20155109_Attachment 01a - MEP System FRD_20251014.docx

U.S. Department of Homeland Security U.S. Customs and Border Protection

Attachment 01a – Functional Requirements Document

For:

U.S. CUSTOMS AND BORDER PROTECTION

LARGE-SCALE FIXED

NON-INTRUSIVE INSPECTION SYSTEMS

Multi-Energy Portal Systems

PREPARED BY:

OFFICE OF FIELD OPERATIONS

INNOVATION AND STRATEGY DIRECTORATE

NON-INTRUSIVE INSPECTION DIVISION

October 14, 2025 Version 2.4

WARNING: This document is FOR OFFICIAL USE ONLY. It contains information that may be exempt from public release under the Freedom of Information Action (5 United States Code522). It is to be controlled, stored, handled, transmitted, distributed, and disposed of in accordance with the Department of Homeland Security policy relating to FOR OFFICIAL USE ONLY information and is not to be released to the public or other personnel who do have a valid “need-to-know” without prior approval of an authorized Department of Homeland Security official.

Program Signature Page

This document is an authoritative source for the content therein. The approval authorities sign this page.

Submitted by:

Kelly E. Woods Date Lead Systems Engineer Innovation and Strategy Directorate Office of Field Operations

Endorsed by:

Program Acquisition Executive Innovation and Strategy Direectorate

Approved by:

(A) Director Non-Intrusive Inspection Division

Revision Summary

The following Table 1: Revision Table indicates the changes made to the document since the last release.

Table 1 Revision Table

RFP

Washington D.C.

Final Edits

Washington D.C.

Updated with changes from lessons learned

Washington D.C.

Comments and suggested revisions made by NII Procurement Team

Washington D.C.

Updated based on FRD/SOW Crosswalk and Lessons Learned

2.3

09/24/2025

2.4

10/14/2025

Table of Contents

Table of Tables

Large-Scale Fixed Systems

ATTACHMENT 01A – FUNCTIONAL REQUIREMENTS DOCUMENT - MEP

For Official Use Only Page 1

Introduction Comment by CARAMANICA, JANET L: This is a much clearer background / overview and should be considered for the SOW Comment by CHAR, RONALD K (CTR): Defer to DAPM (Bryan Currier) Comment by MERLI, KAITLIN H (CTR): Noted. Brought a few of the paragraphs over to the main SOW. Comment by CARAMANICA, JANET L: Is all this information needed here? Since it’s an attachment to the SOW, this should theoretically already be in the core SOW doc and doesn’t need to be repeated here. Is the “FRD” supposed to be a standalone document separately? (It doesn’t need to be in the context of a SOW attachment) Comment by CHAR, RONALD K (CTR): Defer to DAPM Comment by MERLI, KAITLIN H (CTR): Removed paragraphs that were pulled to the main SOW.

United States Customs and Border Protection (CBP) Office of Field Operations (OFO) facilitates legitimate trade and travel into and out of the U.S. CBP Officers must screen all incoming persons and inspect vehicles, conveyances and cargo to detect and resolve potential threats. CBP Officers stand ready to interdict terrorists and their weapons, illicit narcotics and numerous forms of contraband smuggled into the United States. CBP Officers also detect and intercept foreign nationals illegally attempting entry into the United States. In addition, CBP Officers safeguard United States agriculture from harmful animal, fruit, and vegetable diseases and foreign invasive pest species not currently in the United States.

The MEP system offers a variety of transmission and backscatter X-ray imaging capabilities/energies which allow safe scanning of occupied vehicle cabs (per ANSI 43.17 2009) and higher flux multi-energy scanning of cargo trailers and sea containers, even through dense cargo or shielding. Multi-energy transmission X-ray allows the MEP to discern varying cargo densities which can support detection of anomalies within the cargo load. MEP configurations can also include under-vehicle and multi-view backscatter imaging.

