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 PROGRAM OFFICE

January 30, 2026 Version 2.6

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.

For Official Use Only Page ii

Program Signature Page

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

Prepared by:

Systems Engineering Office Innovation and Strategy Directorate Office of Field Operations

Reviewed by:

Mindy Sawyer Technology Acquisition Portfolio Innovation and Strategy Directorate

Approved by:

Darin Asato Date Director (A) Non-Intrusive Inspection Division

Large-Scale Fixed Systems

ATTACHMENT 01A – FUNCTIONAL REQUIREMENTS DOCUMENT - MEP

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 8/14/2019 Washington D.C. Initial Draft

1.1 1/23/2020 Washington D.C. Edits from vendor response to draft

RFP

1.2 4/30/2020 Washington D.C. Edits – SOW reconciliation

1.3 8/10/2020 Washington D.C. Final Edits

2.0 7/20/2025 Washington D.C.

Updated with changes from lessons learned

2.1 7/25/2025

Washington D.C.

Comments and suggested revisions made by NII Procurement Team

2.2 8/22/2025

Washington D.C.

Updated based on FRD/SOW Crosswalk and Lessons Learned

2.3

09/24/2025

Washington D.C Updated based on Stakeholder Comments

2.4

10/14/2025

Washington D.C Additional Systems Engineering Comments

2.5 12/18/2025 Washington, D.C Adjudicated RFI Responses

2.6 1/29/2026 Washington, D.C Additional TID comments

For Official Use Only Page iv

Table of Contents

1 Introduction

1.1 Mission Needs Statement (MNS) Gaps

1.2 System Constraints

2 MEP Configurations

2.1 MEP Configuration 1 (No RFID or QR) for BP Checkpoint or Seaport

2.2 MEP Configuration 2 (with RFID and QR) for Land Border POE

2.3 MEP Configuration 3 (Virtual Primary) for Land Border POE

3 Requirements

3.1 Requirements Definitions

3.2 Requirements Numbering

4 MEP Use Cases

4.1 MEP Use Case 1 – Border Patrol Checkpoint

4.2 MEP Use Case 2 - Seaport Inspection

4.3 MEP Use Case 3 – Land Border POE with Pre-Primary or Post-Primary Scan10

5 Functional Requirements

5.1 MEP Unit Functional Requirements

5.2 MEP Unit X-Ray System Functional Requirements

5.3 Under-Vehicle Back-Scatter System (UVBS) - Objective – Optional Contract Provision Functional Requirements

5.4 License Plate Reader (LPR) System Functional Requirements (Land Border configuration)

5.5 RFID Reader System Functional Requirements (Land Border configuration) .. 17

5.6 Optical Character Recognition (OCR) System Functional Requirements

5.7 Check-In / Staging Lane Kiosk Functional Requirements

5.8 Traffic Control System (TCS) Functional Requirements

5.9 Vehicle Sensors Functional Requirements

5.10 Closed Circuit Television (CCTV) and Camera Systems Functional Requirements

5.11 Data Storage (DS) Functional Requirements

5.12 MEP Work Center Functional Requirements

5.13 NII Control Center Functional Requirements for Local Network Deployments 21 6 Physical Requirements

6.1 MEP System Physical Requirements

6.2 MEP Unit Physical Requirements

6.3 Under-Vehicle Back-Scatter System (UVBS) – Objective Physical Requirements

6.4 Check-In / Staging Lane Kiosk Physical Requirements

6.5 Traffic Control System (TCS) Physical Requirements

6.6 CCTV and Camera Systems Physical Requirements

6.7 MEP Work Center Physical Requirements

6.8 NII Control Center Physical Requirements

7 Performance Requirements

7.1 MEP System Performance Requirements

7.2 MEP Unit Performance Requirements

7.3 MEP Unit X-Ray System Performance Requirements

Note: “Test bricks” are benign test articles developed by LSS that simulate powdered narcotic tightly packaged in blocks of the dimensions and weight noted

7.4 Under-Vehicle Back-Scatter System (UVBS) Objective - Performance Requirements

7.5 License Plate Reader (LPR) System Performance Requirements

7.6 RFID Reader System Performance Requirements (Land Border

configuration)

7.7 Optical Character Recognition (OCR) System Performance Requirements

7.8 Check-In/Staging Lane Kiosk Performance Requirements

7.9 CCTV and Camera Systems Performance Requirements

8 Interface Requirements

8.1 MEP System Interface Requirements

8.2 MEP X-ray Unit Interface Requirements

8.3 Under-Vehicle Back-Scatter System (UVBS) – Objective Interface Requirements

8.4 Traffic Control System (TCS) Interface Requirements

8.5 Vehicle Sensors Interface Requirements

8.6 Data Storage (DS) Interface Requirements

9 Survivability Requirements

9.1 MEP System Survivability Requirements

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9.2 MEP Unit Survivability Requirements

