Checkpoint Design Guide_Revision 1.indb

Transcription

CHEcKPOINT DESIGN GUIdE (CDG)
Revision 1
February 11, 2009
Prepared for the
Transportation Security Administration
Office of Security Technology
Contract Number: HSTS04-05-D-DEP003
Office of Security Operations
Operational Improvement Branch
DISCLAIMER
0.1 DISCLAIMER
The TSA Checkpoint Design Guide has been prepared to help
Headquarters, local TSA, airport stakeholders, and architectural/
engineering firms produce a consistent product. While many answers
to questions that arise in the design process have been addressed in
this document, deviations are sometimes warranted. Seek guidance
from the local FSD and TSA HQ when the guidelines cannot be
applied. As with any guide, previous experience, knowledge of local
and national codes, and professional judgment are to be integrated
with the direction provided herein to develop the optimum design.
2009.02.11 REVISION 1
CHECKPOINT DESIGN GUIDE (CDG)
1
TABLE OF CONTENTS
1.0 INTRODUCTION TO SECURITY SCREENING CHECKPOINTS (SSCPS) . . . . . . . . . . . . . . . . . . . 5
1.1
GENERAL INFORMATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 7
1.2
STAKEHOLDER COORDINATION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.3
PLANNING CONSIDERATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 8
1.4
AIRPORT OPERATIONAL TYPES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 10
1.5
CHECKPOINT IMPROVEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 11
1.6
DESIGNING FOR THE EQUIPMENT & PROCESS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
1.7
DESIGNING FOR THE FUTURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 15
2.0 SSCP ELEMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 16
2.1
2.2
PRE-SCREENING PREPARATION INSTRUCTION ZONE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.1.1
TSA Mandatory Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.1.2
TSA Instructional Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.1.3
TSA Directional Signs. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
2.1.4
TSA Local Signs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 19
QUEUE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 20
2.2.1
Diamond Self Select (DSS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.2.2
Registered Traveler Queue Lane . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 21
2.2.3
Travel Document Checker (TDC) & Podium . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 23
2.3
BIN CART . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 26
2.4
DIVEST TABLE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 27
2009.02.11 REVISION 1
2
TABLE OF CONTENTS
2.5
CARRY-ON BAG SCREENING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 28
2.5.1
X-Ray Unit (TRX) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 29
2.5.2
Advanced Technology (AT) X-ray Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 34
2.5.3
TRX & AT X-Ray Extension Rollers . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 37
2.5.4
AutoEDS Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41
2.6
WALK THROUGH METAL DETECTOR (WTMD). . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 46
2.7
BARRIERS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 50
2.8
ADA GATE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 51
2.9
WHOLE BODY IMAGER (WBI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 52
2.10 PASSENGER CONTAINMENT & INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
2.10.1
Holding Station (DOT.J3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 57
2.10.2
Holding/Wanding Station (DOT.N3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 58
2.10.3
Hand Wanding Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 59
2.10.4
Private Screening Room (DOT.T3) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 60
2.11 ETD BAG SCREENING. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
2.11.1
Explosive Trace Detection (ETD) Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
2.11.2
Bottle Liquid Scanner (BLS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 61
2.11.3
ETD Mobile Cabinet . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 65
2.11.4
Bag Search Table . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 66
2.12 CAST & PROSTHETHESIS IMAGER (CPI) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 67
2.13 EGRESS SEATING AREA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 68
2.14 SUPERVISORY TRANSPORTATION SECURITY OFFICER (STSO) & LAW ENFORCEMENT OFFICER (LEO) PODIUM . . . . 69
2.15 EXIT LANE . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 70
2.16 SSCP ADJACENT WALLS & BOUNDRIES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 71
2009.02.11 REVISION 1
3
TABLE OF CONTENTS
3.0 STANDARD SSCP LAYOUTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 72
3.1
SSCP RECOMMENDED SPACING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 76
3.2
STANDARD MODULE SETS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
3.3
3.2.1
TRX Module Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 78
3.2.2
AT Module Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 83
3.2.3
AT & WBI Module Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 88
3.2.4
AutoEDS Module Sets . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 91
LANE COMBINATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
3.3.1
TRX Lane Combinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
3.3.2
AT and AT & WBI Lane Combinations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 94
4.0 SSCP POWER & DATA . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
4.1
EQUIPMENT REQUIREMENTS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 103
4.2
EQUIPMENT RECEPTACLES . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 107
4.3
RECEPTACLE LOCATIONS . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 108
4.4
IT CABINET . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 112
4.5
Hi-SOC . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 113
4.6
SSCP LIGHTING . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 114
4.7
CCTV . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 115
5.0 SAFETY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 116
6.0 APPENDIX A - SSCP TERMINOLOGY . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 117
2009.02.11 REVISION 1
4
1.0 INTRODUCTION TO SECURITY
SCREENING CHECKPOINTS (SSCPS)
1.0
INTRODUCTION TO SECURITY
The Transportation Security Administration (TSA) is mandated by
law to screen air travelers and their carry-on baggage to ensure that
prohibited items are intercepted at Security Screening Checkpoints
(SSCP) at approximately 450 airports across the United States. Each
checkpoint represents a point of entry into the aviation system and
must meet security criteria. SSCPs were less complex pre-9/11. Ever
since TSA was created in 2001, the SSCP’s have evolved considerably
through the years and continue to evolve with improved technology
and increased experience. Because the environment is constantly
changing, this Checkpoint Design Guide (CDG) was created to
communicate the most current accepted guidelines to those that are
involved with checkpoint design.
The intent of this document is to provide a description of the SSCP
equipment that exists today and the knowledge necessary to locate
that equipment within the checkpoint in order to provide the highest
level of security screening and efficiency beginning at the queue and
continuing through the composure area. The information included
in this guide should be used when designing new checkpoints or
reconfiguring existing checkpoints. All designs and reconfigurations
must be coordinated with TSA Headquarters (TSA HQ), the local
FSD and staff, and local airport stakeholders so that the recommended
guidelines are site-adapted for each checkpoint. This document
is intended to be a “living” document that is updated when new
technologies or processes are adopted by TSA HQ.
There are multiple layers of security in place at airports today that
facilitate the safe movement of people and commerce throughout the
airport transportation system. Theses layers are roadblocks to potential
terrorist paths because they are equipped to detect and minimize
threats that could occur within the system. Refer to Figure 1-1.
