SEDS Checked Baggage Checked Baggage Inspection System (CBIS) SOW.docx

TRANSPORTATION SECURITY ADMINISTRATION

CBIS Remediation Projects Task Order No. [70T04021F7672N020]

TRANSPORTATION SECURITY ADMINISTRATION

Statement of Work Task Order No. [70T04021F7672N020]: Checked Baggage Inspection System (CBIS) Remediation Projects Checked Baggage (CB) Screening Equipment Deployment Services (SEDS) IDIQ Acquisitions Program Management (APM) Checked Baggage Technology Division (CBTD) – Planning Branch

Table of Contents

Task Order [70T04021F7672N020]: CBIS Remediation Projects

Statement of Work (SOW)

1.0 Scope

This Statement of Work (SOW) describes Screening Equipment Deployment Services (SEDS) Support Services required for the Checked Baggage Technology Division (CBTD) projects as it relates to Checked Baggage Inspection System (CBIS) Remediation Projects. The purpose of this effort is to perform site assessments of noted CBIS deficiencies, formulate a Site Implementation Plan (SIP) to correct the deficiency, and execute the scope of work. CBTD requires services including, but not limited to, program management, site lead services, engineering designs, installation services for CBTD projects, etc. The projects to be performed are listed in section 4. The airports/system locations of these projects are listed in Appendix A.

Under this Task Order (TO), the Contractor shall provide all labor, materials, supervision and facilities necessary for the successful execution of these services for the projects listed in this TO. All work shall be in accordance with the CB SEDS Indefinite Delivery/Indefinite Quantity (IDIQ) contract.

For each project/location, the Contractor shall, in coordination with CBTD, perform the following actions. If any action indicates the project at that location should not move forward, it should be cancelled in coordination with TSA Headquarters (HQ) and with written justification by the Contractor explaining the reason for cancellation.

1) The Contractor will confirm with the airport that the proposed work is acceptable to move forward with creation of a site implementation plan (SIP)

2) The Contractor will create a SIP and cost proposal for the project for TSA review and approval

3) The Contractor will coordinate with TSA HQ to obtain a Memorandum of Agreement (MOA) from the airport that the airport will agree to take ownership of the work performed

4) The Contractor will perform scope of work

The Contractor will coordinate with TSA HQ to create and execute a prioritized list of projects/sites to evaluate and deploy solutions.

Unless specifically stated or modified within this SOW, the Contractor shall perform any or all tasks and specific requirements outlined in the IDIQ. Any modifications to the requirements of the IDIQ will be applicable to this Task Order.

2.0 Period of Performance

The Period of Performance (POP) for this task order shall be 36 months from the date of execution.

3.0 Price/Cost Schedule

Table 3.1 – CLIN Structure

Contract Line Item Number (CLIN) Descriptions

CLIN 00001 – Program Management (Firm Fixed Price - FFP) Only Task Order specific program management shall be proposed for this CLIN. Please provide the labor categories and hours in support of this CLIN.

CLIN 00002 – Site Implementation Plan (FFP) The labor needed to perform a site assessment for the project(s) identified, generate a corrective scope of work, and offer an associated firm fixed price fee proposal are included in this CLIN. TSA shall be invoiced only for work completed. Please provide a FFP cost per airport to create a SIP.

CLIN 00003 – Fixed Price Deployment Services (FFP) Deployment services addressing scope items in Section 4 of this document for which firm fixed price proposals can be provided are included in this CLIN. Please provide a FFP cost per airport to execute scope items for which fixed prices are possible. The FFP value of the proposed work shall be invoiced by TSA only if the work is completed.

CLIN 00004 – Time and Materials Deployment Services (Time and Materials - T&M) Deployment services addressing scope items in Section 4 of this document for which firm fixed price proposals cannot be provided are included in this CLIN. The cost to perform the remaining scope of work will be determined by the SIP and, if agreed to by TSA HQ, should be included under this CLIN. TSA shall be invoiced only for work completed.

CLIN 00005 – Site Lead Support (FFP) Site leads will oversee the work performed in the case of third party subcontractors being utilized. Please provide a FFP cost per airport to fund site lead support. The FFP value of the proposed work shall be invoiced by TSA only if the work is completed.

