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11.0 - 173

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 inoperative due to any of the conditions described in Risks of Failure, this contingency plan will be implemented. Attachment A defines a multitude of potential failures, impacts, affected systems and action plans. Although redundancy and alternatives are available for maintaining operations, it is possible for complete system failures of the screening equipment and/or baggage conveyance system which will require establishment of remote screening and bag transportation alternative plans. Alternatives/options for remote screening and bag transportation plans to be developed at the workshop.

1.6.3.3 Desired Outcome

The desired outcome of implementing the contingency plan is to screen and process as many bags as possible in the least amount of time to mitigate and/or minimize operational disruption and potential passenger/airline delays.

1.6.3.4 Potential Impacts

Potential impacts as a result of implementation of the contingency plan include, but are not limited, to delays in bag processing, manual intervention and transportation of baggage, the need to 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

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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 plan will be made by the Federal Security Manager, Assistant Federal Security Director, Security Managers, Operations or MWAA management. Implementation responsibility matrix to be developed at stakeholder workshop.

1.6.5.4 Duration

In determining the appropriate implementation level of the contingency plan and/or alternate screening and transportation of bags for partial baggage handling system outages, EDS device malfunctions and power surges, it is estimated the system may be inoperable for 15 minutes up to 2 hours. For a complete system outage, the systems could be inoperable for 8 hours or longer.

1.6.6 Operation and Management 1.6.6.1 Management Structure

The appropriate management personnel (TBD) will implement, maintain and conclude the contingency plan for the any unscheduled event requiring maintenance and/or repair of the EDS devices, baggage handling system or any outside influence disruptionsaffecting 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.

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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 plan will be made by the Operation and Management decision makers. Notifications to the appropriate personnel and response teams will be dependent of the severity of the event. Describe how you plan to notify staff that the plan is being implemented. Notification matrix to be developed at workshop.

A. Records Management and Data Security Procedures.

All records and date reports pertaining to the In-Line system are considered as Sensitive Security Information (SSI) or Controlled, Unclassified Information (CUI) and must follow strict additional security protection. All CBIS records and sensitive data will be handled, stored and protected per TSA Management Directive 200.7, Records Management.

1.6.7 Criteria for Returning to Normal Operations 1.6.7.1 Criteria

The criteria for returning to normal operations include the elimination or mitigation of the triggering event/s requiring 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.

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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 and Maintenance Contractor, United Facility Maintenance Department, Airport Engineers and TSA will require training in the operation, repair and fallback/restoration modes of the CBIS when installation is completed.

1.6.8.2 Recovery Team Training

In addition to the Contingency Team Training, dedicated Recovery Team Training will be held before the system becomes certified and operational. Recovery team members to be defined.

1.6.8.3 Testing Requirements and Procedures

Prior to the system becoming certified and operational, contingency plan testing shall occur to ensure all parties are notified of triggering events, plans are initiated timely and properly, personnel are dispatched, bag movement logistics are coordinated, fallback or alternative plans are followed and full system restoration is 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.

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APPENDIX “H”

CONCOURSE “D” – COLD-SORT BAGGAGE TRANSFER FLAT PLATE MAKE-UP DEVICE