2009.02.11 REVISION 1
Every airport and airport terminal building is unique in physical
design and operational requirements. No single SSCP solution will
work for every checkpoint nor will it work for every checkpoint at the
same airport. Every SSCP location must be reviewed as an entity of
the overall airport security system. The CDG provides direction and
recommendations on how to locate and size a new SSCP based on the
following conditions:
•
Facility Infrastructure & Operations
•
Current Screening Technology/Equipment
•
Type of Risk that is Present or Anticipated
•
Passenger Loads/Number of Enplanements
Improper SSCP design results in terminal and checkpoint queue
congestion, long passenger wait times, flight delays, missed flights,
and unnecessary security risks. Proper SSCP design helps avoid
costly problems for the airport, airlines, and TSA. It also provides a
smoother and safer experience for the passenger.
This document is divided in to the following sections:
•
Section 1.0 Introduction to Security Screening Checkpoints
(SSCPs)
•
Section 2.0 SSCP Elements
•
Section 3.0 Standard SSCP Layouts
•
Section 4.0 SSCP Power and Data
•
Section 5.0 Safety
•
Section 6.0 Appendix A-SSCP Terminology
5
2009.02.11 REVISION 1
VIPR
Passengers
Hardened Cockpit Door
Law Enforcement Officers
Trained Flight Crew
Federal Flight Deck Officers
Federal Air Marshal Service
Bomb Aprasial Officers
Random Employee Screening
Transportation Security Inspection
Checked Baggage
Checkpoint/Transportation Security Officers
Travel Document Checker
Behavior Detection Officers
Canines
Crew Vetting
No-Fly List & Passenger Pre-Screening
Joint Terrorism Task Force
Customs & Border Protection
Intelligence
Terrorist Paths
Figure 1-1 Twenty Layers of Security
6
1.1 GENERAL INFORMATION
SSCPs are a critical element to an airport’s overall terminal
design and must be considered in the early stages of planning and
conceptual layout. Performance requirements of a SSCP and airport/
airline responsibilities are not included in the CDG. However, this
information can be obtained from a number of TSA regulatory
documents.
Security screening is intended to deter and prevent hijackings
and the transport of explosive, incendiary or dangerous weapons
aboard commercial aircraft. This threat does not solely rest with
the passengers. Airport personnel, airline personnel, concession
employees, and concession delivery personnel are also part of the
threat and are screened through the SSCP when traveling from the
non-sterile area to the sterile area. Sterile areas are defined as those
areas where aircraft access is possible and persons have undergone
security screening to access the area. Non-sterile areas are accessible
to the general public.
When designing a new terminal or checkpoint or reconfiguring an
existing terminal or checkpoint, the following items should be built
into the design:
•
•
Preventing persons with prohibited items to board commercial
aircraft
•
Secure exiting for arriving passengers during operational and
non-operational hours of the SSCP
•
Persons with disabilities requiring wheelchair accessibility or
allowances for other assistive devices
•
Minimal interruption or delay to the flow of passengers and
others being screened
•
Effective and secure handling of goods that cross from the
non-sterile area to the sterile area
•
Protection of SSCP equipment during non-operational hours
•
Equipment maintenance requirements
•
Operational flexibility in response to changes in passenger loads,
equipment, operational processes, and security levels
•
Flexibility to accommodate new technology and processes
•
Efficient and effective use of terminal space
•
Acceptable and comfortable environmental factors, such as air
temperature, humidity, air quality, lighting, and noise
•
Safe and ergonomic design
•
Coordination of
the SSCP
•
Contingency plans for power outages and system difficulties
•
Availability of TSA office space in the non-sterile or sterile area
for training, paperwork, and breaks. Close proximity to
rest rooms and drinking fountains is preferred.
•
Cost-effective labor requirements for TSA and other security
personnel
Preventing SSCP exit lane breaches
2009.02.11 REVISION 1
power, data, and CCTV equipment at
7
1.2 STAKEHOLDER COORDINATION
Key individuals within TSA HQ, local TSA, government agencies,
airport and airline operations, just to name a few, should be involved
during the SSCP design process. These groups will be able to facilitate
dialogue regarding local building codes, mutual aid agreements with
local law enforcement/emergency responders, and joint commercial/
military presence which could factor into the checkpoint design.
1.3 PLANNING CONSIDERATIONS
SSCPs are created by combining standard 1 and 2 lane module sets.
At a minimum, a 1 lane module set will consist of a Walk Through
Metal Detector (WTMD), X-ray, passenger containment and/or
inspection, and secondary screening area. A 2 lane module set is
the same plus a second X-ray. Figure 1-2 illustrates a 5 lane layout
which is a combination of 2-2 lane module sets and 1-1 lane module
set. These module sets will be discussed in more detail in Section
3.0. These module sets are created based on standard TSA spacing
for passenger ingress/egress, clearance for maintenance activities,
and prevention of passenger breaches. These module sets provide
a controlled and contained screening environment where sterile and
non-sterile areas are separated from each other.
A modular design enables TSA to determine the depth and width
needed for a particular number of lanes. The number of lanes is
based on the passenger load or the physical space provided by the
airport. As the number of enplanements per year increases and
the equipment and technology evolve, the SSCP needs to have the
flexibility for change and the ability to expand. Allowance for
modifications must be included in the Airport Master Plan.
2009.02.11 REVISION 1
Vulnerabilities specific to a particular airport will dictate where the
checkpoint is situated within the terminal. Some airports may locate
the SSCP at or near the entrance of the terminal, making all spaces
beyond the SSCP sterile. Thoughtful consideration must be given to
passenger queuing if the SSCP is placed near the terminal entrance.
Massing people in public areas should be avoided. The more common
choice is to position the SSCP deeper into the terminal. During
periods of elevated threat, temporary SSCPs may be needed in the
airport lobbies. Space and available utilities for TSA to tap into
should be considered if this is a potential option.
Airports with international flights have a higher level of threat thus
requiring support for additional operations than airports with domestic
flights only. International SSCPs may require additional space to
support an increased level of security with different combinations of
equipment and processes. Some airports with international flights
have a Federal Inspection Service (FIS) SSCP. This is a checkpoint
that arriving international passengers are required to be screened
through before transferring to a domestic flight. The reason is that
the U.S. screening process has different requirements and provisions
than screening processes in many international airports in other
countries where a passenger may have originated his travel. The
screening requirements for a FIS checkpoint are the same as other
checkpoints but the volume varies based on the frequency of inbound
international flights.