CLIN 00006 – Travel (Cost Reimbursement - CR) The Government will reimburse the Contractor only for travel and per diem costs incurred by Site Leads in the performance of this contract. Reimbursement will be at cost plus G&A only and in accordance with Federal Travel Regulations. Sections C.5 Travel and H.1 Travel and Per Diem of the IDIQ are applicable.

4.0 Deployment Services

The Contractor shall perform any or all activities associated with this deployment effort. The Contractor shall follow the requirements outlined in this SOW and IDIQ Section 4, Deployment Services.

CLIN 00001

· The Contractor shall work with TSA HQ to create a prioritized list of projects/airports/sites at which to perform work.

· The Contractor shall coordinate with TSA HQ to contact airports to confirm work to be performed.

· The Contractor shall provide monthly status reports, in a format provided by the Deployment and Logistics Division (DLD), of progress on all work being performed or planned. This report shall include:

· Status of work at all airports currently underway or in planning

· Cost information by airport and by CLIN, including T&M expenses incurred, expected cost remaining, and burn rate against FFP items

· The Contractor shall provide all deliverables stipulated in Section 6.

· The Contractor shall provide a Daily Site Report (DSR) in a format provided by the DLD. DSRs shall be submitted beginning 2 weeks prior to deployment activities and until deployment tasks are complete, as well as during any site preparation phases when work is actively occurring onsite.

· The Contractor shall provide a Weekly Status Report (WSR) with an update on the coordination and progress. The WSR will include a status summary, tracking of risks and or issues and a mitigation strategy with concurrence from the Deployment Coordinator (DC) if applicable as well as a two week look ahead.

CLIN 00002

· Participate in TSA and airport stakeholder conference call to determine work to be performed.

· The Contractor shall assess and determine the requirements for all necessary work at each airport location.

· The Contractor shall conduct a Site Survey, and submit a Site Implementation Plan (SIP) for projects within this SOW.

· The contractor shall collect seven (7) days of Baggage Handling System (BHS) reports to baseline and document current system performance and include the reports as part of the SIP.

· The SIP shall contain a full scope with all deployment requirements, phasing plan, and schedule in an effort to complete the task.

· The SIP shall include full cost information to perform the deployment activities, including subcontractor costs for site preparation and expected Fixed Unit Price (FUP) material and services quantities and price.

· The Contractor shall submit Concept drawings for all sites within this SOW. Concept designs will be reviewed and approved by TSA HQ. The contractor will also be required to capture redline/as-built conditions and produce final record drawings as a deliverable on this Task Order.

· The Contractor shall determine requirements to collect any/all permitting requirements from the airport and local jurisdiction. The Contractor shall document these requirements in the SIP in order to prepare for CLIN 00003/00004 efforts when permits will be needed by the Contractor prior to starting Site Preparation tasks.

· The Contractor shall verify TSA and the airport have an MOA in place prior to any work starting.

CLIN 00003/00004

· The Contractor shall obtain TSA notice to proceed approval prior to coordinating any of the activities listed below to initiate construction solutions.

· The Contractor shall verify TSA and the airport have a MOA in place prior to any work starting.

· The Contractor shall coordinate and contract for all necessary disciplines, including electrical, mechanical, and original equipment manufacturer (OEM) screening equipment support, to perform the work specified by the TSA-approved SIP.

· The Contractor shall complete and convert Concept Drawings into Issue for Construction (IFC) Drawings.

· The Contractor shall submit/acquire all permitting requirements, as required.

· The Contractor shall coordinate all scheduled work with the local TSA point of contact (POC), airport POC, screening equipment OEM, Acceptance Testing & System Analysis (ATSA), DLD, and CBTD.

· The Contractor shall coordinate specific work hours with the local TSA and airport stakeholders to ensure the work area is ready to be turned back over to the TSA and airlines at a specified time.

· The Contractor shall coordinate with local airport authorities for all badging requirements and obtain necessary badges to support the work required.

· The Contractor shall coordinate with the local TSA and Airport Authority to identify and accommodate site constraints including space and timing restrictions.

· The Contractor shall provide all necessary support to implement the CBIS remediation solutions to include but not limited to all mechanical, electrical, programming, bag handling, and OEM screening equipment installation, integration, and test support.

· The Contractor shall submit a CBIS Change Request (CCR) for each project to document programming changes to the CBIS for TSA review and approval. All testing will be conducted in accordance with CBIS Planning Guidelines and Design Standards (PGDS) requirements.

