Air Cargo BAA.pdf

BROAD AGENCY ANNOUNCEMENT

70T04026BAA7573ACD

FOR

TRANSPORTATION SECURITY ADMINISTRATION (TSA)

FOR

AIR CARGO DETECTION INNOVATION AND

DEMONSTRATION

I. Introduction1

This request constitutes a Broad Agency Announcement (BAA) as contemplated in Revolutionary FAR Overhaul (RFO) Federal Acquisition Regulation (FAR) 6.102(d)(2) and 35.102, further referred to in this document as “BAA.” A formal Request for Proposal (RFP), other solicitation, or additional information regarding this announcement may not be issued.

II. Purpose

The purpose of this BAA is to identify, assess, and demonstrate innovative air cargo detection, screening, mitigation, and resilience capabilities that may improve security effectiveness and operational efficiency across Transportation Security Administration (TSA) regulated, industry-operated air cargo environments.

Through this BAA, TSA seeks to improve its understanding of existing and emerging market capabilities, including technologies, software, algorithms, operator-assist tools, data-enabled approaches, and integrated concepts of operations that can complement or enhance current cargo screening processes. TSA is particularly interested in solutions that can be demonstrated in controlled, operationally representative, or live cargo environments and that may support faster response to evolving threats without degrading cargo flow.

The end goal of this BAA is to generate objective, decision-useful evidence that can inform future TSA requirements, testing, standards, acquisition strategies, operational evaluations, and collaboration with regulated air cargo stakeholders. Successful demonstrations of vendor solutions may help TSA determine whether a capability merits additional testing, live operational assessment in parallel with existing screening processes, further development, transition to a capability owner, or other appropriate next steps.

III. Executive Summary

This effort aims to advance TSA’s commitment to modernize transportation security through innovation, advanced technology, operational excellence, and stronger public-private partnership.

That commitment is especially important in air cargo, where screening is conducted by TSA-regulated private-sector entities rather than operated directly by TSA, and where industry has expressed strong interest in working with TSA to develop cargo-specific screening capabilities that keep pace with emerging threats and operational demands. Because cargo screening depends on a distributed private-sector marketplace, TSA seeks, through this BAA, to strengthen the demand signal for mature, practical, and purpose-built solutions.

The TSA is seeking innovative, industry-informed solutions to advance the next generation of air cargo security screening and threat detection. The rapid evolution of the global air cargo supply chain, growth in cargo volumes, increasingly complex commodities and packaging, and evolving threat environment require TSA to accelerate detection capabilities that strengthen security while preserving the efficiency and resilience of the Nation’s air cargo system.

The objective is not to acquire a new detection technology, but to establish a government-industry partnership model for accelerating security innovation. TSA seeks solutions that can improve detection effectiveness, increase operational efficiency, reduce screening burdens, support risk-based security, and remain viable across varied regulated air cargo environments. TSA is particularly interested in approaches that can complement, enhance, or integrate with existing industry-operated screening capabilities, including X-Ray systems (multi-view X-Ray, Computed

1 In this document, citations to Revolutionary FAR Overhaul (RFO FAR) are citations specifically to the applicable Federal Acquisition Regulation (FAR) Class Deviation, which was issued as part of the RFO, which was implemented in response to Executive Order 14275, Restoring Common Sense to Federal Procurement, signed April 15, 2025.

Tomography), explosive detection systems, explosive trace detection, canine screening, and related cargo screening workflows, without degrading current operations. Approaches should also consider future state next-generation capabilities, where equipment may have a smaller footprint.

Ultimately, TSA seeks to partner with industry to develop and incentivize next-generation air cargo detection capabilities, strengthening national security while preserving the speed, efficiency, and competitiveness of the U.S. air cargo system.

III. Air Cargo Detection Overview

This BAA establishes a focused opportunity for Vendors to submit innovative technical solutions for demonstration that may enable TSA and operators to improve air cargo screening, close capability gaps, and accelerate adoption of effective detection capabilities and encourage foreign partners to do the same overseas.

TSA is particularly interested in solutions that can be evaluated in a controlled laboratory environment and, where appropriate and authorized, progressed toward an operationally representative or regulated air cargo environment. The Government is not presupposing a single technical approach, technology modality, or operational concept. Solutions should account for the diversity of existing air cargo screening environments in the U.S. and abroad, including facilities with limited space, varied equipment inventories, high-volume operations, time-sensitive commodities and/or healthcare shipments, large freight or palletized cargo, and environmental conditions such as open warehouse doors, temperature variation, dust, wind, and other real-world cargo facility constraints.