The MEP systems include ancillary system components to assist in identifying the vehicle load or conveyance. It includes either license plate reader (LPR), Quick Response (QR) code readers and Radio Frequency Identification (RFID) systems for land border applications and Optical Character Recognition (OCR) cameras for seaport containers. The MEP collects and packages image data and associates it with the specific vehicle and manifest filing metadata obtained from other CBP IT systems. Comment by CARAMANICA, JANET L: This is vague and makes it confusing. Are you trying to convey that the “full” MEP system includes those components but various configurations will be needed based on the use case? Consider reworking this statement. Comment by CHAR, RONALD K (CTR): Reworded

The Functional Requirements Document (FRD) details MEP use cases and associated requirements for use of these systems by CBP officers inspecting cargo vehicles arriving at northern and southern land border POEs throughout the United States, as well as seaport POEs and United States Border Patrol (USBP) checkpoints. Different MEP configurations and use cases are documented within this document. Each POE will be evaluated on case-by-case basis and the design, infrastructure, and installation customized to accommodate the commercial NII technologies based on the POE physical layout and existing infrastructure. See Attachment 03, Design, Construction, and Installation Requirements. The configurations and use cases in this document are generalized and may differ from the ones for a specific POE. Comment by CARAMANICA, JANET L: Evaluated by whom? Will the Gov dictate what type of configuration / use case to use? What is the Vendor’s role? Comment by CHAR, RONALD K (CTR): Covered in Attachment 03, Design, Construction, and Installation Comment by CARAMANICA, JANET L: I’m confused about what’s being accommodated - is it site accommodating the equip or vice versa? I think it would be better to write in active voice. Comment by CHAR, RONALD K (CTR): Reworded Comment by CARAMANICA, JANET L: What does this mean? How will it be determined? How will it be documented? What does the vendor need to understand here? Consider reworking this statement. Comment by CHAR, RONALD K (CTR): Reworded

This MEP FRD is intended to be issued as Attachment 01 of a larger Statement of Work (SOW) and contracting package. Throughout this document are reference to other attachments to the overall SOW.

Image Scanning Capability / Capacity

Obsolete NII Equipment

Biological, and Explosive Detection Equipment

System Constraints

· Only active systems with generated X-ray sources will be considered. Comment by CARAMANICA, JANET L: Is this a trade term wrt NII? Will everyone know what it means? Comment by CHAR, RONALD K (CTR): Yes. Active means that there is an “active” X-ray source (like dental or medical). Passive relies on background radiation or from the cargo itself.

· Per ANSI 43.17 2009, potential radiation dose to vehicle occupants that exceed 25 microRems (μR) per scan will not be accepted as stated in MEP FRD Section 11.2

· Any wireless communication, including Bluetooth that cannot be disabled by Administrator level operators, will not be accepted.

· MEP scanning systems exceeding threshold limits as stated in MEP FRD Section 6.1 will not be accepted.

MEP Configurations Comment by CARAMANICA, JANET L: Are the configurations dictated to the vendor by the Gov or does the vendor determine?? Comment by CHAR, RONALD K (CTR): The government Comment by CARAMANICA, JANET L: These configuration descriptions cover a lot more that just which functional requirements to include / not include. Suggest ensuring the delivery is consistent between each description (e.g., if “proximity near to control station” is mentioned 3rd, mention it 3rd in each section. And mention whether it IS or ISN’T a requirement.) I added a table at the end of the doc as an example to show how a consolidated view might look - either as a consideration to add a similar table (prob needs to be tailored) or to just guide as the paragraphs are edited? Comment by CHAR, RONALD K (CTR): Defer to DAPM Comment by MERLI, KAITLIN H (CTR): Noted.

The CBP POEs range from small (one to two lanes) to large (over 30 lanes), requiring a system capable of being configured to meet the needs of the various ports, including in pre-primary, post-primary, secondary, seaport or Border Patrol (BP) checkpoint inspection use cases. In some use cases, control stations are single operator workstations networked with a single MEP for a small-land POE port or seaport. In other cases, there are control stations with multiple portals multiplexed to multiple workstations for large ports used to facilitate a high MEP vehicle scanning throughput. MEP configurations include the following:

