2-Attachment B - System Overview 2026.pdf

Attachment B

Baggage Handling System Maintenance and Repair Services Request For Proposal

System Overview

The Baggage Handling System (“BHS”) for Salt Lake City International Airport includes both outbound and inbound conveying systems for processing baggage. The outbound system employs special considerations for the successful processing of large items (i.e.

skis) by using large radius power turns and (i.e. bike boxes) by using a 45” wide – between frame – conveyor, while also handling standard size baggage. The inbound system includes two (2) special claim devices designed for skis with associated feed lines that will also be used for bike boxes.

All eleven (12) induction points for placing baggage into the outbound system and two (2) of the eleven domestic inbound subsystems, and one (1) of the three international inbound subsystems will be capable of conveying these large items. Security screening will be conducted by fully inline EDS machines and manual inspection stations.

Multiple make-up devices with dual baggage feed lines will provide specific sort destinations for each flight or airline. Two (2) oversized runout conveyor lines with diverters and baggage chutes will provide sort destination points for the large items.

Computer Control System

A full-service, computer-based BHS monitoring and reporting system is installed and includes information from and for both the inbound and outbound BHS. A computer-based automated sort control system for the outbound make-up area also installed. These systems interact in such a manner as to provide graphic and text-based BHS monitoring;

full BHS reporting for airport management, maintenance and TSA personnel; and an automated sort controller using IATA tags and Host services from the airlines.

Electrical Control

Utilize a distributed control architectural network technology for the BHS. This system is configured as a standalone system, incorporating separate power and independent controls and utilize a ring-type architecture to provide connectivity redundancy. This system has the ability to output data to external monitoring software systems, such as the Building Automation System (“BAS”), as required for future use.

I. Outbound (Pre-CBIS)

Eight (8) ticket counter lines, two (2) Gateway Center lines, two (2) curbside lines and one

(1) international recheck line will provide baggage input for the system. An international transfer line will provide baggage input into the CBIS for pre-cleared passengers. All of these lines are comprised of 45-inch conveyors and merge devices for merging the eleven

(11) lines into the two (2) lines that will eventually enter the CBIS. The system will include crossover lines to ensure that baggage placed into the system from any of the input lines can be conveyed into the CBIS from either of the two (2) lines entering the CBIS.

Bags are placed into the BHS prior to the CBIS at the ticket counter, Gateway Center, curbside and international recheck input points. The current design includes eight (8) ticket counter lines, two (2) Gateway Center lines, two (2) curbside lines, one (1) international recheck line and one (1) international pre-cleared transfer input. Both skis and bike boxes are capable of being conveyed on these lines.

The curbside, re-check, transfer and ticket counter lines merge to form the OB01, OB02, OB03 and OB04 lines that travel to the CBIS. The OB03 line merges onto OB01 and the OB04 line merges onto OB02. The Gateway Center lines travel through a tunnel to reach the CBIS where GA01 merges onto the OB02 line and GA02 merges onto OB01. The TR03 transfer line merges onto the OB01 line.

There are crossover lines between the OB01 and OB02 lines (XO01 and XO02) and between the OB03 and OB04 lines (XO03 and XO04). All input lines that approach the CBIS eventually combine into two lines: OB01 and OB02.

II. The CBIS

The CBIS includes six (6) CTX 9800 Explosive Detection System (“EDS”) machines (with space reserved for an additional machine), two (2) out-of-gauge lines and a Checked Baggage Resolution Area (“CBRA”). Automatic Tag Readers (“ATRs”) and Baggage Measurement Arrays (“BMA”) are located at the two entrance points to the CBIS to capture tag data and take measurements of the baggage. Out-of-gauge items such as bike boxes, but not skis, will bypass the EDS machines and instead be sorted via vertical sorting devices directly into the CBRA on the out-of-gauge lines for manual processing.

The two-security feed (“SF”) lines enter the CBIS with bags collected from the various input points. Each of these two lines is capable of directing bags to all of the EDS machines via vertical merges on the security shunt (“SS”) lines prior to the machines.

