Attachment 2 MEP FRD.pdf

MEP System Functional Requirements Document (FRD)

August 2020 Version 1.00

Developed by:

Customs and Border Protection (CBP) Office of Field Operations (OFO)

Cargo and Conveyance Security (CCS) Non-Intrusive Inspection Division (NIID)

U.S. Customs and Border Protection

Validation Page

Submitted by:

Garret K. Reinhart, Large Scale Branch Chief Non-Intrusive Inspection (NII) Division Cargo and Conveyance Security – OFO

Date

Endorsed by:

Christopher Sullivan (LBA) Non-Intrusive Inspection (NII) Division Cargo and Conveyance Security - OFO

Larry Fluty, Executive Director (LTA Non-IT) Laboratories and Scientific Services Directorate Office of Operations Support (OS)

Sonny Bhagowalia, CIO (LTA IT) Deputy Assistant Commissioner Office of Information and Technology (OIT)

Approved by:

Archie L. Williams, Jr. (APM) Acquisition Program Manager Non-Intrusive Inspection (NII) Program Cargo and Conveyance Security - OFO

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

Table 1: Revision Table Version Date Location Description

1.0 8/14/19 Initial Draft

1.1 1/23/20 Edits from vendor response to draft

RFP

1.2 4/30/20 Edits – SOW reconciliation

1.3 8/10/20 Final Edits

Contents 1 Multi-Energy Portal (MEP) System Functional Requirements (FRD)

1.1 Introduction

1.2 Mission Needs Statement (MNS) Gaps

2 MEP Configurations

3 MEP Use Cases

3.1 Baseline MEP Use Case – Land Border POE Post-Primary / Secondary and Seaport

3.1.1 Baseline Post-Primary / Secondary Land Border Inspection Use Case Steps 8

3.1.2 Baseline Seaport Inspection Use Case Steps

3.2 Configuration 1 MEP Pre-Primary Scan Inspection Use Case:

3.3 Configuration 2 MEP Pre-Primary Scan Inspection Use Case:

4 Requirements

4.1 Thresholds and Objectives

4.2 Functional Component Descriptions

4.3 MEP System Performance Requirements

4.3.1 The MEP System

4.3.2 MEP Unit

4.3.3 Traffic Control System (TCS)

4.3.4 NII Control Center

4.3.5 IDP File Manipulation

4.3.6 MEP Interfaces

4.3.7 Non-Functional Requirements

4.3.8 Environmental Requirements

4.3.9 Computers

4.3.10 Computer Security

4.3.11 Identification and Authentication

4.3.12 Access Control

4.3.13 Auditing

4.3.14 Printing and Scanning

1 Multi-Energy Portal (MEP) System Functional Requirements (FRD)

1.1 Introduction

The Multi-Energy Portal (MEP) Functional Requirement Document (FRD) principal drivers are the NII Program Mission Needs Statement (MNS) and the MEP Use Cases, with input from CBP Officers and program lessons learned procuring legacy NII X-Ray systems. In addition, functional and performance requirements were derived from MEP system market research, analysis and evaluation of various commercial NII system offerings and ongoing Technology Demonstrations which are deploying integrated MEP systems at a number of CBP POE’s. This FRD discusses the MEP use cases for CBP Officers inspecting cargo vehicles arriving at northern and southern land border Ports of Entry (POE) throughout the U.S. as well as seaport POE and U.S. Border Patrol checkpoints. The MEP production acquisition contract will support both near term acquisition of MEPs for traditional secondary style NII deployments under current NII program authorities as well as future MEP acquisitions for fully integrated, pre-primary-deployed systems under future NII Integration Program authorities.

CBP’s Office of Field Operations (OFO) secures the orderly flow of people and goods into and out of the US, while facilitating legitimate trade and travel. CBP Officers must screen all incoming persons and inspect targeted vehicles 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 US. CBP Officers also detect and intercept foreign nationals illegally making entry into the U.S. These foreign nationals are often persons deemed inadmissible by the Immigration Naturalization Act (INA) and wanted by domestic and international law enforcement. In addition, CBP Officers safeguard U.S. agriculture from harmful animal, fruit, and vegetable diseases and foreign invasive pest species not currently in the U.S.