MEP Configuration 1 (No RFID or QR) for BP Checkpoint or Seaport MEP Configuration 1 will be a BP checkpoint or seaport configuration integrated with the CBP network but does not include Decal and Transponder Online Procurement System (DTOPS) RFID or Quick Response (QR) code reader systems. At BP checkpoints LPR will be included for reading tractor/trailer license plates. For seaports, OCR will be used to read container IDs. This configuration will employ a control booth adjacent to the MEP system, a site control center where MEPs at different locations are connected to accommodate multiple MEP operators and analyst workstations, or alternative setup. Configuration 1 will not include Under-Vehicle Back-Scatter System (UVBS). This configuration at minimum will be accompanied by the red light/green light function of the Traffic Control System (TCS). Radiation Portal Monitors (RPMs) are not integrated directly with the MEP, other than potentially a MEP blanking function, and RPM alarms are communicated to the primary officer as they are presently, via an annunciator within the booth. RPM data transmission and alarm adjudication are unchanged from the current process and therefore unaffected by the MEP system. Comment by CARAMANICA, JANET L: This is not included in the Functional Requirements - seems like an additional requirement not specifically covered. Comment by CHAR, RONALD K (CTR): DTOPS refers to the current windshield tags used by the FAST program Comment by CHAR, RONALD K (CTR): The RFID Readers are components of the MEP System, but DTOPS is a separate program. Comment by CARAMANICA, JANET L: This warrants definition. The package should be standalone and not required the reader to know something outside of the document. How will a (new) vendor know how to respond? Comment by CHAR, RONALD K (CTR): Added text MEP Configuration 2 (with RFID and QR) for Land Border POE MEP Configuration 2 is installed at a land border POE in pre-primary or post-primary location relative to existing primary inspection booths, RPMs, and integrated with the CBP network, cloud, law enforcement applications and a site control center. It will include TCS, DTOPS RFID, QR code, and LPR systems. Optional UVBS may be installed in this configuration. RPMs are not integrated directly with the MEP, other than potentially a MEP blanking function, and RPM alarms are communicated to the primary officer as they are presently, via an annunciator within the booth. RPM data transmission and alarm adjudication are unchanged from the current process. Comment by CARAMANICA, JANET L: This sentence is very confusing. Are the commas incorrect? Is the sequence out of order or require different punctuation? Looks like “proximity to” and “integrated with” flip flops instead of describing one and then the other. Consider reworking. Comment by CHAR, RONALD K (CTR): Reworded Comment by CARAMANICA, JANET L: Vague. Does this mean “contractually” optional? Or “functionally”? Who decides? How and when is it determined / communicated? Comment by CHAR, RONALD K (CTR): Contractually Comment by MERLI, KAITLIN H (CTR): Yes, contractually. Not all sites will require a UVBS. So the determination of an included UVBS will be made on a site by site basis.

MEP Configuration 3 (Virtual Primary) for Land Border POE MEP Configuration 3 is the same as Configuration 2 except the “virtual” primary officer is located away from the traffic lane and communicates remotely with the driver via video conference. In this case, Configuration 3 will include the addition of “staging lanes” where vehicles must queue post-MEP inspection, await their Non-Intrusive Inspection (NII) data package adjudication result, and CBP officer direction. RPMs are integrated with the MEP system and RPM data is added to the MEP data package.

Requirements Requirements Definitions Threshold (T): The minimum level of operational performance that the Government is willing to accept is considered a threshold value.

Objective (O): An objective is considered a level of performance that significantly improves mission performance, safety, or supportability beyond that of the threshold value, and represents the maximum desired yield for system performance.

· Objective values are not required but are defined to provide guidance to the Contractor with respect to areas where increased capability is of interest to the Government.

· If objectives are defined, the interval between the objective and threshold values for a given parameter is the Government program manager’s (PM) trade-space.

· If objective values are listed, the Contractor will evaluate them to determine if they can reasonably be achieved, whether there is a cost or schedule impact, and the extent of the impact. The impact of achieving objective values will be brought to the attention of the Government for review.

Requirements Numbering Each requirement in this FRD is assigned a unique ID number of the form of XX.YY.ZZ.

· XX indicates the requirement category number.

· YY indicates the component number found in Table 3 or requirement group

· ZZ defines the individual requirement number.

· When there is no requirement for a given component in that requirement category, the ID is omitted entirely.

Two additional requirements groups are used in this document:

13. Security and Privacy

14. Reliability, Availability, and Maintainability (RAM).

For YY value, Section 13 uses a different set of requirement groups (not component number). These requirement groups are more appropriate to the Security and Privacy topic than component numbers.

Section 14 has no specific numbered requirements. Instead it describes design considerations necessary to meet Lifecycle Sustainment and Support Requirements attachment of the SOW.