Skis will be conveyed primarily to the last EDS machine – SS07 – as it employs a power turn to convey bags onto the SS line instead of a diverter. The SS05 and SS06 machines will be used for skis in the event the SS07 machine is not available. All standard sized bags can also be conveyed to these machines. Vertical sorting devices will be located downstream of the exit of the EDS machines for distributing bags cleared by the machines to cleared bag lines and bags not cleared to alarm lines.

Cleared bags accumulate onto two cleared bag lines that are conveyed out of CBIS and into the sort area. Alarm bags accumulate on two alarm lines that convey bags past On- Screen Resolution (“OSR”) diverters located at least 45 seconds of travel-time from the exit of the EDS machines. Bags cleared through the OSR process will be diverted to cleared bag lines. Bags not yet cleared travel on the two alarm lines into the CBRA for manual processing at the EDS inspection stations. Bags cleared at the inspection stations associated with the alarm lines will be placed on a single cleared bag line exiting the CBRA. Bags cleared from the out-of-gauge inspection station will also be placed on this line. There are two reinsertion lines located within the CBRA for placing bags that were not successfully screened by the EDS machines back into the system. These lines merge back onto the lines entering the CBIS and will then be conveyed back through the EDS machines.

Bags determined as threat bags – either by the EDS machines, the OSR review or manual processing – will travel to and remain in the CBRA while the appropriate law enforcement group is contacted, and the facility is evacuated.

As OB01 and OB02 enter the CBIS they each pass through an ATR and a BMA and the lines are renamed security feed lines SF01 and SF02, respectively. The ATRs will capture the bag tag IDs for each bag, which will then be associated with the bags and their status as they are tracked and conveyed throughout the CBIS, including through the EDS machines and into the CBRA. Cleared bags on cleared bag lines (“CL”) do not require tracking.

The BMAs will take measurements of the bags and send the information to the PLCs which will then determine if an item must be sorted to an out-of-gauge line, sorted to the EDS machines reserved for screening skis, or sorted as standard sized bags to any of the EDS machines.

A vertical sorting device diverts the out-of-gauge bags directly into the CBRA via the OG01 and OG02 lines. These items include bike boxes – but not skis – and they will be manually processed within the CBRA and then placed back on the cleared bag line CL08 exiting the CBRA. Controls shall be developed that will allow all bags to be conveyed onto OG01 and OG02 as a contingency in the event the EDS machines are not available.

The two SF lines convey bags to the security shunts lines (SS01 through SS07) that convey bags to and from the EDS machines. As a reminder, space and the associated naming sequence has been reserved for a future SS03 line and EDS machine. Horizontal diverters divert bags to the SS01 through SS06 lines from both of the SF01 and SF02 lines. The SF01 and SF02 lines terminate onto the SS07 line.

Vertical merging devices combine the SS lines from the two SF lines into single line prior to the EDS machines.

Skis are conveyed directly to the EDS machines, the primary machine for the skis will be SS07 with SS05 and SS06 providing redundancy and additional capacity for the skis if required.

The BHS PLCs will pass bag tag IDs to the EDS controller prior to the bags passing through the EDS machines, if the tag ID is unknown the EDS will attach a pseudo ID to the bag. The EDS controller will then attach the bags’ statuses to the bag IDs and return this information back to the BHS PLCs. The PLCs will then track bags as they are conveyed to the vertical sorters for the EDSs first decision point.

Both the AL and CL lines immediately downstream of the first decision point sorters will be named in a manner that is associated with the SS line they originate from: CL01 and AL01 flow from the SS01 line, CL02 and AL02 flow from SS02, and so on. Bags cleared by the machines will be sorted to the CL01 through CL07 cleared bag lines. The CL01 through CL04 lines merge onto the CL08 line which originates out of the CBRA. The CL05 line is an accumulating line with CL6 and CL7 merging onto it. Both the CL05 and CL08 lines exit the CBIS where they are renamed (CL05 becomes ML01 and CL08 becomes ML02) as they pass through ATRs and continue to the sort area.