Historically, NII scanning operations are conducted in POE secondary, on targeted shipments or by random selection and at the discretion of the primary officer. The previously-deployed systems are not integrated with the CBP IT infrastructure. Typically, the percentage of incoming cargo traffic scanned by an NII system is at most 15-18% at most ports with many POEs at much lower percentage. In the future, CBP plans to deploy drive-through X-ray systems such as the MEP, where the driver and passengers can safely remain in the vehicle during the X-ray scan, allowing much higher scanning throughput. MEP deployments will begin as stand-alone systems in POE post-primary or secondary but will later expand to POE pre-primary. Future, pre-primary and secondary MEP deployments will be fully integrated with CBP IT infrastructure, including CBP network, data center, law enforcement applications and databases.

This FRD covers several different MEP configurations and Concepts of Operation (CONOP).

1.2 Mission Needs Statement (MNS) Gaps

Table 2 NII Mission Needs Statement Gaps are the NII Gaps to be addressed by the MEP system.

Table 2 NII Mission Needs Statement Gaps # Gap Description Type

1 NII Systems Integration

CBP NII imaging systems are currently not integrated with Radiation Detection Equipment (RDE), the CBP network, data center, local operational command centers nor CBP information technology enforcement applications and databases. Standalone NII large-scale systems do not support automated, efficient data exchange or real-time targeting, do not provide a consolidated threat picture for operators and do not support remote performance monitoring and system maintenance. By themselves, RPM’s are limited in detecting radiation from well-shielded weapons or radioactive material – such threats must also be scanned for anomalies by an NII imaging system to improve threat detection.

Material

Primary NII Image Scanning

Capability / Capacity

Currently, NII image scanning is largely a secondary or targeted inspection process. Various operational vectors, including land border Privately Owned Vehicle (POV), truck cargo, seaports, mail, express consignment cargo, and air freight, do not perform NII scanning on a large percentage of incoming traffic / containers. The NII Program must identify and employ new, more efficient technology systems and associated CONOPs, which can offer an opportunity to greatly increase scan rates in these vectors without increasing wait times.

Material

Adaptation to

New Technology and CONOP

Newer Commercial-Off-The-Shelf (COTS) NII technologies have the potential to improve capabilities and greatly increase NII scanning rates using enhanced CONOPS in pre-primary or primary inspection environments. POE facility space, layout and infrastructure is often not designed or built to accommodate these new technologies or enhanced

CONOPS.

Material Facilities

Aging and

Obsolete NII Equipment

Many fielded systems, approximately 27 percent of the large-scale and 35 percent of small-scale NII systems, are in need of lifecycle replacement as they have exceeded the vendor defined service life or are already functionally obsolete.

Material

Chemical, Biological, and

Explosive Detection Equipment

There is a lack of NII equipment capacity and capability to detect chemical, biological, and explosive threats and hazards. Additionally, the infrastructure and physical space at many POEs is insufficient to deploy and operate CBE detection systems.

Material Facilities

2 MEP Configurations 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 a pre-primary inspection use case or post primary / secondary inspection use case. Control stations may be single operator workstations networked with a single MEP for a small port or multiple portals multiplexed to multiple workstations in a large port to facilitate a high MEP vehicle throughput.

MEP configurations include the following:

• The baseline configuration will be a land POE post-primary / secondary or seaport configuration on a private (MEP LAN) network, isolated from the CBP network. This may employ a control booth adjacent to the MEP system or a site control center where

MEPs at different locations are connected to accommodate multiple MEP operator and analyst workstations. This configuration includes a Traffic Control System.

• Configuration one (1) is a land POE pre-primary MEP system installation in concert with existing primary inspection booths, (or secondary installation as described in the baseline configuration), integrated with the CBP network, CBP IT data center, ARDIS database, law enforcement applications and a site control center. It includes a Traffic Control System. RPM’s are not integrated with the MEP, other than potentially a MEP blanking function, and RPM alarms are communicated to the primary officer as they are presently.