8
Figure 1-2 Security Screening Checkpoint
2009.02.11 REVISION 1
9
1.4 AIRPORT OPERATIONAL TYPES
Airports can be characterized as Origin and Destination (O&D),
Transfer/Hub, or a combination of the two, with regional and
commuter traffic included in all three.
In Transfer/Hub airports, transfer passengers frequently move
from gate to gate without passing through the airport SSCP. If
concessions are located in the sterile area, there is no need for an
arriving passenger to exit the sterile area. However, if concessions
are located in the non-sterile area, there is incentive for passengers to
exit the sterile area and subsequently re-enter the sterile area through
the SSCP thus increasing the passenger load that might otherwise be
unnecessary. The best scenario would be to locate concessions in the
sterile area so that passengers can move among gates along multiple
concourses without needing to be re-screened.
Small airports operate a bit differently than their larger O&D and
Transfer/Hub counterparts. Typically, there is little or no hold room
space. Passenger screening doesn’t occur until right before the flight
boards. Often the SSCPs at small airports are located at the gate.
In some cases, space may be so limited that it is best to co-locate
the checked bag screening adjacent to or in combination with the
checkpoint. This configuration has specific equipment called the
AutoEDS that is capable of screening carry-on and checked baggage.
This layout is efficient and economical in that one piece of equipment
and the same staff can provide two types of screening.
O&D airports would be best served by locating the SSCP near
the individual hold rooms (passenger waiting area) so that they
can be staffed for particular departures. While this makes staffing
more dynamic and flexible, it would require more real estate and
equipment.
2009.02.11 REVISION 1
10
1.5 CHECKPOINT IMPROVEMENTS
Modifications to the SSCP must be closely coordinated with TSA HQ
so that the proper equipment and resources are deployed to support
the changes in a manner that heightens security, increases throughput,
reduces on-the-job injuries, makes staffing more dynamic, improves
passenger customer service and is consistent with the guidelines in
this book.
Change requests can be made to TSA HQ through following URL:
http://projecttracking.tsa.gov. A screenshot of the Checkpoint
Change Request form is shown in Figure 1-4. Access to this link
can be gained by emailing [email protected] and
requesting a user account and password. Requests for screening
(hard, powered) equipment and ancillary (soft, non-powered)
equipment are submitted via the Checkpoint Equipment Request
Form as shown by the screenshot in Figure 1-5. The Requirements
Management Advisory Group (ReMAG) evaluates all requests and
assigns a ReMAG ID to use for tracking the equipment required for
the SSCP reconfiguration.
An outline of the checkpoint modification process is shown in Figure
1-3 starting with project inception all the way to project approval.
Local TSA and airport/airline stakeholders should follow this process
when upgrades to an existing SSCP are needed. Once the project is
approved, the TSA HQ Deployment group gets involved to assist
local TSA and/or airport stakeholders execute the project. Tasks
vary from shipping equipment to putting the project out for bid. The
deployment group is made up of various personnel within different
divisions of TSA HQ.
Funding for SSCP modifications will depend on the type of change
requested. TSA HQ will review and approve changes, but may not
provide all of the funding. For example, in the case of an equipment
request, TSA HQ may supply the equipment, but request the airport
or local TSA to provide new power/data receptacles to support the
equipment. Shared cost solutions are common for these types of
requests. TSA HQ, local TSA, airport stakeholders, and the SSCP
designer should determine funding responsibilities in the early
planning stages of the project before design begins.
2009.02.11 REVISION 1
11
Figure 1-3 Checkpoint Modification Process
1
2
3
5
4
Project is communicated by the Airport Authority,
Optimization Site Visit, or TSA HQ to FSD.
FSD & staff coordinate details for a checkpoint change
request including, but not limited to:
1. Security Screening Equipment Requirements
2. Ancillary Equipment Requirements
3. Detailed Existing and/or Proposed Drawings
4. Associated Serial Numbers of Units in Question
5. Construction Schedule
6. Local POC(s) information
Airport submits request through the Checkpoint
Change Request Website with associated supporting
documentation to Area Director & OST. Project
receives a ReMAG ID number for tracking.
The Project is now a formal request assigned to an
OST Point of Contact (POC). The ReMAG ID number
should be referenced to query status.
The airport requests are reviewed against the
following criteria:
1. Capacity Analysis
2. Approved Design
3. Equipment Availability
4. TSO Staffing Availability
5. Outlined Fiscal Year Budget
Invalidated
requests are
communicated
back to the
Airport POC.
The TSA HQ OST POC coordinates necessary changes
with FSD & applicable stakeholders.
6
Validated requests are communicated back to the Airport
POC & executed by the TSA HQ Deployment Group.
2009.02.11 REVISION 1
12
Figure 1-4 Checkpoint Change Request Form
2009.02.11 REVISION 1
13
Figure 1-5 Checkpoint Equipment Request Form
2009.02.11 REVISION 1
14
1.6 DESIGNING FOR THE EQUIPMENT
& PROCESS
TSA equipment placement is intended to increase the level of security
and improve the flow of passengers through the checkpoint. This is
accomplished by providing adequate space for passengers to divest
and compose which minimizes the occurrence of bottlenecks at the
checkpoint. Checkpoint configurations should create a reasonable
work environment for the TSOs to perform multiple functions within
close proximity to each other. Designers will be directed by TSA
HQ to locate screening equipment in such a way that would increase
the baseline performance of the equipment, improve the passenger
experience and decrease the time required for screening.
Good design should conform to the activity that it supports.
Procedures are in place and are continuously being reviewed and
further refined to outline the process that every passenger and bag
must undergo in order to properly fulfill TSA’s goals for the SSCP. It
is critical that the design layout support this process.
TSA, together with a number of partners within TSA and in the
private sector, developed an integrated prototype checkpoint that incorporated innovation in people, process, and technology. This prototype was deployed to Baltimore/Washington International Airport
(BWI) in April 2008 under the umbrella of “Checkpoint Evolution”.