· The Contractor shall coordinate with DLD and ATSA for all testing requirements and testing schedules for Site Acceptance Test (SAT), Operational Readiness Test (ORT) and Integrated Site Acceptance Test (ISAT). ATSA must be notified with a Test Readiness Notification (TRN) 7 days in advance of the SAT/ORT and 90 days prior to the ISAT start date.

· All ISAT activities are expected to take no more than 2 nights of testing. Automated Tag Reader (ATR) installations will require a full load system test at 100 bags per EDS in the CBIS. All other CBIS tasks requiring programming or relocation and reinstallation of Checked Baggage Resolution Area (CBRA) or CBIS equipment will be verified through other functional line testing.

· All CBIS tasks such as anti-fatigue flooring, environmental conditioning, noise reduction, and round-robin Baggage Allocation Methodology (BAM), and Emergency Stop (E-stop) functionality will be reviewed by Local TSA Safety Team, Local TSA POC and Airport POC for acceptance or require BHS reports to TSA DC for validation.

· The Contractor shall immediately contact the DC when any issue occurs during the project that will result in a change to the design, operational status of the baggage screening system, or damage to the facility.

· The Contractor shall perform any and all site restoration required to return the baggage screening system to the same or better condition.

· For all TSE installations and/or removals, the contractor shall subcontract the OEM and provide a copy of all applicable documentation (e.g. SAT, ORT, 1149s, decommission checklist, etc.) to the EBSP production COR, EBSP maintenance COR, Deployment Coordinator, Government Property Management Officer and COR within 24 hours of receiving the OEM documentation.

· The Contractor shall perform on-site support for five (5) days after the changes to the system are operational to confirm the CBIS modifications are working properly prior to departing the installation site. The Contractor shall provide daily BHS reports required by DLD and ATSA for performance verification during these 5 days of operational oversight.

· The Contractor shall confirm in writing with the local TSA POC that the installed equipment is working properly prior to departing the installation site. If there are issues, the contractor shall contact the DC for further direction.

· The Contractor shall perform a final walkthrough with the local TSA POC and Airport POC to confirm job completion and identify any punch list items.

· The Contractor shall hold a final project conference call with Local TSA, Airport, and TSA Headquarters Regional Deployment Coordinator and CORs to verify all punch list items have been addressed sufficiently before the project can be considered closed.

CLIN 00005

· The Contractor shall provide site lead coverage for all locations.

4.1 Scope of Work Per Project:

Scope item #1: Automated Tag Reader (ATR) installation

Purpose: ATRs scan bag tags as bags are conveyed through the BHS to acquire information from the International Air Transport Association (IATA) bag tag code. The bag tag data is handed off between the BHS and EDS for bag tracking and can be used to link an EDS scan with the bag tag, thereby making the EDS scan retrievable in the CBRA by the Transportation Security Officer (TSO) using a scan gun. IATA tags also assist in bag tracking for reporting purposes.

The Contractor shall install ATRs upstream of the CBIS at the airports/systems provided in Appendix B, Table B.1. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.1. The specific scope of work to be performed will be site-specific to be generated by the SIP, but all ATR installation efforts shall include:

· CLIN 00002:

· The Contractor shall create a SIP to detail the effort required for installation of the ATR and all accompanying efforts needed for the ATR to be fully integrated with the BHS and Programmable Logic Controller (PLC).

· The Contractor shall identify the best location for the ATR(s) to achieve full operational capability and minimize disruption to the system. If a reasonable location is not available, the Contractor shall identify at least 3 locations and state the reason(s) for the unfeasibility.

· CLIN 00003:

· The Contractor shall purchase ATR(s) for the upstream CBIS location

· The Contractor shall modify the existing conveyors immediately adjacent to the ATR install location to provide the bag spacing and bag singulation needed for the ATR to function properly.

· The Contractor shall install the ATR(s) and configured to maximize the possibility that the tags will be read as bags are conveyed.

· CLIN 00004

· The Contractor shall perform all necessary mechanical work, electrical work, and programming necessary to support integration of the ATR to include proper bag spacing upstream of the ATR, successfully reading the IATA bag tag, track the bag using the IATA ID throughout the CBIS, transfer the IATA ID to the EDS, and display the IATA ID on the Bag Status Display (BSD) in CBRA. Read rates must be in accordance with PGDS criteria.