RPM alarm adjudication is unchanged from current process. Future integration of facial recognition biometric technology is anticipated in a future configuration update.

• Configuration two (2) is the same as Configuration 1 with the primary booth / officer removed and replaced by the control center officer / analyst working remotely as a virtual primary officer. RPM’s are integrated with the MEP system and RPM data is added to the MEP IDP. In addition, it includes the addition of “staging lanes” where vehicles must queue post-MEP and wait for their NII data package adjudication result and further CBP officer direction to proceed either to secondary or POE exit. Future integration of facial recognition biometric technology is anticipated in a future configuration update as part of the staging lane system installation.

3 MEP Use Cases

These CONOPs are presented as a general reference point for Land Border and Seaport POEs.

The specifics of the CONOPs will depend on each POE’s specific layout and constraints and modified accordingly. The process steps for “X-Ray Opt Out” and control center analyst functions are included within the inspection use cases.

3.1 Baseline MEP Use Case – Land Border POE Post-Primary / Secondary and Seaport

The use case provides a general description of port of entry CBP operations when scanning cargo at a land border crossing in post-primary, secondary or at a seaport. This use case begins when a shipment / conveyance is directed to / approaches the MEP Unit and enters the traffic control system at its first control point. This use case ends when the shipment / conveyance is cleared for POE exit or the shipment is detained for a violation or detection of contraband. There is no integration with CBP IT infrastructure.

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 the primary officer (land border) or based on targeting (seaport).

Use Case Post Condition:

1. The shipment 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. CBP detains shipment due to violation or detection of contraband and investigates.

3.1.1 Baseline Post-Primary / Secondary Land Border Inspection Use Case Steps

1) While at primary booth or in secondary, the driver will indicate whether they will “Opt Out” of X-ray scan. If so, at CBP officer’s discretion:

a. CBP officer can drive truck through MEP, or

b. Truck can be directed to another non-drive-through X-Ray system in secondary, or

c. Truck can be directed to secondary warehouse for manual processing

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 triggers a vehicle presence sensor at the first traffic control point. If a previous shipment is still transiting the MEP system, the driver approaching the MEP receives a red light from the Traffic Control System (TCS) and stops.

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

5) 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.

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

7) 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.

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

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

10) 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. The MEP Unit captures any CBP DTOPS Radio Frequency Identification (RFID)

DTOPS tag EPC (memory bank #1) and user memory (memory bank #3) coded information including Automated Commercial Environment (ACE) trip number, date of arrival and plate information. (Gen 2 RFID: ISO-18000-63 version 2 specification, Information Technology - Radio Frequency Identification for Item Management - Part 63 with EPC Global / GS 1 GDTI-96 tag format)

c. The MEP Unit captures Quick Response (QR) coded with ACE trip number, date of arrival and plate information.

d. 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 Under Vehicle Backscatter System (UVBS) starts capturing undercarriage back-scatter X-ray 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 booth /NII 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 µrem per scan, MEP system stops scanning.

Note: RFID, QR and LPR systems may otherwise be configured as a pre-MEP scan “early-read” kiosk, to initiate the creation of a MEP Integrated Data Package (IDP).

11) 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.

12) 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.

Note: Each site will potentially have constraints so far as the allowable length of truck / trailer, including the potential for multiple trailers towed by a single tractor. The assumption here is that only single trailers will be pulled through the MEP. The MEP should be configurable to accommodate multiple trailers at sites which have the physical space to accommodate such loads.

13) The truck proceeds to secondary staging area to await adjudication of images. Traffic controls direct the truck’s movement and where to stop. The truck stops as directed adjacent to a kiosk, capable of reading RFID, License Plate Reader (LPR) and QR code or otherwise allowing two way audio and one way video exchange between the control booth / NII control center CBPO and the driver.

14) The MEP System creates and timestamps the IDP, and assigns a unique case record number, which forms the triggering information for the ACE trip record, associated with the tractor and trailer LP and/or DTOPS RFID/QR coded ACE trip numbers.

15) The MEP IDP is ‘posted’ to the MEP IDP queue in the control booth / NII control center.