The goal in deploying the first prototype, “Checkpoint Evolution”
was to test new ideas, while at the same time engage passengers,
TSOs, and airport and airline partners in a dialogue about how to
improve the passenger screening process. At the time of print of
this guide, many of the elements of the prototype were being refined
and evaluated. Consultation with local TSA offices is suggested to
receive the most up to date information for the next generation of
prototypes relating to checkpoints.
1.7 DESIGNING FOR THE FUTURE
Airport security technology is a dynamic and rapidly changing field.
No matter how carefully an airport is designed to take maximum
advantage of the current technology, designs must be sufficiently
adaptable to meet the changing threats and support the equipment
that detects these threats. Security screening equipment dimensions
and/or processes may change, requiring the entire airport security
managerial infrastructure to make important decisions regarding
modifications, which the designer must then accommodate. The
designer’s task will be easier if the original design has anticipated
the need for change and allowed for size and space adjustments
by surrounding the SSCP with as much flexibility and potential
expansion space as possible.
2009.02.11 REVISION 1
15
2.0 SSCP ELEMENTS
2.0
SSCP ELEMENTS
The intent of this section is to introduce all of the elements of a
standard TSA SSCP. These elements can consist of “hard” materials,
such as powered security screening equipment and “soft” materials,
such as non-powered ancillary equipment. The equipment in this
section is listed in the order that a passenger encounters it, from the
non-sterile area to the sterile area, and includes a description with
the clearances recommended by the manufacturer, location within the
checkpoint, general footprint and overall weight. Power requirements
are listed in Section 4.0. The information contained herein is intended
to be general and not a replacement for the manufacturer cut-sheets.
Elements of an SSCP are fairly consistent from checkpoint to
checkpoint. Some elements are static in nature such as the footprint
required for a WTMD, TRX, AT, or WBI. These footprints may
vary slightly by manufacturer but are fairly consistent. Choice
of manufacturer for a particular type of equipment is determined
by TSA HQ which is typically based on equipment sizes, weights,
existing maintenance contracts, and TSA staff familiarity with
a particular vendor. Other elements, such as the passenger queue
and composure area, are variable because the characteristics
change based on the space available, airline passenger load
factors, and number of passengers screened at checkpoints
per hour.
2009.02.11 REVISION 1
Figure 2-1 indicates the elements required per lane, per module set,
and per checkpoint. A module set is 1 or 2 lanes where checkpoint
elements are shared. A module set is defined further in Section 3.0.
This table lists technology and equipment available at the time of
publication of this document. SSCP requirements by lane, by module
set, and by checkpoint will change as new technologies and processes
become available and/or as requirements change.
A layout of most but not all of the SSCP elements is represented in
Figure 2-2. This figure is NOT a typical checkpoint nor should it
be reproduced. It is intended to reflect a majority of the equipment
deployed at a checkpoint but not necessary all at the same time. The
carry-on bag screening device is usually the same type (TRX or AT)
across all the lanes. Passenger flow goes from left (non-sterile) to
right (sterile).
All equipment listed in this section can be ordered from TSA HQ by
following the process outlined in Section 1.5.
16
2.0 SSCP ELEMENTS
Figure 2-1 SSCP Requirements
Checkpoint Area
Per Single Lane
Per 2 Lane Module Set
Per Checkpoint
2009.02.11 REVISION 1
Equipment Elements
• (2) Bin Carts - (1) at each end of lane
• (2-3) Divest Tables
D)
• (1) Walk Through Metal Detector (WTMD)
• (1) TRX or AT X-Ray with Extension Rollerr
• (1) Ergonomic X-ray Operator Chair
• (1 or more) CCTV cameras (not shown)
• (1) ADA Gate
• Barrier(s)
• (1) Explosives Trace Detection (ETD) Unit & Cabinet
• (1 or 2 ) Bag Search Tables
• (1) Glass Holding Station or Holding/Wanding Station (not shown)
• (1) Anti-fatigue mats (not shown)
• (1) Composure Bench
• (2) Passenger Wanding Chairs & Mats
• (1) STSO Podium (at large airports only)
• (1) Private Screening
• (1) Data Connections/Cabinet (not shown)
• (1) Law Enforcement Officer (LEO) Station or position (not shown)
17
2.0 SSCP ELEMENTS
Figure 2-2 SSCP Elements
This graphic is not
representative of a typical
S
SSCP layout. It is intended
F
to capture all of the elements
M
X
P
E
Y
W
one would encounter but not
O
necessarily all at the same
Q
time.
N
E
D
B
C
C
O
B
H
Z
A
G
F
T
L
K
R
E
B
V
C
C
B
J
E
S
N
A
Queuing Stanchions
G
ADA Gate
O
Bag Search Table
B
Bin Cart
H
TRX X-ray
P
Passenger Wanding
C
Divest Table
J
Advanced Technology (AT) X-ray
Q
Explosives Detection System (AutoEDS)
D
Pre-Screening Preparation Zone
K
Whole Body Imager (WBI)
R
Composure Bench
E
Barrier
L
Holding / Wanding Station (DOT.N3)
S
SSCP Adjacent Walls/Barriers
F
Walk-Through Metal Detector (WTMD)
M
Holding Station (DOT.J3)
T
2-to-1 Separation Stanchions
N
Explosives Trace Detection (ETD) Unit
U
Cast & Prosthesis Imager
2009.02.11 REVISION 1
O
U
V
Travel Document Checker (TDC)
Podium
W
Remote Viewing Room (DOT.S3)
X
Lane Control Unit (LCU)
Y
Private Screening Room (DOT.T3)
Z
Supervisor Transportation
Security Officer (STSO) Podium
18
2.0 SSCP ELEMENTS
2.1 PRE-SCREENING PREPARATION
INSTRUCTION ZONE
The Pre-Screening Preparation Instruction Zone begins as early as
the curbside ticket counters and typically ends at the Travel Document
Checker (TDC) podium deep in the queue. This zone should incorporate
architectural features of the airport and be designed to provide a calm
environment for the passenger. Signage, instructional videos, and
“ambassador” staff or volunteers, when available, should be used to
reduce passenger stress and ease movement to and through the SSCP.
Simple and effective signage that has been approved by the airport and
integrated with their current signage policy can be used to direct and
instruct passengers on screening requirements and procedures. TSA
signs are either 11” x 14” or 22” x 28” frames that can be mounted on
top of a floor stanchion. Refer to Figure 2-3. The signs are divided
into four (4) categories: TSA Mandatory Signs, TSA Instructional
Signs, TSA Directional Signs, and TSA Local Signs. Refer to the
most current version of the TSA Airport Signage Guidelines for
specific sign descriptions and location within the checkpoint.