· The Contractor shall perform necessary programming to incorporate the IATA ID tracking into all BHS reports. The airport POC may request the ability to access the new ATR for integration with their own tracking and sortation needs at their expense.

· The Contractor shall provide all necessary bag handling during any ATR related construction phasing work, operational mitigation, and testing execution.

Constraints/Performance

· The ATR read rates shall be in compliance with PGDS v7 Chapter 12 criteria at 98% during controlled testing.

· The ATR shall be installed such that it is maintainable and field replaceable within 15 minutes under normal conditions.

Scope item #2: Scan Gun Installation at Baggage Inspection Stations (BISs)

Purpose: The IATA code on a bag’s tag is used to track a bag throughout the CBIS and successful hand-off to the EDS. If the IATA tracked bag is lost in tracking after being screened by the EDS, scan guns in CBRA can allow the bag tag to be scanned and the associated bag image retrieved at the SVS for further processing based on the bag status.

The Contractor shall install scan guns at the airports/systems provided in Appendix B, Table B.2. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.2. The specific scope of work to be performed will be site-specific to be generated by the SIP, but all scan gun installation efforts shall include:

· CLIN 00002:

· The Contractor shall create a SIP to detail the effort required for installation of scan guns and all accompanying efforts needed for the scan guns to be installed and integrated at the BIS in CBRA per PGDS v7 Chapter 14.

· CLIN 00003:

· The Contractor shall purchase and install one scan gun for each EDS networked BIS location in the CBRA in accordance with requirements in PGDS v7 Chapter 14.

· The Contractor shall install a stationary scan gun mount and a retractable cord reel closest to the baggage removal point (BRP) for ease of scanning a bag while on the BRP conveyor.

· The Contractor shall perform all necessary hardware and programming modifications for data transfer to occur between the BSD, scan gun and existing secondary viewing station (SVS) for recall of bag images.

· The Contractor shall perform all necessary programming to accommodate the IATA ID display on the BSD in CBRA and integration between the BSD, scan gun and SVS for image recall at the SVS.

· Verify functionality through testing of transfer of data between the BSD and scan gun to the SVS at each modified BIS location.

Scope item #3: Installation of no-lift CBRA solutions

Purpose: No-lift solutions in CBRA reduce or eliminate the need for TSOs to lift or carry bags between two locations, thereby reducing physical strain and potential on-the-job injuries as part of performing screening duties.

The list of airports/systems at which no-lift solutions must be addressed is provided in Appendix B, Table B.3. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.3. Depending on existing conditions at the CBRA, the Contractor shall either be required to install sliding-top tables in the case that such a solution is possible, or create a SIP for a more extensive CBRA modification to allow a no-lift solution without the immediate expectation of implementing the SIP. This distinction is on a system-by-system basis and included in the project details for Table B.3 in Appendix B.

· CLIN 00002:

· Determine if no-lift solution using sliding-top tables can be achieved without modification to existing belt configurations.

· For sites in which no-lift operation can be achieved using sliding-top tables without modification to the existing belt configuration, the Contractor shall create a SIP to detail the effort required for installation of new sliding-top tables that allow bags to be passed between the suspect and clear bag lines.

· For sites in which sliding-top tables cannot be installed in the existing belt configuration, the Contractor shall create a proposed SIP that details the effort and cost required for reconfiguration or modification of the existing CBRA to allow for a no-lift solution. No further work for CLINs 00003 and 00004 are to be performed for these SIPs requiring conveyor modification. This SIP may be used as the basis for a future project.

· CLIN 00003:

· The Contractor shall purchase and install sliding top tables in compliance with PGDS v7 Chapter 14 specifications for each BRP.

· The Contractor shall reconfigure and reinstall all equipment at the existing BRPs, including SVS computers, SVS screens, BSDs, scan guns, ETDs, Uninterruptable Power Supplies (UPSs), etc.

· CLIN 00004:

· The Contractor shall purchase and install any additional devices such as table extenders or roller conveyors to bridge any gap between the alarm and clear lines in the case that the space is too large for a sliding top table alone.

· Perform functional testing of the BSD, scan gun and SVS integration for any relocated BIS locations and provide report to the DLD DC for approval.

Constraints/Performance

· No-lift solutions should result in no need for TSOs to manually lift or carry bags in normal planned operation.

· Existing bag belts should not be modified for the sake of sliding-top table installations. If belt modification would be required, the Contractor should only create a SIP and not perform the implementation work.