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

17) The control booth / NII control center analyst manually enters license plate or other identifying information into the Centralized Cargo Processing (CCP) application, ACE or Automated Targeting System (ATS), using a CBP law enforcement (L.E.) workstation separate from the MEP System, to obtain pre-filed information regarding this shipment, for use in analyzing the IDP. If available via the MEP workstation application, RFID and/or QR is coded with ACE trip number, estimated date of arrival and license plate information, which can be used to perform the query entry. Like LP, these could be manually entered into the L.E. workstation, or a QR displayed could be scanned with a camera connected to the L.E. workstation.

18) The ACE / ATS information and the MEP IDP information are used to analyze the shipment using the tools and information available.

19) The control booth / NII control center analyst provides a ‘red’ suspect or ‘green’ non-suspect recommendation and annotates the preliminary decision in the Government system, CCP or ACE application, and in the MEP IDP. The MEP image is annotated with overlay graphics to indicate the location of the anomaly.

a. ‘Red’ – Referral to secondary warehouse due to X-Ray, UVBS or other anomaly as “Suspect.”

b. ‘Green’ – Based on analysis the shipment can be released from the port as “Non-suspect.”

20) If ‘red’ the MEP IDP is automatically populated into the secondary warehouse MEP queue in the control booth / NII control center. The MEP IDP record is available to the secondary warehouse officer for reference.

21) The truck driver is informed of the next step in the process by face-to-face interaction with a roving officer or via digital signage instruction and / or via kiosk two way audio and one way video exchange between the control booth / NII control center CBPO and the driver.

22) The secondary warehouse officer enters the license plate to pull up the MEP IDP record.

23) The secondary warehouse officer reviews the shipment information to determine what the issue was that triggered the shipment referral.

24) The secondary warehouse officer determines how to resolve the shipment issue and implements the plan with secondary warehouse personnel as required.

25) The secondary warehouse officer completes the process and enters the results in ACE, Import

Cargo exam findings, or other Government system and the MEP IDP record as required.

26) This use case ends when the truck driver exits the secondary warehouse area and proceeds to the exit gate as a cleared load, or is detained.

3.1.2 Baseline Seaport Inspection Use Case Steps

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

2) The truck otherwise advances and triggers a vehicle presence sensor at the first traffic control point. If a previous shipment is still transiting the MEP system, the driver approaching the MEP receives a red light from the Traffic Control System (TCS) and stops.

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

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 shipment 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 sea container number using a camera and Optical Character Recognition (OCR).

b. After truck cab passes and when MEP Unit detects the start of 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 does not include RFID, QR, LPR, UVBS or UVIS scan.

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

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

11) When the truck clears one complete truck / trailer length (approximately 60’) from the MEP, the MEP system TCS indicator reverts to green signaling the next truck to advance into the

MEP.

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

13) The MEP system creates and timestamps the IDP, and assigns a unique case number, which forms the triggering information for the ATS or ACE trip record, associated with the container number.

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

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

16) The control booth / NII control center analyst manually enters container number or other identifying information into CCP, ACE or ATS, as required, to obtain pre-filed information regarding this shipment, for use in analyzing the IDP.

17) The shipment information and the MEP IDP information are used to analyze the shipment using the tools and information available.

18) The control booth / NII control center analyst provide a ‘red’ or ‘green’ recommendation and annotates the preliminary decision in the Government system and in the MEP IDP. The MEP image is annotated with overlay graphics to indicate the location of the anomaly.

a. ‘Red’ – referral to seaport container exam facility due to X-Ray anomaly as “Suspect.”

b. ‘Green’ light – based on analysis the shipment is available for release from the port as “Non-suspect.”

19) If ‘red’ the MEP IDP is automatically populated into the seaport container exam facility queue in the control booth / NII control center.

20) If ‘green, the ACE or ATS hold for NII inspection is cleared by the analyst. The truck driver proceeds to the exit gate or returns the container to the storage yard.

21) The control booth / NII control center analyst decision is communicated to the de-van officer / team by the Government system.

22) The de-van officer / team calls up the MEP IDP, reviews the shipment information to determine what the issue was that triggered the shipment referral.