2.1.1 TSA Mandatory Signs
2.1.3 TSA Directional Signs
TSA Directional Signs instruct passengers on where to go during the
screening process, including providing direction to separate queues
and process lanes. The goal for this signage is to provide clear and
concise directions so that passengers react quicker and overall time
in the queue is minimized. Directional signs must be elevated so they
are easily visible and not hidden by passengers standing in line.
2.1.4 TSA Local Signs
TSA Local Signs are designed to meet specific local requirements
such as instructions regarding special equipment, local processing
instructions, and any other signs deemed necessary by the local
Federal Security Director (FSD).
Figure 2-3 SSCP Signage
TSA Mandatory Signs display critical information and TSA policies
to the passenger such as listing prohibited items or the liquids and
gels (LAGS) 3-1-1 policy to carry 1 bag, 1 quart size, with 3 ounces
or less per each liquid or gel. These signs need to be visible from
both sides, prominent, easy to read and located along the path of
departing passengers without obstructing queues or being safety
hazards. These signs should not be clustered together in a way where
larger signs block smaller signs or that multiple instructions create
information overload for the passengers.
2.1.2 TSA Instructional Signs
TSA Instructional Signs provide passengers instructions on the
screening process. These signs advise passengers on how to properly
divest of their possessions and how to place those items in the bins.
These signs can be mounted the same as the TSA Mandatory signs
or displayed on the wall behind the divest tables.
2009.02.11 REVISION 1
19
2.0 SSCP ELEMENTS
2.2 QUEUE
The queue is where passengers stand in line at the front of the
checkpoint on the non-sterile side. It is recommended that the
queue be bounded by double strap stanchions along the perimeter
with single strap stanchions defining the various lanes from the
queue entrance(s) to the TDC(s). Queue lanes are approximately
3’-0” to 5’-0” wide depending on the lane function and queue space
available. Refer to Figure 2-4 for a graphic of the two (2) types of
stanchions.
TSA recommends a minimum of 300 SF per checkpoint lane. The
queue should be big enough to meet the peak passenger load without
interfering with other functions such as ticket counter traffic or
checked bag processing in the lobby. The queue entrance(s) should
remain open at all times. Queues should be able to be cordoned off
and funnelled down to just one TDC station during off-peak times.
48”
Stanchion Height
Figure 2-4 Single & Double Strap Queuing Stanchions
14”
Base Diameter
2009.02.11 REVISION 1
20
2.0 SSCP ELEMENTS
2.2.1 Diamond Self Select (DSS)
The Diamond Self Select screening program was introduced to
better organize passengers in the queue to reduce the passenger
frustration level and create a calmer environment. This program
allows passengers to select a different queue lane based on their
individual needs. Passengers can choose one of the following three
paths to match their frequency of travel and knowledge of TSA
procedures:
Family/Medical Liquids Lane (Green Circle): This queue is
intended for passengers carrying exempt, non 3-1-1 compliant
liquids, who may or may not be familiar with TSA procedures
but may be traveling in groups, with children and strollers, with
elderly persons, or with persons requiring special assistance.
Any checkpoint with more than one screening lane must have
a dedicated Family/Medical Liquids screening lane. This is a
mandatory requirement of the TSA Liquid Screening Program.
A designated queue lane may or may not feed this mandatory
screening lane. If there is a designated Family/Medical Liquids
queue lane, it should be a minimum of 3’-6” wide.
ADA Accessible: This can be a dedicated queue lane or, in some
cases where queue space is limited or awkward, it can merge
with the Family/Medical Liquids queue and screening lane.
Crew/Employee: This can be a dedicated queue lane, space
permitting. As an alternative, airline crew, airport employees,
and concession staff can be included in the Family/Medical
Liquids queue. However, the queue should be at least 5’-0”
wide to allow crew and employees to bypass slower passengers
or groups. While the movement through this queue may be
slow, the path is typically short and straight allowing crew and
employees to get through the checkpoint faster.
Casual Passenger (Blue Square): This queue is comprised of
passengers who are somewhat familiar with TSA procedures and
travel occasionally and may have multiple carry-on bags. The
2009.02.11 REVISION 1
minimum queue lane width is 3’-0”. The Casual Passenger queue
should be the first queue passengers see as they approach the
SSCP since a majority of passengers will be casual passengers,
and as a general rule, passengers typically enter the first queue
they reach regardless of designation.
Expert Traveler (Black Diamond): This queue contains
passengers who are very familiar with TSA procedures and travel
frequently. The minimum queue lane width is 3’-0”. Whenever
possible, the Expert Traveler queue lane can be located at the far
end of the queue since expert passengers will typically travel
distances to get to where they are going. A homogeneous queue
lane from the entrance to the divest area can be stanchioned for
expert travelers.
Premium/1st Class: TSA does not support a separate screening
lane dedicated to this class. These passengers frequently fit
into the Expert Traveler queue since most expert travelers are
frequent flyer members.
Figure 2-5 is an example of a DSS queue layout. The length and
width of each queue will vary for each airport since each airport
serves a different mix of passengers. Allocate queue space based on
the airport passenger demographics. For example, some airports
allocate 15% of the overall queue for the Family/Medical Liquids
queue lane, 60% for the Casual Passenger queue lane, and 25% for the
Expert Traveler lane.
2.2.2 Registered Traveler Queue Lane
Several airports have the Registered Traveler or the CLEAR program
which allows subscribers to bypass the front of the SSCP and go
directly to the screening lane. TSA supports this program but does
not own or manage it. The program requires a separate entrance
that includes space for kiosks and personnel to screen registered
passengers. The checkpoint designer should contact the airport
to obtain information regarding the registered traveller program
chosen, if one is being chosen for deployment.
21
2.0 SSCP ELEMENTS
Figure 2-5 Black Diamond Queue
LEGEND
Family/Medical Liquids
Casual Passengers
2009.02.11 REVISION 1
LANE 1
LANE 2
LANE 3
LANE 4
LANE 5
Expert Travelers
22
2.0 SSCP ELEMENTS
2.2.3 Travel Document Checker (TDC) & Podium
TSA has recently acquired the responsibility of reviewing
credentials and verifying documents within the queue of a SSCP.