MEP Use Cases Comment by CARAMANICA, JANET L: It would be incredibly useful if this document was accompanied by an OV-1 (Operational View-1) that provides a visual of each use case. Comment by CHAR, RONALD K (CTR): Defer to DAPM Comment by MERLI, KAITLIN H (CTR): Unfortunately, I am not sure there is time to incorporate this for this requirement, although I do agree this would be helpful. We will take this recommendation and consider it for future integration into this type of document. Comment by CARAMANICA, JANET L: It be useful to use some connecting terminology in these use cases WRT conditions as it relates to “primary, pre-primary, post-primary” screening and “check-in or staging [lanes]” etc. My brain is trying to connect these use cases to the functional requirements but it’s like they are speaking somewhat different languages. Comment by CHAR, RONALD K (CTR): Replaced general descriptive sentence with numbered list. This clarifies that Pre-Primary and Post-Primary are only associated with Land Border POE The use case scenarios are presented as a general reference point for the following operations:

1. Border Patrol Checkpoint

2. Seaport Inspection

3. Land Border POE with Pre-Primary or Post-Primary Scan The specifics of the scenarios will depend on each location’s unique layout/constraints and modified accordingly. The process steps for “X-ray opt-out” and control center analyst functions are included within the inspection use cases.

MEP Use Case 1 – Border Patrol Checkpoint The use case provides a general description of CBP operations when scanning cargo vehicles at a BP checkpoint. This use case begins when a conveyance is directed to and/or approaches the MEP unit and enters the traffic control system at its first control point. This use case ends when the conveyance is cleared for checkpoint exit or an anomaly is detected and the conveyance is referred for further inspection.

Use Case Pre-Condition:

1) The MEP System is ready for operation and MEP operator/analyst(s) are present in either an adjacent control booth or site control center.

2) The vehicle/conveyance is directed to the MEP by a BP agent based on a probable cause determination or by vehicle driver voluntary agreement when asked. Note that this pre-condition is different from land border POEs where CBP has different authorities and the goal is 100% NII scanning.

Use Case Post Condition:

1) The conveyance is released and cleared for checkpoint exit, and the results of the cargo processing are documented in the MEP System and the required Government systems, or

2) BP detains shipment after detecting an anomaly and is referred for further investigation.

Use Case Steps

1) The truck enters the BP checkpoint and is initially screened by BP agent/canine. If probable cause exists or if the BP agent asks the driver to allow the vehicle to be scanned (i.e., X-ray) and the driver agrees, the vehicle is designated for MEP scan.

2) The truck approaches the MEP System, is screened for oversize and diverted as required.

3) The truck otherwise continues to approach the MEP System and vehicle presence is detected at the first traffic control point and enters into positive control by the Traffic Control System (TCS). Positive control of the traffic occurs at the point where conveyances proceed through the MEP system and are directed by lights, signage, control arms, and other measures.

4) The TCS sensors confirm that a ‘cleared to proceed’ condition exists by confirming an open traffic lane through the MEP Unit and clearance of the required post-scan area such that the conveyance fully transits the MEP in one continuous movement.

5) Upon receiving a ‘green light’ the truck begins transit through the MEP Unit.

6) The MEP System TCS light behind the active truck in the MEP turns red to stop the next vehicle at the first traffic control point.

7) The truck continues to move through MEP Unit at the designated scanning speed.

8) The truck speed is detected, and visual feedback of speed is provided to the driver.

9) When the MEP Unit detects a truck entering the scanning system:

a. The MEP Unit reads the front tractor license plate and the trailer license plate.

b. MEP Unit starts transmission X-ray scanning of cab with low energy / flux, or reflective (back-scatter) X-ray scanning, if so equipped.

c. When MEP Unit detects the start of trailer, MEP X-ray scans at high flux using alternating high / low energies. Cab scanning with low energy / flux capable.

d. If “start of trailer” is not detected the entire truck is scanned at low energy / flux and a warning indicator is supplied to the MEP operator and analyst in the control booth /NII control center.

e. If MEP detects a second trailer, MEP X-ray scans the second trailer at high flux using alternating high / low energies.

f. If truck stops within the MEP or advances at a speed that could potentially expose vehicle occupants to radiation dose above 25 µR per scan, MEP system stops scanning.

10) When MEP Unit detects that the truck has exited the scanning area:

a. MEP Unit stops X-ray scanning.

b. MEP Unit stops capturing undercarriage imagery / X-ray.