Bags not cleared by the EDS machines are sorted at the first decision point to alarm lines.

The AL01 line is the accumulating conveyor line for the AL02 through AL04 lines. The AL06 and AL07 lines merge onto the AL05 line. The AL01 and AL05 lines then pass through the second decision point OSR diverters located a minimum of 45 seconds downstream from the exit of the EDS machines.

Bags cleared by the OSR process are diverted to the CL10 line from the AL01 line and cleared bags from the AL05 line are diverted to the CL09 line. The CL09 line merges onto the CL05 line and the CL10 line merges onto the CL08 line.

The AL01 and AL05 lines then terminate in the CBRA. Large items such as skis will be conveyed on the AL05 line into the CBRA. Standard sized bags will be conveyed on either of the AL01 and AL05 lines.

Within the CBRA there are currently nine inspection stations associated with AL01, 13 with AL05, and three on OG01 (OG02 merges onto OG01 prior to entering the CBRA).

Each of these stations will have a Baggage Removal Point (“BRP”) where bags are removed from the conveyors. This is the table where personnel will place bags for inspection. The BIT computer interface allows personnel to direct tag information to the EDS which, in turn, accesses the EDS images associated with each screened bag through the inspection station’s Secondary Viewing Station (SVS) interface provided by the EDS vendor.

The AL01 line will be used exclusively for standard sized bags and the AL05 line will be a mix of standard bags and skis. The last four inspection stations on the AL05 line shall be configured to process skis only. The queues on the AL05 line within CBRA shall be capable of reversing in order to contend with contingencies where the OG01 line is used to convey all bags into the CBRA to allow manual inspections. Workstation controls shall be installed to enable this feature. These four ski stations shall have a selectable operational mode that will allow them to be placed out of service. The BSDs, SVS, and ETD equipment for the four (4) ski stations shall be suspended from above the table by hanging from the ceiling (not on stanchions) to improve the ski handling.

III. The Sort Area

The sort areas for the outbound system are located in the South Concourse West (“SCW”) and South Concourse East (“SCE”). The west side will include fourteen (14) slope-plated make-up devices and a separate sort line with diverters and slides for skis and bike boxes. The east side will include five make-up devices and a separate sort line with diverters and slides for skis and bike boxes. Each of the make-up devices can be fed baggage from the two mainlines entering each concourse and all cleared standard sized bags from the CBIS can be delivered to any of the devices. Crossover lines from one mainline to the other will allow bags to be routed to the correct sort destination irrespective of which mainline they start on. Two transfer input lines on the SCW are also included in the design to allow transfer cold bags (more than one hour to connection time) from inbound domestic flights to be inducted into the sort area system and distribution to one of the make-up devices. Hot bags (less than one hour to connection time) will be transferred tail-to-tail and not placed into the BHS.

ATRs and BMAs will be installed on each of the two cleared bag lines exiting the CBIS for the capture of bag tag IDs and take measurements of the baggage, respectively. Manual encoding lines with encoding stations will also be installed downstream of each ATR/BMA to manually capture tag data for bags that were not successfully read by the ATRs. ATRs will be installed at the front end of each of the two mainlines for each of the sort areas: ML03 and ML04 on the SCW sort area and ML05 and ML06 on the SCE sort area. Bags that fail to divert to a make-up device will be loop back around for another try at the appropriate diverter. A manual encode station on the NR03 line will provide encoding for bag tags that are not successfully captured by an ATR in the SCW sort area.

This configuration will also be provided for the SCE sort area where an encoding station is located on the NR04 line providing manual encoding services for no read bags.

Additional ATRs will be installed downstream of the transfer lines to capture the tag IDs of bags placed into the system on those lines. This tag information will be transferred to the new automated sort control system which will then associate the make-up device designated for the bag’s flight number or airline and update the Programmable Logic Controllers (“PLC”), which will then control the conveyance of the bag to its sort destination.