The global air cargo sector is facing a highly complex and evolving threat landscape, marked by a resurgence of traditional hazards and increasingly sophisticated sabotage techniques. State and non-state actors are actively exploiting vulnerabilities in global logistics and supply chains. Threat vectors, such as improvised incendiary devices, chemical, biological, radiological, and nuclear threats, and improvised explosive devices present unique operational and detection challenges.

Cargo screening environments present a distinct operational challenge because they must account for high throughput demands, diverse commodity types, complex packaging, dense or heterogeneous shipments, layered logistics networks, and the need to minimize disruption to lawful commerce while maintaining strong security outcomes. Cargo may include time-sensitive perishables and/or healthcare shipments, dangerous goods, industrial chemicals, auto parts, vehicles, aircraft parts, consumer goods, pharmaceuticals, animals, aircraft parts, and other commodities that may require different and often unique screening methods, alarm resolution approaches, or handling considerations.

Current cargo screening approaches may be constrained by limited visibility into dense or heterogeneous shipments, difficulty distinguishing benign materials from threat-relevant signatures, and operational limitations associated with cost, footprint, processing speed, alarm resolution, and integration into existing screening workflows. In some cargo environments, large screening systems may not fit within available space, may not accommodate certain palletized or oversized cargo, or may create maintenance, contingency, and throughput challenges when equipment is unavailable. These constraints can create risk in environments where cargo must be assessed rapidly, consistently, and with sufficient confidence to support timely security decisions.

TSA is interested in capabilities that can enhance detection, characterization, decision support, and mitigation of concealed threats without requiring unnecessary unpacking, excessive manual inspection, or significant degradation of cargo flow. TSA is also interested in capabilities that can be updated, acquired, scaled, or deployed rapidly by air cargo operators when new threat information becomes available, including software, algorithm, library, sensor, canine, or operator-assist approaches that reduce the time between threat identification and fielded mitigation. TSA is also interested in complementary mitigation and resilience capabilities that help operators respond to, contain, isolate, recover from, or maintain cargo flow following identification or activation of a threat, including capabilities that support contingency operations and continuity of screening. The intended outcome is a demonstrated capability or integrated concept of operations that reduces risk in air cargo while preserving efficient cargo movement.

IV. Scope

This BAA is focused on demonstrations that generate objective, decision-useful evidence regarding detection effectiveness and operational performance. Desired outcomes include:

• Measurable improvement in detection or characterization of threat-relevant materials, components, configurations, signatures, or anomalies.

• Reduced false alarms and improved discrimination between benign cargo and items requiring further inspection.

• Effective performance across varied cargo types, packaging densities, and highly varied operational conditions.

• Rapid, repeatable screening suitable for various operational cargo environments.

• Improved operator decision support, including interpretable alerts and actionable outputs.

• Compatibility with existing or emerging screening systems, processes, data architecture, or operational workflows to better facilitate rapid, scalable deployment of new capabilities to detect previously unidentified threats.

• Identification of technical, operational, regulatory, cybersecurity, safety, privacy, and integration considerations before broader deployment or qualification decisions.

• Determination of whether a capability merits additional development, testing, operational evaluation, or other transition activity.

• Lessons learned may inform future modernization efforts.

Participation in a BAA demonstration does not constitute TSA qualification, certification, approval, or authorization for operational use.

V. Capability Areas of Interest

The following seven (7) capability areas for submissions are established under this BAA. Vendors should consider the full scope of applicable people, processes, technology, operational constraints, cybersecurity, privacy, safety, lifecycle sustainment, and regulatory considerations as part of the proposed solution.

Vendors must clearly identify the one (1) capability area of interest most applicable for their submitted solution(s). Vendors may submit solutions to multiple capability areas however; vendors must clearly identify the capability area each solution is in response to. Solutions that address multiple capability areas must identify the capability area with the highest level of applicability, as determined by the Vendor. The capability areas of interest are as follows:

A. Detection and Characterization

Capabilities that improve detection, identification, or characterization of threat-relevant materials, components, configurations, signatures, or anomalies concealed in cargo. This may include imaging, non-imaging, trace, chemical, biological, materials-based, canine-enabled, sensor fusion, or other approaches.