23) The de-van officer / team decides on the plan to resolve the shipment issue and implements the plan as required.

24) The de-van officer / team completes the process and enters the results in ACE, Import Cargo exam findings (CERTS) or other Government system and the MEP IDP as required.

25) This use case ends when the truck driver exits the de-van area and proceeds to the exit gate as a cleared load, or the container is detained.

3.2 Configuration 1 MEP Pre-Primary Scan Inspection Use Case:

Land border pre-primary scanning with primary booth / officer and IT integration but without RPM integration. The use case provides a general description of port of entry CBP operations when scanning cargo at a land border crossing in pre-primary. This use case begins when a shipment / conveyance approaches the MEP Unit and enters the traffic control system at its first control point. This use case ends when the shipment / conveyance is cleared for POE exit or the shipment is detained for a violation or detection of contraband.

Use Case Pre-Condition:

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

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

Use Case Post Condition:

1. The shipment 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. CBP detains shipment due to violation or detection of contraband and investigates.

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 Integrated Data Package (IDP), and comes to a stop. (If no opt-out go to step 4)

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 truck to a dedicated opt-out lane leading to primary booth, passes through RPM and approaches primary officer. Any RPM alarms are sent directly to existing primary booth annunciator in opt-out lane.

b. The dedicated opt-out lane can include provision for UVIS scan (if so equipped), with images sent to control center for adjudication.

c. Alternately, the opt out lane could simply pass through any installed MEP, where the

X-ray scan can be disabled by the control center operator and the balance of the scan, including RFID, LPR, etc., is still conducted. Trucks process in similar fashion as per steps 4 through 28 except there is no MEP X-Ray scanning.

d. Truck can be directed by primary officer to another secondary non-drive through X- Ray system, or

e. Truck can be directed to secondary warehouse for manual processing, or

f. Truck can be directed to POE Exit.

4) Truck triggers a presence sensor at kiosk; CBP GEN 2 DTOPS RFID tag is read if available

(ISO-18000-63 version 2 specification, Information Technology - Radio Frequency Identification for Item Management - Part 63 with EPC Global / GS 1 GDTI-96 tag format), and front and rear tractor and truck trailer license plates are automatically read. Driver presents QR code (if available) on either paper or smart phone to QR code reader.

a. If truck mistakenly approaches MEP and wishes to Opt-Out, driver communicates intentions to control center officer via kiosk and MEP X-Ray function is disabled.

Balance of MEP scanning function still occurs.

b. RFID user memory and QR are coded with ACE trip number, estimated date of arrival, tractor license plate and trailer license plate.

c. If either RFID or QR coded data are read, the ACE trip / vehicle information is transmitted to the Centralized Cargo Processing (CCP) application to automatically call up and pre-position specific trip manifest / shipment information for the control center analyst. This trip information is stored locally in the control center and made available via CCP when a MEP IDP is selected by (or automatically assigned to) a given control center analyst. (Note: The MEP workstation where IDP is selected is mapped to the adjacent CCP workstation at a given work center, to ensure that ACE trip information is populated on the correct CCP workstation).

d. If neither RFID nor QR are read, tractor plate is used to call up one or more potential trips associated with the tractor for that day. The absence of RFID / QR code read also initiates a kiosk timeout leading to the traffic control release of the truck for MEP scan and further processing. (Tractors can pull multiple trailers in multiple trips across border in a single day.) Any resulting trip ambiguity is resolved later by the primary officer.

5) If driver does not opt-out, the truck approaches the pre-primary MEP system and triggers a vehicle presence sensor at the first traffic control point. If a previous shipment is still transiting the MEP system, the driver approaching the MEP receives a red light from the Traffic Control System (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 shipment 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 tractor license plate and the trailer license plate.

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. (Gen 2 RFID: ISO-18000-63 version 2 specification, Information Technology - Radio Frequency Identification for Item Management - Part 63 with EPC Global / GS 1 GDTI-96 tag format).

c. The MEP Unit reads QR coded with ACE trip, date of arrival and license plate information. (Optional depending on configuration)

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

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

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

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

h. 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.