11) When the truck clears one complete truck / trailer length (approximately 100’ minimum) from the MEP, the MEP system TCS indicator reverts to green, signaling the next truck to advance into the MEP. It allows for the length of truck and trailer, including the potential for multiple trailers towed by a single tractor. The MEP will be configurable to accommodate multiple trailers at sites which have the physical space to accommodate such loads.

12) The truck proceeds to secondary staging area to await adjudication of images. Traffic controls or agents direct the truck’s movement and where to stop.

13) The MEP System creates and timestamps the data package and assigns a unique case record number. The MEP data packages plus other MEP health and performance data are transmitted to the CBP network and data center/cloud.

14) The MEP data package is ‘posted’ to the MEP queue in the control booth / NII control center.

15) A control booth / NII control center analyst is automatically assigned a MEP scan image in the order scanned, which triggers the analysis process.

16) The control booth / NII control center analyst provides a ‘red’ suspect referral or ‘green’ non-suspect release recommendation and annotates the preliminary decision in the Government system. The MEP operator/analyst annotates the image with overlay graphics to indicate the location of the anomaly if present.

17) If ‘red,’ the MEP scan image is available to agents for reference to perform follow on enforcement actions.

18) The truck driver is informed of the next step in the process by face-to-face interaction with a roving agent.

19) The agents complete the process and enter the final results into the Government system.

20) This use case ends when the truck driver either leaves the checkpoint area and proceeds to exit as a cleared load or is detained for further inspection.

MEP Use Case 2 - Seaport Inspection Scanning with booth / officer and IT integration but without RPM integration. Seaport may have RPM considerations needed and interference discussions (as stated in Configuration 1).

Use Case Steps

1) The truck with targeted sea container approaches the MEP System, is screened for oversize and diverted as required.

2) The truck advances and vehicle presence is detected at the first traffic control point as the truck enters into positive control by the TCS. Positive control of the traffic occurs at the point where conveyances proceed through the MEP system and are directed by lights, signage, control arms, and other measures.

3) The TCS sensors confirm that a ‘cleared to proceed’ condition exists by confirming an open traffic lane through the MEP Unit and clearance of the required post-scan area such that the conveyance fully transits the MEP in one continuous movement.

4) Upon receiving a ‘green light’ the truck begins transit through the MEP Unit.

5) The MEP System TCS light behind the active truck in the MEP turns red to stop the next shipment at the first traffic control point.

6) The truck continues to move through MEP Unit at the designated scanning speed.

7) The truck speed is detected, and visual feedback of speed is provided to the driver.

8) When the MEP Unit detects a truck entering the scanning system:

a. The sea container ID number on sides or back is read using the Optical Character Recognition (OCR) system.

b. After truck cab passes and when MEP Unit detects the start of the trailered sea container, MEP X-ray scans the container at high flux using alternating high / low energies.

Note: Scan of the cab is not performed in this use case. Seaport MEP Configuration 1 does not include RFID, LPR, QR, or UVBS equipment.

c. If truck stops within the MEP or advances at a speed that could potentially expose vehicle occupants to radiation dose above 25 µR per scan, MEP system stops scanning.

9) When MEP Unit detects that the truck has exited the scanning area, the MEP Unit stops X-ray scanning.

10) When the truck clears one complete truck / trailer length (approximately 100’) from the MEP, the MEP system TCS indicator reverts to green signaling the next truck to advance into the MEP.

11) The truck proceeds to a staging area to await image adjudication.

12) The MEP system creates and timestamps the data package and assigns a unique case number. The MEP data package plus other MEP health and performance data transmitted to the CBP network and data center/cloud.

13) The MEP scan image is ‘posted’ to the MEP analysis queue in the control booth / NII control center.

14) A control booth / NII control center analyst is automatically assigned a MEP scan image in the order scanned, which triggers the analysis process.

15) The control booth / NII control center analyst provides a ‘red’ suspect referral or ‘green’ non-suspect release recommendation and annotates the preliminary decision in the Government system. The MEP operator/analyst annotates the image with overlay graphics to indicate the location of the anomaly.

16) The officer in the staging area is informed of the analysis decision

17) If ‘green,’ the hold for NII inspection is cleared. The officer in the staging area directs the truck driver proceeds to the exit gate or returns the container to the storage yard.