B. Automated Analysis and Decision Support

Capabilities that use automated image or signal analysis, artificial intelligence, machine learning, anomaly detection, algorithmic decision support, or other analytic tools to assist operators, improve consistency, reduce cognitive burden, and provide interpretable, actionable screening outputs. TSA is interested in third-party algorithms, operator-assist tools, automated threat recognition, software updates, and adaptable threat libraries that can enhance existing screening equipment and be deployed more rapidly as threats evolve.

C. Alarm Resolution and Discrimination

Capabilities that improve discrimination between benign cargo and items requiring further inspection, reduce false alarms, support more efficient alarm resolution, and limit the need for unnecessary unpacking or manual inspection. Solutions should consider cargo-specific alarm resolution challenges, including dense shipments, mixed commodities, lawful dangerous goods, perishables, fragile or otherwise sensitive cargo that may be easily damaged, and cargo that cannot be easily unpacked, delayed, or reconfigured.

D. Operational Integration and Throughput

Capabilities that can operate effectively across varied cargo types, packaging densities, and operational conditions while supporting rapid, repeatable screening; reasonable footprint, cost, and maintenance requirements; and compatibility with existing or emerging cargo screening workflows. TSA is particularly interested in scalable, mobile, modular, lower-footprint, and lower-cost approaches that can support high-volume warehouse operations, large or palletized freight, limited facility space, extreme temperatures, safe screening of lawful hazardous or otherwise caustic materials, and contingency operations when primary screening equipment is unavailable.

E. Risk-Based and Data-Enabled Screening

Capabilities that use data, analytics, risk indicators, or integrated information sources to support better allocation of screening resources while maintaining or improving security outcomes.

Solutions may include approaches that improve risk identification for undeclared, anomalous, or higher-risk cargo; support better matching of screening methods to commodity type; or leverage available shipment, screening, or operational data consistent with applicable privacy, cybersecurity, and information-handling requirements.

F. Interoperability and Open Architecture

Capabilities that can integrate with current TSA-approved air cargo screening processes, TSA-approved industry-operated screening equipment or canines, applicable data environments, reporting mechanisms, or interfaces, and that support future scalable and time-critical upgrades, modularity, common data standards, and reduced vendor lock-in.

G. Vendor-Identified Air Cargo Challenge

A Vendor may propose a solution addressing a significant air cargo security challenge not captured above. The Vendor should define the problem, explain the cargo security mission impact, and describe how the proposed solution could be demonstrated and potentially integrated into existing TSA-approved technology or canine screening processes.

VI. Vendor Eligibility

TSA has no limitations concerning who may submit a solution under this BAA. TSA recognizes the breadth of solutions that may necessitate innovative air cargo solutions may require unconventional teaming arrangements. Individuals or organizations may partner with technology companies, equipment manufacturers, air carriers, indirect air carriers, certified cargo screening facilities, logistics providers, research organizations, laboratories, system integrators, or other appropriate entities.

All submissions shall clearly identify the primary Vendor point of contact and proposed team members. Eligible Vendors must be registered in SAM.gov.

VII. Submission Process

Vendors shall submit a White Paper describing the proposed solution and demonstration approach.

TSA may subsequently request a Vendor Pitch and may select eligible solutions for demonstration.

The process is intended to permit TSA to rapidly evaluate market capabilities while retaining flexibility regarding the number, type, and sequencing of demonstrations. TSA may request additional information during evaluation to clarify technical maturity, demonstration feasibility, cost, safety, cybersecurity, regulatory considerations, or other relevant matters.

A. Questions

Questions concerning this BAA, including content and submission process questions, shall be submitted to TSA.Innovation@tsa.dhs.gov no later than October 29, 2026. Vendors shall not include classified information or Sensitive Security Information, as defined in 49 CFR part 1520, in questions submitted through ordinary channels. If a question requires classified information or SSI, Vendors shall contact TSA.Innovation@tsa.dhs.gov for further instructions. Contractual questions may be answered through an amendment posted on SAM.gov. Technical questions may be answered directly to the requester, as appropriate.