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

j. If truck stops within the MEP or advances at a speed that could potentially expose vehicle occupants to radiation dose above 25 µrem 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.

Note: Each site will potentially have constraints so far as the allowable length of truck / trailer, including the potential for multiple trailers towed by a single tractor. The assumption here is that only single trailers will be pulled through the MEP. The MEP should 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 on a case by case basis for each site installation, with consideration given to eliminating RPM interference caused by the MEP X-ray.

17) The MEP system creates and timestamps the IDP, and assigns a unique case record number, which forms the triggering information for the ACE trip record, associated with the DTOPS RFID/QR coded ACE trip number and/or the tractor LP numbers.

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

(Note: The MEP IDPs, associated ACE trip data / manifest and other MEP health and performance data is also transmitted via the Secure Wireless Inter-Facility Transport (SWIFT) to the CBP network and CBP data center / Cloud. There it enters the NII system of record “X- ARDIS” and is further distributed to provide real time maintenance monitoring of the MEP system, facilitate data sharing to develop automated threat recognition algorithms, etc.)

19) An NII control center analyst is automatically assigned a MEP IDP in the order scanned, which triggers the analysis process.

20) The MEP system work station where the IDP was selected/assigned sends a provisioning message via SWIFT / XARDIS to the adjacent CCP work station in the control center, and the interfaced Government system uses the associated MEP IDP identifying information to automatically display the ACE trip shipment information on CCP for the analyst.

21) The ACE information and the MEP IDP information are used to analyze the shipment using the tools and information available.

22) The NII control center analyst provide a ‘red’ or ‘green’ recommendation and annotates the preliminary decision in the Government CCP system and in the MEP IDP. The MEP image is annotated with overlay graphics to indicate the location of the anomaly.

a. ‘Red’ – referral to secondary warehouse due to X-Ray, UVBS or other anomaly as “Suspect.”

b. ‘Green’ – based on analysis the shipment is available for release from the port as “Non-suspect” pending the final decision by the Primary Booth Officer.

c. ‘Needs review’ designation means the MEP IDP is still under review by control center officer.

23) If ‘Red’ the MEP IDP is automatically populated into the secondary warehouse queue in the NII control center.

24) The NII control center analyst decision is communicated to the primary booth officer by the Government system, either CCP or ACE.

25) When 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 IDP decision.

Any ambiguity regarding specific ACE trip (due to no RFID / QR code read) can be resolved between the primary officer and the driver. Alternately, the primary booth RFID reader system will read the truck DTOPS RFID tag, or QR code is again read, and automatically call up the ACE trip shipment record and the MEP IDP decision from CCP. If the MEP IDP 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.

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

a) ‘Green’ non-suspect MEP data adjudications can 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.

27) If the shipment is not referred to secondary warehouse, the truck is released.

28) If the shipment is referred to the secondary warehouse, the officer in the warehouse enters the

LP into the Government system to call up the shipment record and associated manifest.

Alternately, truck DTOPS RFID or driver QR code can be used to enter the specific ACE trip number.

29) The secondary warehouse officer uses the secondary MEP workstation to enter the LP to pull up the referred MEP IDP.

30) The secondary warehouse officer reviews the shipment information and MEP IDP to determine what the issue was that triggered the shipment referral.

31) The secondary warehouse officer decides on the plan to resolve the shipment issue and implements the plan with secondary warehouse personnel as required.

32) The secondary warehouse officer completes the process and enters the results in ACE, Import Cargo exam findings (CERTS) and the MEP IDP as required.

33) This use case ends when the truck driver exits the Secondary Warehouse area and proceeds to the exit gate as a cleared load, or is detained.

3.3 Configuration 2 MEP Pre-Primary Scan Inspection Use Case:

Pre-primary scanning with control center analyst as primary officer and IT integration, including unmanned staging lane in lieu of primary booth. RPM’s are fully integrated with the MEP system.

The use case provides a general description of port of entry CBP operations when scanning cargo at a land border crossing in pre-primary. This use case begins when a shipment / conveyance approaches the MEP Unit and enters the traffic control system at its first control point. This use case ends when the shipment / conveyance is cleared for POE exit or the shipment is detained for a violation or detection of contraband.