9.3 Under-Vehicle Back-Scatter System (UVBS) – Objective Survivability Requirements

9.4 CCTV and Camera Systems Survivability Requirements

9.5 MEP Work Center Survivability Requirements

9.6 NII Control Center Survivability Requirements

10 Human Systems Integration (HSI) Requirements

10.1 MEP Unit HSI Requirements

10.2 MEP Work Station HSI Requirements

10.3 NII Control Center HSI Requirements

11 Environmental, Safety, and Occupational Health (ESOH) Requirements

11.1 MEP System ESOH Requirements

11.2 MEP Unit X-Ray System ESOH Requirements

11.3 Traffic Control System (TCS) ESOH Requirements

11.4 CCTV and Camera Systems ESOH Requirements

12 Interoperability Requirements

12.1 MEP System Interoperability Requirements

12.2 MEP Unit X-Ray System Interoperability Requirements

12.3 Under-Vehicle Back-Scatter System (UVBS) Objective - Interoperability Requirements

12.4 Vehicle Sensors Interoperability Requirements

12.5 CCTV and Camera Systems Interoperability Requirements

12.6 MEP Work Center Interoperability Requirements

13 Security & Privacy Requirements

13.1 MEP System Security & Privacy Requirements

13.2 MEP Work Center Security & Privacy Requirements

13.3 Access Control Security & Privacy Requirements

13.4 Auditing Security & Privacy Requirements

13.5 Computer Security & Privacy Requirements

13.6 Identification and Authentication Security & Privacy Requirements

13.7 Printing Security & Privacy Requirements

14 Reliability, Availability, and Maintainability (RAM)

Table of Tables

Table 1 Revision Table ................................................................................................................ iii Table 2 NII Mission Needs Statement Gaps Table 3 MEP System Functional Components Table 4. MEP System Environmental Conditions

MEP FRD Version 2.4 For Official Use Only Page 1

1 Introduction 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 Multi-Energy Portal (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.

CBP is committed to enhancing its mission effectiveness in securing the nation's borders, facilitating legitimate trade, and ensuring efficient travel. Non-Intrusive Inspection (NII) technologies are critical tools in achieving these objectives, providing essential capabilities for detecting illicit goods and threats. To that end, NII intends to modernize its infrastructure to enable CBP to revolutionize how NII data is utilized, including leveraging advanced technologies such as Artificial Intelligence and Machine Learning (AI/ML). All MEP system configurations and their subcomponents shall be capable of exporting all collected image and metadata in real-time to designated CBP IT systems and authorized external platforms. Real-time data export is essential to enable advanced artificial intelligence (AI) technologies to maximize scanner utility, support automated threat detection, and enhance operational efficiency.

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

For Official Use Only Page 2 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.

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.

1.1 Mission Needs Statement (MNS) Gaps

The NII gaps from the NII Mission Needs Statement (MNS)1 to be addressed by the integrated MEP System are listed in Table 2. Note that the “enhanced” CONOPS discussed in Gaps 4 and 7 are those associated with the NII-I Program and documented in the NII-I CORD.

Table 2 NII Mission Needs Statement Gaps to be addressed by MEP # 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 [Radiation Portal Monitors] 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.

Materiel

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.

Materiel

Adaptation to New

Technology and CONOPS

Newer Commercial 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 [sic] often not designed or built to

Materiel Facilities

MEP FRD Version 2.4 For Official Use Only Page 3

# Gap Description Type accommodate these new technologies or enhanced

CONOPS.

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.

Materiel

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.

Materiel Facilities

1.2 System Constraints

• Only active systems with generated X-ray sources will be considered.

• 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.

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 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:

2.1 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, For Official Use Only Page 4

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.

2.2 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 (future), the sensor technology should be open to new technologies identified for better data collection including Near Field Communication and Bluetooth Low Energy technology. 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.

2.3 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.

3 Requirements

3.1 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.

MEP FRD Version 2.4 For Official Use Only Page 5

• 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.

3.2 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.

4 MEP Use Cases 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.

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4.1 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.

MEP FRD Version 2.4 For Official Use Only Page 7

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 driver-safe transmission X-ray scanning of cab with low energy / flux, or reflective (back-scatter) X-ray scanning

c. When MEP Unit detects the end of cab, MEP switches to X-ray scans at high flux using alternating high / low energies.

d. If “end of cab” is not detected the entire truck is scanned at driver-safe 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 the cab of the 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.

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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.

4.2 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.

MEP FRD Version 2.4 For Official Use Only Page 9

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 the cab of the 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.

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4.3 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

MEP FRD Version 2.4 For Official Use Only Page 11 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 all 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.

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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 the cab of the 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.

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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.

23) 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.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.