As the CL05 and CL08 cleared bag lines exit the CBIS they pass through an ATR which will capture tag IDs for the bags. The CL05 line is then renamed ML01 and CL08 is rename ML02. All bags will now be tracked with the tag ID until each is conveyed to a designated sort destination as defined by the flight schedule uploaded to the sort controller. Software controls will be developed to allow control room operators to make these designations and updates to the flight schedules.

If a bag tag is not successfully read by the ATRs they will diverted to either the NR01 or NR02 no read line. Bags on the ML01 line divert to NR01 and ML02 diverts to NR02.

Manual encoding stations on the NR lines will allow personnel to either use a scan gun for the tag or manually key in the destination for the bag at the encoding interface. Bags are then reinserted onto their respective mainlines where they will be tracked and conveyed to their designated destinations.

There are two separate sort loop lines for each of the SCW and SCE sort areas: ML01 and ML03 for the SCW and ML02 and ML04 for the SCE. The ML03 loop is the inner loop within the SCW and ML01 is the outer loop; the ML03 line merges back onto itself and the

ML01 line merges onto the ML03 line. The ML04 loop is the inner loop within the SCE and ML02 is the outer loop. The ML04 loop merges back onto itself and ML02 merges onto

ML04.

These loops provide redundancy for the make-up devices located within the sort areas as each line is capable of conveying bags to the make-up devices within the separate sort areas. If a failure occurs on one of the loops, the other line can be used to convey bags to the appropriate make-up device. As a note, the SCW and SCE sort areas are not connected by conveyors and bags cannot be conveyed from one concourse to the other.

There are a four crossover lines between the CBIS and the SCE and SCW: XO05, XO06, XO07 and XO08. These lines provide the ability to convey bags between the two mainlines exiting the CBIS: ML01 and ML02. The crossover lines XO05 and XO08 convey bags from ML01 to ML02 and lines XO06 and XO07 convey bags from ML02 to ML01.

The XO16 crossover line transports bags from the SWC to the SCE, The XO17 line transports bags from the SCE to the SWC, and the XO15 line transports bags from the inner loop ML03 to the outer loop ML01 within the SCW. Bags on the ML01 and ML03 lines within the SCW can be diverted to the ML07 and ML06 lines that transport bags to the North Concourse West and North Concourse East. Each sort area also has crossover lines for transporting bags from one loop to the other. There are four crossover lines within the SCW, two on the west end XO12 and XO13 and two on the east XO11 and XO14. The SCE has one crossover line XO09. These lines can be employed to convey bags within the sort areas from one of the loop lines to the other. This ability is useful for decreasing transport times for some bags and for providing alternative routes when failures occur.

The 14 make-up devices designed for the SCW and five devices in the SCE are all separate sort destinations that can be used for specific flights during the course of an operational day. The automated sort controller is used to associate flights with each device. This is all managed at the workstations within the control room. Flights can be assigned and reassigned to different make-up devices and devices can be placed out of service if required.

If a make-up device fails, then bags assigned to that device will be transported to a default device and the control room will update the flight information within the sort controller to assign flights to alternative devices until the failure is corrected. If a diverter to a make-up device on one loop fails, the bags can be transported to a crossover and routed to the other loop so that the bag can be sorted to the assigned make-up device.

Bags with tag data not successfully acquired by the ATRs will be diverted to no read lines for manual encoding.

In the South Concourse West (SCW)

The manual encoding station on the NR03 line is diverted from the ML03 line. The NR03 line then merges onto the ML01 line.

In the South Concourse East (SCE)

The encoding station on the NR04 line is diverted from the ML04 line. The NR04 line then merges onto the ML02 line. All bags that may have been lost in tracking to the controlling PLCs will then be reacquired and tracked to the designated make-up device. The TR01 and TR02 lines on the west end of the SCW’s baggage area provide domestic transfer capability for the BHS by directly conveying bags onto a SCW make-up device for the transferred flight without going through the security screening process.

TR02 merges onto TR01 which then merges onto the ML01 line. An ATR is located immediately upstream of the merge point on TR01. Both of these lines are available for all SCW make-up devices. If the ML01 outer loop is down, transfer bags can still be inserted into the sort system by utilizing the XO13 crossover line to get bags onto the ML01 inner loop for sortation to any of the SCW make-up devices.