The travel document checker stands or sits at a podium and checks
that the passenger driver’s license or passport matches the boarding
pass and verifies that the passenger matches the picture ID. Refer
to Figure 2-6.
This function is critical to the flow of passengers through the
checkpoint as it is the bottleneck or pinch point for getting passengers
screened. The queue must be set up to properly feed the TDC
podiums and the TDC podiums must be set up to properly to feed
the checkpoint lanes. Figure 2-7 reflects general TDC placement
between the queue and the checkpoint. Note how stanchions are
positioned to provide lanes on either side of the podium.
26.00”
Chair Width
45.00”
Podium Height
2009.02.11 REVISION 1
Figure 2-6 TDC Podium & Chair
17”-35”
Chair Height
24.00”
Podium Width
16.00”
Podium Depth
23
2.0 SSCP ELEMENTS
Figure 2-7 Queue with TDC
2009.02.11 REVISION 1
LANE 1
TDC
LANE 2
TDC
LANE 3
LANE 4
LANE 5
TDC
24
2.0 SSCP ELEMENTS
The following guidelines should be considered when derermining
placement of the TDC and podium:
•
Use “mini-queue” stanchions to close TDC podiums during nonpeak periods of the day.
•
The TDC should be setup so that NO individual can circumvent
or bypass the TDC podium.
•
•
The TDC podium should be approximately 6’-0” to 10’-0” from
the bin carts at the divest end of each lane in order to allow
passengers to move freely toward their chosen lane.
•
Lighting should be sufficient for reading documents. Refer to
Section 4.6 for lighting guidelines at the SSCP.
The stanchions that form the exterior perimeter of the TDC
podium should be dual strap stanchions in order to deter
passengers from bypassing this function. Single strap stanchions
can be detached easily and quickly while dual strap stanchions
would have to be detached individually thus taking more time
which would capture the attention of TSA personnel. Refer to
Figure 2-4.
•
There should be at least one TDC for every 2 checkpoint lanes.
•
For checkpoints with more than three (3) TDC podiums, provide
space between the queue stanchions and the TDC stanchions so
passengers can self-select TDC stations with the least amount of
traffic.
•
Adherence to queue widths and recommended square footage for
each checkpoint lane will assist in providing an even distribution
of passengers to all TDC podiums.
•
Create alternating “mini-queues” on both sides of the TDC
podium by providing 4’-0” to 5’-0” stanchions in front of the
podium. This will force the passengers to form two separate
lines for the same TDC. The TDC will process whichever “miniqueue” passenger is ready. Refer to Figure 2-8.
2009.02.11 REVISION 1
Figure 2-8 TDC with Alternating-Queues
25
2.0 SSCP ELEMENTS
2.3 BIN CART
Bin carts can be one (1) or two (2) bins wide with bins stacked on
top to slightly below the handle height equating to approximately
40 bins. Each lane requires at least two bin carts per lane and TSA
recommends maintaining about 60 bins per lane. A
fully-loaded bin cart should be located
at the start of the divest tables
on the non-sterile side of
the lane awaiting passenger pick up. The other bin cart should be
positioned at the end of the roller tables on the sterile side so that the
TSA agent can collect empty bins after passengers have picked up their
belongings. The bin carts are 20.5” wide. This width x 2 should be
factored into the overall length of the checkpoint lane when designing
a new checkpoint or reconfiguring an existing checkpoint. Refer to
Figure 2-9 for bin cart dimensions.
Figure 2-9 Bin Cart
20.50 ”
Bin Width
Bins are the gray containers at the front of the checkpoint lane used
for divesting of passenger personal belongings such as purses, carryon bags, backpacks, laptops, shoes, coats/jackets, etc. Bin carts are
similar to a hand cart or dolly to transport a large number of bins
without requiring excessive lifting or carrying by a TSA agent from
the X-ray extension rollers on the sterile side of the lane to the
divest tables on the non-sterile side of the lane. In the past, bin cart
transport by TSOs was a primary cause of on-the-job injuries. Handcarrying of bins is no longer endorsed by TSA. TSA recommends
that bin carts are pushed upstream against passenger flow though an
ADA gate by a TSO. Ideally, an ADA gate should be present at each
1 or 2 lane module set; however, this is not always possible. When
there is insufficient space for an ADA gate, the bin cart should be
pushed upstream through the WTMD.
40.00 ”
Bin Height
32.50 ”
Bin Length
2009.02.11 REVISION 1
26
2.0 SSCP ELEMENTS
2.4 DIVEST TABLE
Divest tables are provided for passengers to stage their bins side by
side so that they can deposit their personal items into the bins. The
bins are then in position to move to the infeed roller or entrance
roller conveyor, depending on the TRX or AT manufacturer, and
feed through the X-ray. Current checkpoints utilize a variety of
table sizes and types. However, for new checkpoints or reconfigured
checkpoints the divest tables are all 30” wide and 60” or 72” long.
See Figure 2-10. Two 72” tables aligned directly with the infeed
roller or loading table of the X-ray is the preferred divest length
but checkpoint depth or obstructions may require a combination of
smaller tables. Each table is stainless steel with height-adjustable
legs from 27” to 32”. Implementation of these tables will increase
sequencing efficiency through the checkpoint. Lanes that do not have
enough length for passenger divesture will have a slower throughput
than those that have a minimum of 12’-0”.
Figure 2-10 Divest Table with Adjustable legs
60.00”, 72.00”
Table Length
27.00”-32.00”
Table Height
30.00”
Table Width
2009.02.11 REVISION 1
27
2.0 SSCP ELEMENTS
2.5 CARRY-ON BAG SCREENING
Carry-on bag screening is mandatory at a SSCP. This screening
process can be accomplished by three different types of X-ray
equipment: TRX, AT, or AutoEDS of various manufacturers.