Scope item #4: Modify fail-safe operations to PGDS v7 compliance

Purpose: CBIS fail-safe operations are intended to prevent non-clear bags from inadvertently being conveyed to airside locations where they could be loaded onto a flight. Fail-safe areas shall be programmed in accordance with PGDS v7 Chapter 12.

The Contractor shall create a SIP to detail cost/effort to correct any identified deficiencies in existing fail-safe operations in compliance to PGDS v7 Chapter 12 Section 12.9-12.9.2 Fail-safe Operation at the airports/systems provided in Appendix B, Table B.4. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.4. Existing deficiencies being corrected include:

· Correcting default bag path for all non-cleared bags to a secure location.

· Verify fail-safe operation complies with PGDS Sections 12.9.1-12.9.2 including but not limited to an expected bag not received fail-safe programming on the alarm line only and length change fail-safes only activate for bags growing by 12 inches or more.

· Verifying the fail-safe zone complies with PGDS and modifying sidewalls of conveyors associated with fail-safe zones to be clearly marked and support bag removal.

The specific scope of work to be performed will be site-specific to be generated by the SIP, but all fail-safe operation installation efforts shall include:

· CLIN 00002:

· The Contractor shall create a SIP to detail the effort required for corrected operation of the fail-safe area(s) to meet all requirements set in PGDS v7.0.

· No further work for CLINs 00003 and 00004 are to be performed for the SIP – the SIP may be used as the basis for a future project.

Scope item #5: CBRA modification to reduce decibel levels to PGDS v7 requirements or below

Purpose: Noise abatement limits background noise levels in the CBRA to allow the TSO to comfortably perform their screening duties with limited distraction or discomfort.

The list of airports/systems at which noise abatement must be addressed is provided in Appendix B, Table B.5. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.5.

Depending on existing conditions of the CBIS, the Contractor shall create a SIP that details the effort required to either:

a) Install acoustical insulation to the existing CBRA or

b) Conduct a CBRA modification that would allow the necessary level of noise abatement without the current expectation of implementing the SIP.

This distinction is on a system-by-system basis and included in the project details for Table B.6 in Appendix B. Where noise abatement is possible, the Contractor shall provide a solution that reduces noise to less than 70dBA as measured at natural TSO standing points at each screening station using a time-weighted average over an 8-hour shift.

· CLIN 00002:

· Determine if an acceptable level of noise abatement can be achieved without significant modification of the existing CBRA configuration such as acoustic panels and hanging baffles without impeding equipment maintenance access.

· For sites in which noise abatement can be achieved without significant modification to the existing CBRA configuration, the Contractor shall create a SIP to detail the effort required for installation of acoustic insulation.

· For sites in which proper noise abatement cannot be achieved without significant modification to the existing CBRA configuration, the Contractor shall create a proposed SIP that details the effort required for reconfiguration or modification of the existing CBRA to allow for an acceptable level of noise abatement.

· No further work for CLINs 00003 and 00004 are to be performed for the SIP – the SIP may be used as the basis for a future project.

Constraints/Performance

· Enclosure or partial enclosure of the CBRA is an acceptable noise abatement method only if it does not introduce new previously unnecessary requirements, such as new heating/cooling of the space, relocation of belts to allow for enclosure of the CBRA, etc.

Scope item #6: PGDS compliant installation of anti-fatigue flooring

Purpose: Anti-fatigue flooring aids in the comfort of TSOs and prevention of physical strain or on-the-job injuries related to long periods of standing on an un-cushioned surface.

The Contractor shall install permanent anti-fatigue flooring under all TSO work and movement areas except for MIT pathways with a service-life of no less than seven years. The flooring shall be composed of a safety/anti-fatigue material configured for a continuous installation throughout the TSO work and movement area in CBRA. The CBRA rooms requiring flooring installation are provided in Appendix B, Table B.6. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.6. The specific scope of work to be performed will be site-specific to be generated by the SIP, but all anti-fatigue flooring installation efforts shall include:

· CLIN 00002:

· The Contractor shall create a SIP to detail the effort required for installation of new anti-fatigue flooring under all TSO work and movement areas.

· CLIN 00003:

· The Contractor shall procure and install PGDS compliant anti-fatigue flooring under all TSO work and movement areas in the CBRA room while adhering to local codes for environmental and safety standards such as low-VOC (Volatile Organic Compound) flooring and low-VOC adhesive when installing. purchase and install permanent anti-fatigue flooring under all TSO work and movement areas.