B. Vendor Response Procedure

Vendors should clearly state whether the proposed solution is intended to replace, complement, augment, or integrate with existing cargo screening capabilities. Vendors should also identify the operational setting for which the solution is best suited, including facility type, cargo size or configuration, commodity considerations, throughput assumptions, environmental constraints, and any dependency on TSA, industry, or third-party systems. Vendors should also address operational fit, including compatibility with existing screening equipment and workflows, maintenance or downtime impacts, scalability, and the ability to rapidly update or deploy mitigations as new threats emerge. Submissions should be sent via email to TSA.Innovation@tsa.dhs.gov with subject line “Air Cargo BAA 70T04026BAA7573ACD Submission” in accordance with the deadlines mentioned in section VII. H.

C. Step 1: White Paper Submission

In order to submit to TSA’s BAA, solution providers shall submit a “white paper” response describing the proposed solution. The white paper responses may take one (1) of three (3) formats:

• Traditional Paper: White paper of no more than five (5) pages, not including a cover page.

• Slide Deck: Slide deck presentation of no more than ten (10) slides

• Video Submission: Video of no more than seven (7) minutes describing or demonstrating the proposed solution. Videos must be submitted with an accompanying transcript.

Vendors may submit a technical addendum of no more than (2) two pages. The addendum should provide supporting technical information, such as measurements, test results, certifications, mailto:TSA.Innovation@tsa.dhs.gov mailto:TSA.Innovation@tsa.dhs.gov mailto:TSA.Innovation@tsa.dhs.gov detection rates, throughput, environmental constraints, or other relevant operational information.

The addendum should be primarily technical or quantitative and does not replace the required solution description.

Each submission, regardless of format, should address the following elements:

• Company Information: Company name, Unique Entity Identifier, business size, and brief description of current or past involvement with TSA, DHS, or other government entities.

• Company Point of Contact: Name, telephone number, and email address.

• Executive Summary: Brief description of the solution, proposed demonstration, and expected mission impact.

• Solution Description: Description of the proposed technology or capability, applicability to TSA’s air cargo mission, expected impact, and relevant Technology Readiness Level.

• Capability Area: Identification of the primary capability area addressed.

• Solution Performance: Existing deployments, pilots, testing, certifications, performance results, and relevant independent evaluations.

• Solution History with TSA/DHS: Prior submissions, demonstrations, testing, evaluations, or other collaboration with TSA, DHS, government laboratories, or other government entities.

• Technical Details: Relevant system characteristics and limitations, including dimensions, weight, power, throughput, detection performance, false-alarm performance, environmental constraints, data outputs, scalability, ability to update detection capabilities (especially in response to a time-critical threat environment) and integration requirements, as applicable.

• Cybersecurity/IT Overview: If applicable, describe current cybersecurity posture and any known TSA/DHS information technology requirements or dependencies.

• Demonstration Feasibility, Rough Order of Magnitude and Lifecycle Cost Consideration: Describe how the solution can be demonstrated and provide a ROM for direct demonstration costs. The ROM should separately identify equipment transportation, vendor labor, travel, materials, configuration, testing, and other anticipated costs. Vendors should also identify, to the extent available, estimated costs to acquire, deploy, operate, maintain, and sustain the capability beyond the demonstration phase, including any significant operations and maintenance cost drivers or deployment constraints.

• Demonstration Goals: Identify measurable goals for TSA and the Vendor.

• Metrics and Evaluation Approach: Identify proposed performance measures and how data will be collected and analyzed.

• Transition Considerations: Identify potential pathways from successful demonstration to additional testing, operational evaluation or other appropriate next steps, including potential testing in a live TSA-regulated, industry-operated cargo environment in parallel with existing screening processes or mechanisms, where appropriate. Vendors should describe any anticipated coordination with cargo operators or other regulated stakeholders that may be needed to support such testing.

TSA reserves the right to select all, some, or none of the White Page submissions based on applicability to the TSA mission priorities and TSA availability of resources. TSA will provide written notification to Vendors in a White Paper Decision Letter as to the status of their White Page submission. Vendors selected to move forward to the Vendor Pitch will receive instructions to include the date and time of their presentation and relevant details.

D. Step 2: Vendor Pitch

TSA may select specific Vendor solutions to advance in the selection process by requesting a presentation or “Vendor Pitch.”

The purpose of the vendor pitch is to provide additional details regarding the proposed solution, technical maturity, demonstration plan, risks, costs, and transition potential. Additionally, pitches provide vendors with an opportunity to directly engage in question and answer about the solution with TSA reviewers.

The Vendor Pitch shall be no longer than 15 minutes, with an additional 15 minutes allocated for questions and answers with the TSA reviewers. Timing will be strictly enforced, and presentations will be cut off after 15 minutes have elapsed. Vendor pitches will take place either in person at TSA Headquarters or via MS Teams.