5 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 Component Functional Component Description

MEP System The MEP System refers to the entire set of MEP Units, systems, and subsystems installed at a Land Border POE, Seaport, or BP Checkpoint

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MEP Unit [Single Lane] 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 system. The MEP system will include integrated RFID transponder reader and license plate reader (LPR) for use at land border POE, or container number optical character recognition (OCR) system for use at seaport POE, to uniquely identify the MEP data package for the specific vehicle/container being scanned. The land POE drive-through systems may include an Under Vehicle Back-Scatter system

(UVBS).

MEP Unit X-Ray System X-ray scanning system capable of providing images and material characterization of the tractor, trailer, container and cargo. As an option, the MEP Unit X-ray may include a backscatter X-ray system (in addition to primary transmission X-ray system).

Under-Vehicle Back- Scatter System (UVBS)

- Objective – Optional Contract Provision

Backscatter X-ray scanning system capable of providing images of the undercarriage of vehicles.

License Plate Reader (LPR) System (Configuration 2 & 3, Land Border)

Identification system that uses OCR technology to read the truck/tractor (front) and rear (trailer) license plates. Provides jurisdiction (e.g., state, province) and plate alphanumeric ID.

RFID Reader System (Land Border configuration)

Identification system that uses RF signals to read passive (backscatter) transponders (tags) mounted on the truck/tractor. CBP issues DTOPS RFID transponders to enrolled vehicles in Free and Secure Trade (FAST), a trusted partner program that provides expedited screening and clearance.

This system reads the RFID transponder on the vehicle and provides the associated identification number to the MEP Unit.

Optical Character Recognition (OCR) System

Identification system that uses OCR technology to read the container ID on the sides and back of multimodal shipping containers at seaports.

Check-In / Staging Lane Kiosk

A kiosk with integrated RFID, QR code and license plate reader capability to identify specific trucks and shipments at POE check-in or at a post-MEP staging lane. Kiosk may include two-way audio and video feed to allow control center interaction with the driver.

Traffic Control System

(TCS)

The Traffic Control System / subsystems (TCS) will ensure the efficient and effective flow of traffic without negatively impacting the overall flow of cargo through the POE. This capability may include lights, signage, control arms, pavement striping, lane barriers, and other elements as required. The TCS will be integrated with MEP operation and the MEP LAN system. It will include a traffic/lane controller to automatically and actively guide traffic through the system steps and manage lane closures, MEP system outages, etc., with operator or smart queuing system input.

Vehicle Sensors Sensors used to detect the presence of vehicles in a specific position in a lane. Examples include inground inductive loops or break-beam sensors.

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CCTV and Camera Systems

Closed-circuit TV systems used for surveillance. Has the capability to record and view video. Uses point-tilt-zoom (PTZ) video cameras.

Data Storage (DS) Local computer data storage to preserve images and data packages.

MEP Work Center Workstations where CBP officers and agents can view and enhance (e.g., zoom, contrast) X-ray images to look for the presence of anomalies that would warrant further inspection of vehicles or cargo.

NII Control Center The NII Control Center will allow for remote operational control of the MEP System. Remote control includes the operation of the MEP Unit(s), the traffic control system, required communications to support the workflow, situational awareness (CCTV system displays), and any other requirements to fully operate the MEP System and perform analysis of MEP data. In some secondary locations, the control center can be a simple operator / analyst booth located adjacent to the MEP system. In other applications, it can be a stand-alone facility or dedicated office space within an existing POE or regional facility. Within the control center, there can be one or more work centers, consisting of MEP operator / analysis workstations and an associated CBP networked workstation hosting law enforcement applications such as ACE-TMM, TECS, etc.

5.1 MEP Unit Functional Requirements

The MEP Unit refers to the systems and subsystems which are installed in one traffic lane or one inspection/scanning area to make up the full scanning operation.

5.1.1 The MEP Unit shall be designed and configured for operation from a CBP booth or command center.

5.1.2 The MEP Unit, including all associated equipment, shall accommodate vehicles up to 15’ 0" in height (T).

5.1.3 The MEP Unit, including all associated equipment, should accommodate vehicles up to 16’ 0" in height (O).

5.1.4 The MEP Unit, including all associated equipment, shall have a tunnel width that is at least 12’ 0" wide (T).

5.1.5 The MEP Unit, including all associated equipment, shall have a tunnel width that is at least 13’ 6” wide (O).

5.1.6 The MEP Unit shall scan multiple trailers towed by a single tractor when site conditions permit this operation.

5.2 MEP Unit X-Ray System Functional Requirements

5.2.1 The MEP Unit shall use active X-Ray technology.

5.2.2 The MEP Unit shall perform X-ray transmission scan of the trailer or trailers at high flux using alternating high/low energies and cab at low flux/energy as described in Sections 7.3 and 11.2.