Generally, this equipment has the following similar components:
•
Loading Table/Entrance Roller Conveyor
•
Infeed Tunnel
•
Scanning Belt (continuous from Infeed to Outfeed Tunnel)
•
X-ray Dome
•
Outfeed Tunnel including alarm bag cut-out
•
High Speed Conveyor (HSC) & Tunnel
•
Extension Rollers and/or Exit Roller
TSOs are staffed dynamically at the carry-on bag screening units
where one or two screeners can perform the multiple functions listed
below:
•
Feed the passenger bins to the scanning belt at the infeed tunnel
•
Review bag images on the monitor
•
Remove alarmed bags from the outfeed tunnel cut-out
•
Place empty bins on the bin cart
•
Transport empty bins from the sterile side through the ADA
gate or WTMD to the non-sterile side
2009.02.11 REVISION 1
Interpreting the bag images on the monitor requires focused
concentration by the TSO. The operator should have an ergonomic
and distraction-free environment. The space should be designed to
minimize glare on the monitor from interior lighting, glass walls, or
sunlight. The monitor height should be at an optimal viewing angle.
The operator must also have a clear view of the machine’s entrance
and exit conveyor. Columns, power poles, signage, etc. should not
prevent the TSO from seeing the bags going in and the bags going
out of the X-ray unit.
Equipment determination for each lane at an SSCP will be based
on the space available, the required number of lanes based on
passenger load, and the floor structure. If the checkpoint is being
reconfigured, additional consideration needs to be given to the
location of the existing electrical outlets, TSO familiarity with a
specific manufacturer or vendor, and existing maintenance contracts.
The TSA HQ POC, local FSD staff, and the checkpoint designer will
need to work together to determine the best solution based on the
site conditions.
28
2.0 SSCP ELEMENTS
2.5.1 X-Ray Unit (TRX)
The Threat Image Projection (TIP) Ready X-ray (TRX) is the most
common type of X-ray equipment currently deployed at SSCPs.
These units come in two sizes. The smaller size for each manufacturer
is used almost exclusively for all lanes. The other size is for larger
carry-on baggage such as strollers, infant car seats, etc. This larger
size is typically installed at one lane of the entire checkpoint.
Currently, TSA no longer purchases this larger sized TRX.
AT unit and some are not. Exit rollers occur at the end of the X-ray
and in some cases slope downwards. Unlike the extension rollers,
none of the TRX exit rollers should be used with the AT. The AT
is discussed further in Section 2.5.2 and the extension rollers are
discussed in Section 2.5.3.
Figure 2-11 displays the four (4) common TRX units in the field
today and their corresponding sizes and weights. This information is
represented graphically on Figure 2-12 through Figure 2-15.
TRX units in the field typically come with extension rollers and/or
exit rollers. Extension rollers occur between the HSC and the exit
roller. Some of the TRX extension rollers are compatible with the
Figure 2-11 TRX Comparison
Manufacturer
Model
Width
Length (Optimized)1
Height
Weight
(Gross)
Tunnel Size
inches
feet
inches
feet
inches
feet
inches
feet
pounds
Rapiscan (RS)
520B
325.25
27.10
32.87
2.74
52.95
4.41
25.2w x 16.9h
2.1w x 1.4h
1232
Rapiscan (RS)
522B2
333.93
27.90
41.14
3.43
58.07
4.84
29.5w x 21.6h
2.5w x 1.8h
1367
Smiths
Heimann (SH)3
6040i
339.94
28.00
34.00
2.83
50.00
4.17
24.4w x 16.5h
2.0w x 1.4h
881
Smiths
Heimann (SH)3
7555i2
364.15
30.35
39.00
3.25
56.00
4.67
30.0w x 22.0h
2.5w x 1.8h
1278
1.
Manufacturer specific extension rollers have been added so that the overall composure length is Approximately 12’-0”.
2.
Units are no longer purchased by TSA.
3.
Smiths Heimann has changed their name to Smiths.
2009.02.11 REVISION 1
29
2.0 SSCP ELEMENTS
28.27”
25.12”
Figure 2-12 RS520B TRX
48.00 ”
Dome Length
24.00”
Loading
Table
101.57”
Scanning Belt
48.00”
High Speed Conveyor
72.64”
Exit Roller
25.20”
16.90”
52.95”
Dome Height
27.56”
30.91”
32.87”
Dome Width
NOTES
Composure length can be increased by adding one or more Rapiscan
520B 1m (3’ 3”) extension rollers between the High Speed Conveyor
and the Exit Roller.
2009.02.11 REVISION 1
30
2.0 SSCP ELEMENTS
32.60”
29.53”
Figure 2-13 RS522B TRX
47.25”
Dome Length
24.00”
Loading
Table
110.25”
Scanning Belt
48.00”
High Speed Conveyor
(HSC)
72.64”
Exit Roller
29.50”
21.60”
21
60”
58.07”
Dome Height
27.56”
30.91”
41.14”
Dome Width
NOTES
Composure length can be increased by adding one or more Rapiscan
522B 1m (3’-3”) extension rollers between the High Speed Conveyor and
the Exit Roller. TSA HQ is no longer purchasing or deploying this unit.
2009.02.11 REVISION 1
31
2.0 SSCP ELEMENTS
30.00”
Figure 2-14 SH6040i TRX
45.00”
Dome Length
24.00”
Entrance
Roller
Conveyor
110.80”
Scanning Belt
48.00”
High Speed Conveyor
(HSC)
80.00”
Exit Roller Conveyor
16.50”
34.00”
Dome Width
27.00”
Adjustable
50.00”
Dome Height
17”
12.00”
24.40”
NOTES
Composure length can be increased by adding one or more Smiths
Heimann 6040i 48” or 72” extension rollers between the High Speed
Conveyor and the Exit Roller Conveyor.
2009.02.11 REVISION 1
32
2.0 SSCP ELEMENTS
36.00”
Figure 2-15 SH7555i TRX
50.00”
Dome Length
24.00”
Entrance
Roller
Conveyor
129.00”
Scanning Belt
60.00”
High Speed Conveyor
(HSC)
78.00”
22.00”
12.00”
56.00”
Dome Height
29.00”
Adjustable
22.00”
39.00”
Dome Width
30.00”
NOTES
Composure length can be increased by adding one or more Smiths
Heimann 7555i 48” or 72” extension rollers between the High
Speed Conveyor and the Exit Roller Conveyor. TSA HQ is no longer
purchasing or deploying this unit.
2009.02.11 REVISION 1
33
2.0 SSCP ELEMENTS
2.5.2 Advanced Technology (AT) X-Ray Unit
The Advanced Technology (AT) X-ray is the next generation of
X-ray equipment that will eventually replace the TRX machines.