Vendors may use a slide deck of no more than ten (10) slides to aid in the presentation if desired, though this is not required. Any supplementary slide deck to be used must be submitted to TSA at TSA.Innovation@tsa.dhs.gov five (5) business days in advance of the presentation.

The Vendor Pitch shall address elements of the submitted solution, including but not limited to:

• Solution description

• Plan for demonstrating the submitted solution at the test facilities and in a live airport environment, including the Concept of Operations

• Solution maturity and any past testing results or other content to justify TRL level

• Proposed demonstration readiness and schedule with key milestones

• Risks and appropriate mitigations for demonstrating the solution

• Relevance of the solution to TSA’s mission and for addressing capability gaps

Vendors should be prepared to answer technical and scientific questions about the submitted solution during the Vendor Pitch.

E. Step 3: Review of Vendor Responses

TSA will review the White Paper submissions and Vendor Pitches, as applicable. TSA shall determine if Vendor Solutions meet the following key review criteria, which may result in TSA’s approval to demonstrate the submitted solution. The ability to demonstrate the submitted solution is at the discretion of TSA:

• Mission Alignment: Importance, relevance, and timeliness of the proposed approach to TSA’s air cargo security mission and identified capability gaps.

• Detection and Security Impact: Potential to improve detection effectiveness, reduce risk, or provide a meaningful complementary security capability.

• Operational Impact: Potential to improve throughput, efficiency, scalability, maintainability, or ease of integration within regulated air cargo operations.

• Technical Maturity: Evidence that the proposed solution is sufficiently mature to support the proposed demonstration.

• Demonstration Feasibility: Ability to demonstrate the solution within the proposed schedule, environment, and resource constraints. Vendors whose solutions are selected should be prepared to provide TSA with a system for pre-demonstration assessment no later than 90 days after selection.

• Evaluation Quality: Ability to generate credible, measurable, and decision-useful performance data.

• Vendor Capability: Relevant technical, operational, manufacturing, support, and demonstration experience.

• Resources and Cost: Reasonableness of the proposed demonstration approach and direct costs.

• Transition Potential: Potential for the solution to inform future qualification, acquisition, deployment, policy, or standards decisions.

Submissions may be reviewed by TSA stakeholders, DHS personnel, Government support contractors, independent technical experts, or other appropriate parties for purposes of understanding market capabilities and evaluating potential solutions. Any sharing of protected information will be subject to applicable nondisclosure and information-handling requirements.

TSA will notify the vendors about the evaluation outcome via email after the Vendor Pitch.

F. Procurement Instrument

Vendors shall provide White Papers, Vendor Pitches, and development of solutions at their own expense. TSA is not responsible for any costs incurred by the Vendor as a result of the BAA submission.

TSA intends to enter into agreements with eligible Vendors whose solutions are selected for demonstration. Eligibility for an agreement generally requires submission of a responsive White Paper, advancement through any requested Vendor Pitch, and TSA approval to demonstrate the proposed solution.

If TSA determines that an agreement is appropriate, TSA may enter into an agreement with funding or at no cost to the Government, as determined by the TSA Contracting Officer and subject to applicable authority, appropriations, and terms.

Where funding is provided, the agreement will identify the authorized scope of work, allowable costs, funding ceiling or other applicable funding terms, deliverables, schedule, Government and Vendor responsibilities, data rights, intellectual property provisions, security requirements, and other applicable terms and conditions. The existence of this BAA does not obligate TSA to fund any submission or demonstration and does not create an entitlement to reimbursement.

The procurement instrument type will be determined by the TSA Contracting Officer at the time of award. TSA’s intent is to enter into agreements, including but not limited to bailment agreements, other transaction agreements, and memorandums of agreement, at no cost to the Government. TSA may decide on a case-by-case basis to award contracts to support the proof of concept and assessment of innovative solutions which may result in a request for additional information.

G. TSA Support and Industry Participation Incentive

TSA recognizes that participation in a government technology demonstration can impose costs on Vendors that would not otherwise be incurred in ordinary commercial operations. To encourage participation by capable technology providers and regulated air cargo stakeholders, TSA may provide funding, subject to applicable law, availability of appropriations, and the terms of the resulting agreement, for costs directly attributable to the approved TSA demonstration or collaboration.