Scope item #7: Improve CBRA temperature and humidity conditioning

Purpose: The PGDS v7 Section 14.7.5 provides for the heating, ventilation and air conditioning standards for the CBRA room. The CBRA shall be a climate-controlled space. Temperature and humidity control shall be supplied commensurate with the locale. A separate temperature control thermostat shall be provided for the CBRA. If forced-air ventilation is provided, fresh outside air shall be delivered to the CBRA at rates specified by the American Society of Heating, Refrigerating, and Air-conditioning Engineers (ASHRAE) Standard 62.1-2016 Ventilation for Acceptable Indoor Air Quality. The CBRA shall be under positive pressure relative to ambient BHS areas to minimize the migration of contaminants (e.g., products of combustion from tugs and vehicles, as well as outside dirt, dust, and debris) from entering into the CBRA.

The list of airports/systems at which CBRA conditioning must be addressed is provided in Appendix B, Table B.7. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.7.

Depending on existing conditions at the CBRA, the Contractor shall either install conditioning to the existing CBRA or create a SIP for a more intensive CBRA modification that would allow the necessary level of conditioning without the current expectation of implementing the SIP. This distinction is on a system-by-system basis and included in the project details for Table B.7 in Appendix B. Where temperature/humidity conditioning is possible, the Contractor shall provide a solution to achieve PGDS compliance.

· CLIN 00002:

· Determine if an acceptable level of temperature/humidity conditioning can be achieved without significant modification of the existing CBRA configuration

· For sites in which conditioning can be achieved without significant modification to the existing CBRA configuration, the Contractor shall create a SIP to detail the effort required for installation of the necessary conditioning.

· For sites in which proper conditioning cannot be achieved without significant modification to the existing CBRA configuration, the Contractor shall create a proposed SIP that details the effort required for reconfiguration or modification of the existing CBRA to allow for an acceptable level of noise abatement.

· No further work for CLINs 00003 and 00004 are to be performed for the SIP – the SIP may be used as the basis for a future project.

Constraints/Performance

· Enclosure or partial enclosure of the CBRA is an acceptable option to help improve CBRA conditioning only if it does not introduce new previously unnecessary requirements, such as relocation of belts to allow for enclosure of the CBRA, impacts to maintenance accessibility of BHS or screening equipment, impacts to operations, etc.

Scope item #8: Modification of bag allocation methodology to force round-robin and PGDS compliant bag spacing pre-EDS

Purpose: Per PGDS v7 Section 12.8.4, CBIS designs shall incorporate a round-robin BAM, in which bags are routed singularly and consecutively to each available SS line. Deviations from round-robin BAM shall be submitted through a Request for Variance (RFV) for review and approval by TSA. Round-robin allocation is typically accomplished by assigning an ID for each SS line to bags upstream of the screening matrix. For example, if a matrix has four SS lines, as bags leave the upstream scanning array, SS_1 is assigned to bag 1, SS_2 to bag 2, SS_3 to bag 3, SS_4 and so on. Under normal conditions, bags are diverted to the corresponding SS lines. If the corresponding SS line cannot accept the bag (shunt or EDS unavailable), the PLC logic dynamically adjusts to allow another SS line to accept the bag. In the case where an SS line is not available, the system is expected to maintain that ID in the round-robin count.

The Contractor shall perform the necessary programming modifications to the BHS PLC to incorporate round-robin BAM replacing the existing methodology currently in use by the BHS. This work shall be done at the CBIS provided in Appendix B, Table B.8. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.8. The specific scope of work to be performed will be site-specific to be generated by the SIP, but all round-robin BAM efforts shall include:

· CLIN 00002:

· The contractor shall obtain seven (7) days of daily photocell reports, CBIS executive summary, and CBRA executive summary reports to baseline and document existing system performance and include in the SIP.

· The Contractor shall create a SIP to detail the effort required for programming and activation of round robin BAM for the CBIS.

· CLIN 00003:

· The Contractor shall provide all programming necessary to modify the BAM to PGDS compliant round robin methodology.

· The Contractor shall submit a CCR for the round-robin BAM programming for each system for TSA review and approval.