Use Case Pre-Condition:

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

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

Use Case Post Condition:

1. The shipment 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. CBP detains shipment due to violation or detection of contraband and investigates.

Steps:

1) The 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 Integrated Data Package (IDP) and stops. (If no opt-out go to step 4.)

3) Alternately, driver establishes whether they will “Opt Out” of X-ray scan. If so:

a. Prior to MEP check-in kiosk, driver follows directional signage to maneuver truck to a dedicated opt-out lane with a dedicated check-in kiosk, UVIS (if equipped) and RPM leading to an opt-out staging area. UVIS data and any RPM alarm information is associated with the vehicle data package and tied to license plate or DTOPS RFID / QR read.

b. Alternately, the opt out lane could simply pass through any installed MEP, where the X-ray scan can be disabled by the control center operator and the balance of the scan, including RPM, RFID, LPR, etc., is still conducted. Trucks process in similar fashion as per steps 4 through 33 except there is no MEP X-Ray scanning.

c. From staging area, truck can be directed by control center officer to another non-drive through X-Ray system in secondary, or

d. Truck can be directed to secondary warehouse for manual processing, or

e. Truck can be directed to POE exit.

4) Truck triggers presence sensor at kiosk; CBP GEN 2 DTOPS RFID tag is read if available (ISO-18000-63 version 2 specification, Information Technology - Radio Frequency Identification for Item Management - Part 63 with EPC Global / GS 1 GDTI-96 tag format), and front and rear tractor and truck trailer license plates are automatically read. Driver presents QR code (if available) on either paper or smart phone to QR code reader.

a. If truck mistakenly approaches MEP and wishes to Opt-Out, driver communicates intentions to control center officer via kiosk and MEP X-Ray function is disabled.

Balance of MEP scanning function still occurs.

b. RFID user memory and QR are coded with ACE trip number, estimated date of arrival, tractor license plate and trailer license plate.

c. If either RFID or QR coded data are read, the ACE trip / vehicle information is transmitted to the Centralized Cargo Processing (CCP) application to automatically call up and pre-position specific trip manifest / shipment information for the control center analyst. This trip information is stored locally in the control center and made available via CCP when a MEP IDP is selected by a given control center analyst. (Note: The MEP workstation where IDP is selected is mapped to the adjacent CCP workstation that ACE trip information is populated on the correct CCP workstation.)

d. If neither RFID nor QR are read, tractor plate is used to call up one or more potential trips associated with the tractor for that day. The absence of RFID / QR code read also initiates a kiosk timeout leading to the traffic control release of the truck for MEP scan and further processing. (Tractors can pull multiple trailers in multiple trips across border in a single day.) Any resulting trip ambiguity is resolved later by the control center (virtual primary) officer in discussion with the driver.

5) The truck approaches the pre-primary MEP system and triggers a vehicle presence sensor at the first traffic control point. If a previous shipment is still transiting the MEP system, the driver approaching the MEP receives a red light from the Traffic Control System (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 shipment 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) The truck passes through an RPM located in each entry lane in direct (1:1) association with the deployed MEP Units. MEP system collects / associates any RPM alarm data with a given vehicle MEP IDP.

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 on a case by case basis for each site installation, with consideration given to eliminating RPM interference caused by the MEP X-ray.

13) When the MEP Unit detects a truck entering the X-ray scanning system:

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

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. (Gen 2 RFID: ISO-18000-63 version 2 specification, Information Technology - Radio Frequency Identification for Item Management - Part 63 with EPC Global / GS 1 GDTI-96 tag format)

c. The MEP Unit reads QR coded with ACE trip, date of arrival and license plate information. (Optional depending on configuration)

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

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

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

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

h. 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.

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

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

14) 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.

15) 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.

Note: Each site will have constraints so far as the allowable length of truck / trailer, including the potential for multiple trailers towed by a single tractor. The assumption here is that only single trailers will be pulled through the MEP. The MEP should be configurable to accommodate multiple trailers at sites which have the physical space to accommodate such loads.