Potential funding is intended to reduce the incremental cost of doing business with TSA for the specific demonstration, not to subsidize ordinary commercial operations, product development unrelated to the demonstration, or costs that would have been incurred absent TSA participation.

To lower barriers to participation, TSA may provide funding, subject to the availability of appropriations and the terms of any resulting agreement, for reasonable, allowable, and allocable costs directly associated with an approved demonstration. TSA may also provide access to relevant test environments, technical information, requirements, subject-matter expertise, test planning, and feedback needed to support a meaningful evaluation.

This BAA is not intended to fund general product development. Any funding provided will be limited to authorized costs directly associated with an approved demonstration or collaboration and does not obligate TSA to fund further development, procurement, qualification, or deployment.

H. Submission Schedule and Due Dates

• Questions due: 10/29/2026 o Must be submitted via email to TSA.Innovation@tsa.dhs.gov

• White Paper Submission due:

o BAA will be open until 10/29/2027 with three submission windows:

Window 1: 01/15/2027 Window 2: 5/15/2027 Window 3: 10/29/2027 o Submitted via email to TSA.Innovation@tsa.dhs.gov

VIII. Disclaimer, Conflicts, Data Rights, and Information Handling

The following provisions apply to this BAA and any resulting proof-of-concept activity.

Demonstrations are government-led, finite-duration activities and do not constitute formal test and evaluation, qualification, certification, approval, authorization for operational use, permanent deployment, or a commitment to procure.

This BAA is issued for information and planning purposes only and does not constitute a solicitation. The Government will not return or pay for any information provided in response to this announcement; no basis for a claim against the Government shall arise as a result from a response to this notice or Government use of any information provided. Responders are solely responsible for all expenses associated with responding to this announcement.

The TSA will not issue paper copies of this announcement. The TSA reserves the right to award all, some or none of the submissions received in response to this BAA. Contracts based on responses to this BAA are considered to be the result of full and open competition and in full compliance with the provisions of Public Law (PL) 98-369, “The Competition in Contracting Act of 1984.”

A. Federal Civil Rights Compliance Solution providers should ensure that submissions promote Federal Civil Rights Compliance.

Solutions should ensure access and equal opportunity as required by Section 504 of the Rehabilitation Act, 6 C.F.R. Part 15, and DHS Directive No. 065-01 (Sept. 25, 2013) and DHS Instruction No. 065-01-001 (Mar. 13, 2015) for individuals with disabilities, and to improve screening of headwear and hair in compliance with Title VI of the Civil Rights Act.

B. Standalone Capabilities of Proposed Solutions Due to legal and operational limitations, TSA does not provide connectivity to sensitive TSA databases (e.g., Secure Flight) for the purposes of solution proof of concept. As such, solution providers should note that their proposed solutions must be standalone, non-network-based solutions for consideration and acceptance by TSA.

C. Data Rights Data rights to be obtained by the Government shall be negotiated under an awarded procurement instrument after solicitation. By submitting a response to this BAA, prospective vendors grant to the Government an exclusive right to use and distribute all data produced through any proof of concept of a vendor’s proposal.

All data collected during the proof of concept and prior testing will be made available to vendors.

TSA reserves the right to retain and analyze any data collected during the proof of concept or testing of the equipment for TSA purposes. All data and information collected during the proof of concept or testing will be treated by TSA as proprietary company information. The vendor grants TSA and TSA affiliates the right to use any comments, test results, and other information regarding the equipment as given to TSA by vendor.

D. Treatment of Information Vendors selected to participate in a live proof of concept understand that the uses and treatment of information TSA shares must be afforded protection from disclosure to third parties to the extent permissible under the Freedom of Information Act (FOIA), 5 U.S.C. § 552, subject to disclosure restrictions contained in the Privacy Act (PA), 5 U.S.C. § 552a, and any other applicable laws.

Selected vendors understand and agree that all records and data upon selection will be handled in accordance with the requirements for handling Sensitive Security Information (SSI) under 49 U.S.C. § 114(r) and 49 C.F.R. part 1520. All selected vendors will receive, and must comply with, the current guidelines for handling SSI and for any updates made in the future.

Selected vendors understand and agree that they shall take appropriate measures to protect proprietary, privileged, Classified, and Sensitive but Unclassified information that may come into their possession as a result of their selection. Nothing shall limit TSA's ability to share information within DHS to those components/employees that have a 'need to know' the information in the performance of their official duties.