18) If ‘red,’ the officer may do a quick inspection (e.g., tailgate) to clear the truck. If cleared, the ‘red’ referral is changed to ‘green’ and the officer in the staging area directs the truck driver proceeds to the exit gate or returns the container to the storage yard.

19) If the referral is not resolved, the truck is directed to the seaport Centralized Examination Station (CES) or other location for Secondary inspection.

20) This use case ends when the truck driver exits the examination area and proceeds to the exit gate as a cleared load, or the container is referred for Secondary inspection.

MEP Use Case 3 – Land Border POE with Pre-Primary or Post-Primary Scan Land border pre-primary or post-primary scanning with primary booth / officer and IT integration but without RPM integration. The use case provides a general description of CBP POE operations when scanning cargo at a land border crossing. This use case begins when a conveyance approaches the MEP Unit and enters the traffic control system at its first control point. Positive control of the traffic occurs at the point where conveyances proceed through the MEP system and are directed by lights, signage, control arms, and other measures. This use case ends when the conveyance is cleared for POE exit, or an anomaly is detected, and the conveyance is referred for further inspection.

Use Case Pre-Condition:

1) The MEP System is ready for operation and MEP operator / analyst(s) are present in a site control center. The primary booths are manned by primary officers.

2) The vehicle / conveyance is directed to the check-in kiosk and MEP by the traffic control system in pre-primary or post-primary.

Use Case Post Condition:

1) The conveyance is released and cleared for POE exit, and the results of the cargo processing are documented in the MEP system and the required Government systems, or

2) The conveyance is referred for Secondary inspection.

Use Case Steps:

1) Truck enters the POE, approaches the MEP System, is screened for oversize and diverted as required.

2) The truck otherwise advances to a “check-in” kiosk located in each entry lane before the MEP system outfitted with QR code, RFID and license plate read capability, to initiate the creation of a MEP data package and comes to a stop. (If no opt-out go to Step 5).

3) Alternately, the driver can choose to opt-out of MEP scanning. If so:

a. Before the MEP check-in kiosk, driver follows traffic control directional signage to maneuver the truck to an opt-out lane leading to a primary booth, passes through RPM and approaches primary officer. Any RPM alarms are sent directly to existing primary booth annunciator in the opt-out lane.

b. Alternately, if no opt-out lane is available, and wishes to opt-out of X-ray scan, driver communicates intentions to control center officer via kiosk audio/visual connection and MEP X-ray function is disabled. Balance of MEP scanning function still occurs.

c. Truck can be directed by primary officer to:

i another secondary non-drive-through X-ray system, or ii the secondary warehouse for manual processing, or iii POE Exit.

4) Truck presence is detected at kiosk; CBP GEN 2 DTOPS RFID tag is read if available, and front and rear license plates are automatically read. Driver presents QR code (if available) on either paper or smart phone to QR code reader.

RFID tag ID and user memory; QR code; and license plates are recorded.

5) If driver does not opt-out, the truck approaches the MEP system and vehicle presence is detected at the first traffic control point. If a previous truck is still transiting the MEP system, the approaching driver receives a red light from the TCS and stops.

6) The truck enters into positive control by the TCS.

7) The TCS sensors confirm that a ‘cleared to proceed’ condition exists by confirming an open traffic lane through the MEP Unit and clearance of the required post-scan area such that the conveyance fully transits the MEP in one continuous movement.

8) Upon receiving a ‘green light’, the truck begins transit through the MEP Unit.

9) The MEP System TCS light behind the active truck in the MEP turns red to stop the next conveyance at the first traffic control point.

10) The truck continues to move through MEP Unit at the designated scanning speed.

11) The truck speed is detected, and visual feedback of speed is provided to the driver.

12) When the MEP Unit detects a truck entering the scanning system:

a. The MEP Unit reads the front and rear license plates.

b. The MEP Unit reads the CBP DTOPS RFID tag EPC (memory bank #1) and user memory (memory bank #3) coded with ACE trip, date of arrival and license plate information, if equipped with an RFID reader.

c. A blanking signal is sent to the RPM(s) (if so equipped/configured).

d. The MEP Unit starts transmission X-ray scanning of cab with low energy / flux or reflective (back-scatter) X-ray scanning if so equipped.

e. If equipped, the MEP Unit UVBS starts capturing undercarriage back-scatter imagery.

f. When MEP Unit detects the start of trailer, MEP X-ray scans at high flux using alternating high / low energies.

g. If “start of trailer” is not detected, the entire truck is scanned at low energy / flux and a warning indicator is supplied to the MEP operator and analyst in the control center.

h. If MEP detects a second trailer, MEP X-ray scans the second trailer at high flux using alternating high / low energies.

i. If truck stops within the MEP or advances at a speed that could potentially expose vehicle occupants to radiation dose above 25 µR per scan, MEP system stops scanning.