16) The truck proceeds to the next available staging lane where DTOPS RFID, QR code data and tractor license plate are again read. (The assumption is that there is not a 1:1 relationship between MEP systems and staging lanes. The staging lane must re-associate the vehicle with its MEP IDP and alert the control center officer / analyst to the trucks position in a given staging lane.)

17) The MEP system creates and timestamps the IDP, and assigns a unique case record number, which forms the triggering information for the ACE trip record, associated with the DTOPS RFID/QR coded ACE trip number or the tractor LP numbers.

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

(Note: The MEP IDPs, associated ACE trip data / manifest and other MEP health and performance data is also transmitted via the Secure Wireless Inter-Facility Transport (SWIFT) to the CBP network and CBP data center / Cloud. There it enters the NII system of record “X- ARDIS” and is further distributed to provide real time maintenance monitoring of the MEP system, facilitate data sharing to develop automated threat recognition algorithms, etc.)

19) An NII control center analyst is automatically assigned a MEP IDP in the order scanned, which triggers the analysis process.

20) The MEP system work station where the IDP was selected/assigned sends a provisioning message via SWIFT / XARDIS to the adjacent CCP work station in the control center, and the interfaced Government system uses the associated MEP IDP identifying information to automatically display the ACE trip shipment information on CCP for the analyst.

21) The ACE information and the MEP IDP information are used to analyze the shipment using the tools and information available.

22) The NII control center analyst / primary officer provide a ‘red’ or ‘green’ decision and annotates the preliminary decision in the Government CCP system and in the MEP IDP. The MEP image is annotated with overlay graphics to indicate the location of the anomaly.

a. ‘Red’ – referral to secondary warehouse due to X-Ray, UVBS or other anomaly or RPM alarm for “Suspect.”

b. ‘Green’ – based on analysis the shipment is available for release from the port as “Non-suspect” pending the final decision by the control center primary officer.

23) If ‘Red’, the MEP IDP is automatically populated into the secondary warehouse queue in the NII control center.

24) When truck approaches a given staging lane, it is identified via RFID, license plate or QR code read and re-associated with its MEP IDP. The control center analyst / primary officer is alerted to the trucks staging lane position.

25) The control center primary officer can engage the driver via a staging area kiosk in a given staging lane via audio / video connection and via digital / directional signage. Any ambiguity regarding specific ACE trip (due to no RFID / QR code read) can be resolved between the control center officer and the driver.

26) The control center primary officer otherwise performs the normal primary inspection and makes the final decision on whether to release the shipment or refer to the secondary warehouse.

a) ‘Green’ MEP data adjudications can be referred to secondary for other reasons at the control center primary officer’s discretion.

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

27) If the shipment is not referred to secondary warehouse, the truck is released.

28) If the shipment is referred to the secondary warehouse, the officer in the warehouse enters the

LP into the Government system to call up the shipment record and associated manifest.

Alternately, truck DTOPS RFID or driver QR code can be used to enter the specific ACE trip number.

29) The secondary warehouse officer uses the secondary MEP workstation to enter the LP to pull up the referred MEP IDP.

30) The secondary warehouse officer reviews the shipment information and MEP IDP to determine what the issue was that triggered the shipment referral.

31) The secondary warehouse officer decides on the plan to resolve the shipment issue and implements the plan with secondary warehouse personnel as required.

32) The secondary warehouse officer completes the process and enters the results in ACE, Import Cargo exam findings (CERTS) and the MEP IDP as required.

33) This use case ends when the truck driver exits the secondary warehouse area and proceeds to the exit gate as a cleared load, or is detained.

4 Requirements

4.1 Thresholds and Objectives

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.

• In the event that Objective values are listed, the Contractor shall 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 the Objective values shall be brought to the attention of the Government for review.

4.2 Functional Component Descriptions

The MEP System consists of the components listed in the Table below.

Table 3 MEP System Functional Components

Component Functional Component Description

1. MEP Unit The MEP Unit refers to the systems and subsystems, which are installed in one traffic lane to execute the full scanning operation. The MEP system is a drive-through, multi-energy X-ray scanning system capable of providing images and material characterization of the tractor, trailer, container and cargo.