· If the round robin BAM effort is independent of any other changes requiring ISAT, the contractor shall submit daily photocell, CBIS Executive summary and CBRA executive summary reports for 7 days before and 7 days after the round-robin BAM is implemented.

Scope item #9: Installation of EDS over-height protection

Purpose: Over-height protection upstream of EDS devices protects the machine from being jammed by a bag that is too tall for the EDS aperture. Over-height protection consists of photo eyes that identify bags to be diverted or to stop on the BHS prior to reaching the EDS.

The Contractor shall install over-height protection at the CBIS provided in Appendix B, Table B.9. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.9. Depending on potential bag routing options, the Contractor shall install over-height photo eyes sufficiently upstream of the EDS to either reroute or stop the bag. The specific scope of work to be performed will be site-specific to be generated by the SIP, but all efforts shall include:

· CLIN 00002:

· The Contractor shall create a SIP to detail the effort required for installation of over-height photo eyes and integration with the BHS PLC to control bag movement.

· If the system has a BMA and a routing path for Out-of-Gauge (OOG) bags, the SIP shall specify that over-height photo eyes shall be installed prior to the first divert to the EDS or prior to the OOG divert point, whichever is first in the system.

· If OOG routing is not present, the SIP shall specify that over-height photo eyes shall be installed prior to each EDS at least two conveyors upstream of the EDS entrance.

· CLIN 00003:

· If the system has a BMA and a routing path for OOG bags:

· The Contractor shall install over-height photo eyes prior to the first divert to the EDS or prior to the OOG divert point, whichever is first in the system.

· The Contractor shall program the PLC to integrate the photo eye triggers to divert the over-height bag to the OOG line.

· If OOG routing is not present:

· The Contractor shall install over-height photo eyes prior to each EDS at least two conveyors upstream of the EDS entrance.

· The Contractor shall program the PLC to integrate the photo eye triggers to stop the belt carrying the over-height bag and initiate an alarm to indicate the bag must be manually cleared.

· CLIN 00004:

· The Contractor shall install all necessary electrical and networking to allow photo eyes to function properly.

Scope item #10: Modification to add all necessary CBRA E-stop devices to meet PGDS v7.0 compliance

Purpose: E-stop devices should be readily accessible at all BISs to allow a TSO to stop all baggage conveyors in a continuous line in the case of an emergency situation.

The Contractor shall create a SIP detailing the effort required to purchase and install E-stop buttons or lanyards at all BIS locations at the airports/systems provided in Appendix B, Table B.10. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.10. The specific scope of work to be performed will be site-specific to be generated by the SIP, but all efforts shall include:

· CLIN 00002:

· The Contractor shall create a SIP to detail the effort required for installation of E-stop devices at all BIS locations, including electrical, networking, and programming elements.

· No further work for CLINs 00003 and 00004 are to be performed for the SIP – the SIP may be used as the basis for a future project.

Scope item #11: Modification to CBRA E-stop resets to meet PGDS v7.0 compliance

Purpose: To avoid inadvertently prematurely re-starting the CBRA conveyor belts after an E-stop is pulled, only a single E-stop reset location should exist.

The Contractor shall create a SIP detailing the effort to remove all E-stop reset devices except for a single master reset button at the airports/systems provided in Appendix B, Table B.11. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.11. The specific scope of work to be performed will be site-specific to be generated by the SIP, but all efforts shall include:

· CLIN 00002:

· The Contractor shall create a SIP to detail the effort required for modification of E-stop resets in the CBRA to align with PGDS v7.0 requirements, including electrical, networking, and programming elements.

· No further work for CLINs 00003 and 00004 are to be performed for the SIP – the SIP may be used as the basis for a future project.

Scope item #12: Addition of a Baggage Measurement Array (BMA) for identification and redirection of Out-of-Gauge (OOG) bags

Purpose: A BMA can identify bags that are too large to fit into the EDS aperture, and ensure that those bags are diverted before or around the EDS shunts. Doing so prevents jams and potential damage to the EDS and BHS from bags too large for the BHS and EDS to process.

Depending on existing conditions of the CBIS, the Contractor shall create a SIP that details the effort required to either:

a) Install a BMA at a location upstream of the first divert to the EDS or prior to the OOG divert point, whichever is first in the system, and perform all necessary actions to incorporate the BMA into the existing BHS; or

b) Reconfigure or modify the existing CBIS to allow for addition of an OOG line and a BMA.