Ski and Bike Box Oversize Sort Destinations

The OS04 oversize runout conveyor – it diverts from the ML01 line for bags assigned to the SCW – will terminate as a series of queue conveyors, each with an associated sort device and baggage chute. This will allow ski and bike box oversize items to be diverted to a specific sort destination as defined by the sort controller assignments. The OS05 oversize runout conveyors diverts from the ML02 line within the SCE and is configured in the same manner and will perform the same function as the OS04 line.

These oversize sort destinations can be associated via the flight schedule with specific flights in the same manner as the make-up devices will be on the two sort loops. The oversize destinations can also be designated for specific carriers in a manner that would direct all flights for a carrier to a specific destination. Any of these oversize sort destinations can also be used as a default destination for standard bags that failed to divert to the appropriate sort loop. This feature will be utilized to allow sortation of SCE bags after Phase 1 is completed and before Phase 2 is ready.

The ski and bike box oversize items will be transported to the sortation portion of the OS04 and OS05 lines. These destinations are composed of elongated queues that are designed to accommodate individual skis bags and oversize items on each queue. Each queue will have shaft encoder and a photocell at the head end of the conveyor that will control where the baggage will be stopped. Bags will stop on the center of the queue where it is to be sorted to its chute by use of the upstream photocell and the shaft encoders of both queues to ensure the bag is centered on the queue. If the bag is not destined for this sort chute, then each bag will continue on to the head end sensor and index to the next available queue when the bag in front of it is sorted to its assigned sort pier.

The queue belts shall be designated to utilize low friction, slick top belt materials and the pusher will be configured to provide a reduced speed, controlled profile push when compared to high speed, live transport line conveyor sortation operations utilizing pushers. This approach will allow for control of the ski bag and bike box orientation during the push, ensuring that the item is moved off of the belt onto the stainless-steel slide chute and is aligned in such a manner that maximizes utilization of the slide chute capacity without damaging the oversize item.

Each sort destination chute will have photocells configured to sense when the chute is partially full (e.g. 60% - TBD) and 100% full. The feedback from these photocells will be indicated in the BHS control room and also at each chute via colored stack lights with audio alarms. A full condition at the chute will also inhibit further sorting of items to the chute with assigned items to the chute then conveyed to the designated default destination.

IV. Inbound System

The inbound system includes the twelve claim devices with single feed lines for standard baggage and two oversize lines with claim devices for skis and bike boxes in the Lv2 domestic claim hall. There is also one oversize line with a runout belt in the Level1 international claim hall. All of the standard-sized domestic inbound subsystems CD01 through CD04 and CD07 through CD10 are direct feed, 39” conveyor lines with individual claim devices.

The 45” oversize lines dedicated for skis and bike boxes OS01 and OS03 have claim devices specialized for skis that will be manually loaded. Skis will stop at the device along indexing conveyor and baggage personnel will remove the skis from the belt and place them on the claim device.

Bike boxes will be removed to carts and manually delivered onto the OS slide feeding into the claim hall. All of the lines and claim devices will employ auto-stop features that will stop the conveyors after a specific time where bags have not been present on the line.

The twelve claim devices will be configured to receive standard size baggage with three of those devices located on the terminal’s first level for international traffic. The other nine devices are located on the second level for domestic traffic. There is a 45-inch inbound line for oversize international baggage. A stainless-steel slide shall also be installed with this line. The two devices specifically designed for skis will be used for domestic traffic. The single conveyor lines that convey items to the claim devices for skis will also be able to transport bike boxes. These items will feed onto an indexing conveyor to be manually loaded onto the ski claim or carted to the OS slide.

The international inbound claim devices CD05, CD06 and CD06A are single feed 39” conveyors with dedicated claim devices. A 45” oversize line OS02 will convey baggage – including skis and bike boxes – to the international claim hall. The skis and bike boxes will feed onto an indexing belt for claim.