13) When MEP Unit detects that the truck has exited the scanning area:

a MEP Unit stops X-ray scanning.

b MEP Unit stops capturing undercarriage UVBS imagery.

14) When the truck clears one complete truck / trailer length (approximately 100’) from the MEP, the MEP system TCS indicator reverts to green signaling the next truck to advance into the MEP. The MEP will be configurable to accommodate multiple trailers at sites which have the physical space to accommodate such loads.

15) The truck exits from positive traffic control upon fully exiting the MEP Unit.

16) The truck proceeds to next available primary booth, passing through an RPM for a given primary booth/lane. Any RPM alarms are sent directly to existing primary booth annunciator.

Note: The exact order of events (RPM scan vs MEP scan) and relative positioning of the RPM in relation to the MEP will be determined specifically for each site installation, with consideration given to eliminating RPM interference caused by the MEP X-ray.

Note: The process steps listed above are similar for post-primary MEP installation with the truck first encountering an officer in a primary booth and then proceeding to the post-primary MEP system. Following post-primary MEP scan, the truck proceeds to a staging lane where it awaits scan image analysis, officer adjudication and release / refer decision. The staging lane will have a kiosk supporting LPR, RFID and QR readers as well as audio-visual communications capability to identify the truck for the CBP control center analysts and allow communications with the driver.

17) The MEP System creates and timestamps the data package and assigns a unique case record number. The MEP data packages plus other MEP health and performance data are transmitted to the CBP network and data center/cloud.

18) The MEP data package is ‘posted’ to the MEP image queue in the site NII control center.

19) The NII control center analyst provides a ‘red’ suspect referral or ‘green’ non-suspect release recommendation and annotates the preliminary decision in the Government system. The MEP operator/analyst annotates the image with overlay graphics to indicate the location of the anomaly.

20) The NII control center analyst decision is communicated to the primary booth officer by the Government system.

21) When the truck approaches a primary booth, the primary booth officer enters tractor LP into the Government system, pulls up the ACE trip shipment record and reviews the MEP image analysis decision. Alternately, if available, the primary booth RFID / QR reader system will read the truck DTOPS RFID tag or QR code and automatically call up the ACE trip shipment record and the MEP image analysis adjudication. If the MEP scan image is not yet fully adjudicated by the control center officer, the primary officer receives a “pending” indication. The primary officer can await an analyst adjudication decision or send the “pending” truck to secondary.

22) The primary booth officer otherwise performs the normal primary inspection and makes the final decision on whether to release the shipment or refer for secondary inspection.

a. ‘Green’ non-suspect MEP data adjudications may be referred to secondary for other reasons at the primary booth officer’s discretion.

b. ‘Red’ suspect MEP data adjudication decisions must be sent to secondary.

Note: For post-primary MEP installation, the final release / refer decision is made by the control center analyst in coordination with the primary officer’s input.

23) If the conveyance is not referred to secondary, the truck is released.

24) This use case ends when the truck driver exits the POE or is referred for secondary inspection. Comment by RUSSO, JOHN A (CTR): May want to include a visual process workflow chart which depicts the Yes/No decisions and next steps. Comment by CHAR, RONALD K (CTR): Defer to DAPM Comment by MERLI, KAITLIN H (CTR): We will take this as a recommendation for future use in FRDs.

Functional Requirements Table 3 lists the major components of the MEP system. In addition to these major components the system includes associated ancillary hardware and software elements.

Table 3 MEP System Functional Components

Also not represented are various requirements associated with “Security and Privacy” - should those be added to this table?

Access Control Auditing Computer Identification & Authentication Printing Comment by CHAR, RONALD K (CTR): Added Comment by CHAR, RONALD K (CTR): Added MEP System Comment by CHAR, RONALD K (CTR): Updated Section 3.2 to add Security and Privacy and RAM to numbering