The list of airports/systems at which BMA installation must be addressed is provided in Appendix B, Table B.12. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.12.

The specific scope of work to be performed will be site-specific to be generated by the SIP, but all efforts shall include:

· CLIN 00002:

· The Contractor shall create a SIP to detail the effort required for identification of OOG bags.

· If the system has a routing path for OOG bags, the SIP shall specify that the BMA shall be installed prior to the first divert to the EDS or prior to the OOG divert point, whichever is first in the system. The SIP shall also specify requirements for integration with the BHS PLC to control bag movement.

· For sites in which routing of OOG cannot be achieved without significant modification to the existing CBIS configuration, the Contractor shall create a proposed SIP that details the effort required for reconfiguration or modification of the existing CBIS to allow for addition of an OOG line and a BMA.

· No further work for CLINs 00003 and 00004 are to be performed for the SIP – the SIP may be used as the basis for a future project.

Scope item #13: Reprogramming of systems with automatic bag recirculation

Purpose: Automatic recirculation of bags may result in bags being continually looped through the system without guarantee of diverting out. In some systems, automatic recirculation may also result in screened and unscreened bags being mixed on the same loop, thereby introducing risk of unscreened or suspect bags bypassing security.

The Contractor shall create a SIP detailing the effort to reprogram systems to divert all bags at the last diverter to allow a manual selection of divert-all functionality. This work shall be performed at the airports/systems provided in Appendix B, Table B.13. Data collected as part of the BHS Gap Analysis effort that is related to this effort is also available in Table B.13. The specific scope of work to be performed will be site-specific to be generated by the SIP, but all efforts shall include:

· CLIN 00002:

· Verify the operational state of the recirculation line. Most of the recirculation lines were disabled as part of TSA Baggage Assessment and System Evaluation (BASE) Team efforts over the last 10 years.

· If the recirculation line is inoperable, no further action is required.

· If the recirculation line is operable, the Contractor shall create a SIP to detail the effort required for reprogramming of the PLC to not allow automatic recirculation, taking into account operational impacts on the system of introducing this change.

· No further work for CLINs 00003 and 00004 are to be performed for the SIP – the SIP may be used as the basis for a future project.

5.0 Program Management Requirements

The requirements of this Task Order are to perform all of the Program Management Tasks as outlined in Section 2.0 of the IDIQ SOW.

6.0 Deliverables

The Contractor shall submit all deliverables in accordance with the base IDIQ contract award, with the following additions or modifications. The Contractor shall prepare and submit other project documentation and special reports as required by the RDC, RIC and COR. The frequency and format of the deliverables are subject to change based on requirements to support the mission.

The following Deliverables will be required by this TO:

Section Format Requirement

10 Business Days after Site Survey is complete for CAT I/II/III/IV

10 Business Days after Concept Drawing approval for CAT I/II/III/IV

10 Business Days after IFC approval for CAT I/II/III/IV (as needed)

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7.0 Contracting Officer’s Representative (COR)

1. The principle role of the COR is to support the Contracting Officer in managing the contract. This is done through furnishing technical direction within the confines of the contract, monitoring performance, ensuring requirements are met within the terms of the contract, and maintaining a strong relationship with the Contracting Officer. As a team the Contracting Officer and COR must ensure that program requirements are clearly communicated and that the agreement is performed to meet them. The principle role of the Technical Monitor (TM) is to support the COR on all work orders, tasks, deliverables and actions that require immediate attention relating to the approved scope and obligated funding of the contract action.

2. The Contracting Officer hereby designates the individual(s) named below as the Contracting Officer's Representative(s) and Technical Monitor(s). Such designations(s) shall specify the scope and limitations of the authority so delegated.

TSA COR:

Name: TBD Phone Number: TBD Email: TBD

Alternate COR:

Name: TBD Phone Number: TBD Email: TBD

East Technical Monitor:

Name: TBD Phone Number: TBD Email: TBD

Central Technical Monitor:

Name: TBD Phone Number: TBD Email: TBD

West Technical Monitor:

Name: TBD Phone Number: TBD Email: TBD

Appendix A – APM Checked Baggage Projects by Airports

Table A.1: Airports List

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Appendix B – APM Checked Baggage Projects by Scope Item

Table B.1: Airports List – ATR Installation

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Table B.2: Airports List – Add/Modify Scan Guns Installation

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