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5.2.3 The MEP Unit shall display the entire length of the vehicle (front to end of last trailer), from the ground to the roof for the side views and the complete length and width of the vehicle for the top-down view or bottom-up view.

5.2.4 The MEP Unit should have a backscatter X-ray scan capability from top down and for each side of the scanned vehicle to supplement the high energy transmission scan capability (O).

5.2.5 The MEP Unit should support alternative beam geometries, other than perpendicular to the trailer/container, to enhance detection of contraband within fore and aft walls, doors, etc. (O).

5.2.6 The MEP Unit shall be capable of material discrimination using the multi-energy capability to distinguish, at a minimum, between organic (low-z), mix of inorganic/composite (medium-z) and inorganic (high-z) materials.

5.2.7 The MEP Unit shall allow the operator-analyst to toggle material discrimination colors on and off.

5.2.8 The MEP Unit shall distinguish organic (low Z≤ 10), intermediate (10 < Z < 20), and metallic (Z ≥ 20) materials using different colors for their display. Material categories are to be color-coded as follows: organic (orange), intermediate (green) and metallic (blue) (T). Shades of these colors are to be used to indicate thickness. All colors should be in compliance with the Unified File Format, Version 3. Material Discrimination testing will be conducted per Attachment 5, Section 1.6.

5.2.9 The MEP Unit should distinguish Heavy Metals (Z ≥ 70) (Color not defined by

CBP) (O).

5.3 Under-Vehicle Back-Scatter System (UVBS) - Objective – Optional Contract Provision Functional Requirements

5.3.1 If included, the UVBS reflective X-ray shall be integrated into the scanning operation of the MEP Unit to perform high resolution scan of the undercarriage of a standard width tractor-trailer configuration and variable under vehicle heights.

5.3.2 If included, the UVBS shall capture the complete length and width of the undercarriage of the vehicle.

5.3.3 If included, the UVBS scan image shall be spatially aligned with the MEP x-ray (transmission/back-scatter) scan images.

5.3.4 If included, the under-vehicle inspection system shall incorporate an automated mechanism to remain consistently free of obstructions, such as dust and debris, ensuring the reliable acquisition of X-ray images during each inspection.

5.4 License Plate Reader (LPR) System Functional Requirements (Land Border configuration)

5.4.1 The LPR system shall be capable of reading all front license plate of the tractor and all rear license plate of the last trailer. Where license plate comply with

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American Association of Motor Vehicle Administrators (AAMVA) License Plate Standard, Edition 3 (or latest standard).

5.4.2 The LPR system shall provide images of the front and rear areas of the vehicle, each of which includes the complete plate to allow visual confirmation of the plate number and jurisdiction.

5.5 RFID Reader System Functional Requirements (Land Border configuration)

5.5.1 The RFID system shall be capable of reading GEN 2 RFID tags, per 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.

5.5.2 The RFID system shall filter out non-DTOPS tags based on CBP defined header in memory bank #1 EPC Global / DTOPS registration number.

5.6 Optical Character Recognition (OCR) System Functional Requirements

5.6.1 The OCR shall be provided for seaport configurations in full, integrated operability with the MEP Units.

5.6.2 The OCR shall read the Container ID used to identify each container passing through the MEP Unit.

5.6.3 The OCR system shall provide images of both sides and rear of the container that each includes the complete ID to allow visual confirmation of the optical character read.

5.7 Check-In / Staging Lane Kiosk Functional Requirements

5.7.1 The MEP System shall include provision to read RFID, QR code and license plates at the Check-In and Staging Lane Kiosks.

5.7.2 The MEP System shall read all of front tractor license plates, all plates of the last trailer, RFID and driver-presented QR codes at the Check-In and Staging Lane Kiosks.

5.7.3 The QR code reader shall be able to read driver-presented QR codes at the MEP entry tunnel.

5.7.4 The staging lane kiosk shall include two-way High-Definition (HD) audio with the control center officer to allow direct communication with the truck driver to ask questions or provide instruction in compliance with Centralized Area Video Surveillance System (CAVSS) requirements.

5.7.5 The staging lane kiosk shall include one-way HD video connection with the control center officer to allow observation of the truck driver in compliance with CAVSS requirements.

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5.8 Traffic Control System (TCS) Functional Requirements

5.8.1 The traffic control systems/subsystems (TCS) shall ensure the efficient and effective flow of traffic without negatively impacting the overall flow of vehicles and cargo through the POE.

5.8.2 The TCS shall include positive control of each conveyance before entering the MEP lane. 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.

5.8.3 The TCS shall control the conveyance through the MEP lane.

5.8.4 The TCS shall control the area after the scan to allow the conveyance of the proper stopping distance including the post-MEP staging lane area, as applicable.

5.8.5 If required due to traffic congestion, the TCS shall allow the truck to safely come to a stop after fully exiting the MEP Unit.

5.8.6 The TCS shall not require…