The AT X-ray is wider, longer, heavier, and draws more power than
its TRX counterpart. Compare Figure 2-16 with that of Figure
2-11. It is this larger size that increases the screening capability by
allowing TSA to review two (2) images at a much higher resolution
than the TRX.
One thing unique about the AT units is the non-symmetrical shape
of the AT dome and the two-handed (right and left) configurations
it comes in compared to the TRX. Since the machine produces two
(2) images to review, there are two (2) corresponding cameras inside
the unit that captures a bottom and side image of the carry-on item.
Refer to the graphics on the following pages. The bump-out is the
side bonnet on the AT X-ray that juts out from the rectangular
shape. This bump-out is where the side view camera is located. Both
manufacturers, Rapiscan and Smiths Heimann, come standard in a
right hand unit. However, the unit can be configured to a left hand
unit in the warehouse if the preferred configuration is known prior to
manufacture or in the field if a change occurs during deployment. On
a right hand unit the bump-out is on the right side of the AT dome
when standing on the non-sterile side at the entry of the AT unit. On
a left hand unit the bump-out is on the left side of the AT dome when
standing on the non-sterile side at the entry of the AT unit. Note
that the right hand and left hand units are not mirror images of
each other. The left hand unit is a 180° rotation of the right hand AT
dome. The infeed and outfeed components are reversed.
The operators of the AT units can sit on the bump-out side or on the
non-bump-out side. This is often referred to as bump-outs towards
operators and bump-outs towards passengers, respectively. Since
the Rapiscan AT unit has a “tethered” independent operator console,
the location for this function does not need to be identified prior to
manufacture. All that needs to be specified for a Rapiscan AT unit is
the orientation of the bump-out. Refer to Figure 2-17 and Figure
2-18 on the following page. The Smiths AT unit is more challenging.
Since the operator keypad is fixed to the AT dome and the monitors
are mounted on top of the dome, it’s location on one of the four
corners must be defined prior to manufacture in addition to defining
bump-out orientation. Refer to Figure 2-19 through Figure 2-22.
The AT units are also unique in regard to the composure length. Both
units come standard with approximately 6’-0” of composure length.
The Rapiscan 620DV has two (2) 3’-3” (1 meter) extension rollers
with a bag stop on the last roller. The Smiths Heimann 6040aTiX has
one (1) 6’-8” exit roller conveyor with a bag stop. Both units must have
extension rollers added to obtain the recommended composure length
of 12’-0”. Extension rollers are discussed further in Section 2.5.3.
Figure 2-16 AT Comparison
Manufacturer
Model
Length (Optimized)1
Dome Width
with Bump-out
Dome Width
without Bump-out
Height
Weight
(Gross)
Tunnel Size
inches
feet
inches
feet
inches
feet
inches
feet
inches
feet
pounds
Rapiscan (RS)
620DV
316.97
26.41
56.30
4.69
35.30
2.94
55.43
4.62
25.2w x 16.9h
2.1w x 1.4h
1984.00
Smiths
Heimann (SH)2
6040aTiX
387.15
32.26
52.00
4.33
37.00
3.08
55.00
4.58
24.4w x 16.5h
2.0w x 1.4h
3527.40
1.
Manufacturer specific extension rollers have been added so that the overall composure length is Approximately 12’-0”.
2.
2009.02.11 REVISION 1
34
2.0 SSCP ELEMENTS
28.27”
24.00”
Figure 2-17 RS620DV AT X-Ray
LEGEND
91.50”
Scanning Belt
48.00”
High Speed Conveyor
(HSC)
39.37”
Extension Roller
39.37”
Extension Roller
56.30”
Dome Width with Bump-out
59.21”
Dome Length
35.3”
Dome Width
32.13”
Adjustable
54.43”
Dome Height
19.69”
Entrance
Roller
Conveyor
16.90”
27.80”
21.00”
21.00”
24.00”
Service Area (~24”)
25.20”
NOTES
Figure 2-18 Rapiscan 620DV Left Hand Unit
Rapiscan 620DV comes in two (2) configurations.
The left hand unit is a 180° rotation of the right hand unit.
Figure 2-17: Rapiscan 620DV Right Hand Unit
Figure 2-18: Rapiscan 620DV Left Hand Unit
2009.02.11 REVISION 1
35
2.0 SSCP ELEMENTS
Figure 2-19 SH6040aTiX AT X-Ray
30.00”
24.00”
30.00”
97.00”
Dome Length
LEGEND
24.00”
162.00”
Scanning Belt
30.00”
24.00”
36.00”
48.00”
High Speed Conveyor
(HSC)
52.00”
Dome Width with Bump-out
80.00”
37.00”
Dome Width
31.50”
Adjustable
55.00”
Dome Height
16.50”
Entrance
Roller
Conveyor
15.00”
30.00”
Service Area (~24” - 30”)
24.40”
Figure 2-20
NOTES
Figure 2-21
Smiths 6040aTiX comes in four (4) configurations.
The left hand unit is a 180° rotation of the right hand unit.
Figure 2-19: Right Hand Bump-out towards Operators
Figure
2-22
g
Figure 2-20: Right Hand Bump-out towards Passengers
Figure 2-21: Left Hand Bump-out towards Passengers
Figure 2-22: Left Hand Bump-out towards Operators
2009.02.11 REVISION 1
36
2.0 SSCP ELEMENTS
2.5.3 TRX & AT X-Ray Extension Rollers
The TRX and AT X-Ray machine has two (2) separate conveyor
sections: a slow-running scanning belt that runs from the infeed
tunnel to the outfeed tunnel and a faster-running belt called the high
speed conveyor (HSC). A carry-on bag enters the HSC after the
alarm bag cut-out window and the HSC carries cleared bags to the
rollers where a passenger can retrieve their personal items. These
rollers are either extension or exit rollers depending on the vendor
and application at the checkpoint. They attach to the HSC to create
length at the back end of the X-ray so passengers can clear the
WTMD area and have an extended area for retrieving their personal
belongings. Without extension rollers, bottlenecks would exist at the
HSC exit and passengers would be unable to bypass the congestion.
TSA recommends a minimum of 12’-0” of composure length which
can be a combination of extension rollers or exit rollers depending
on the manufacturer of the TRX or AT. Extension rollers are
available in 3’-3” (1 meter) lengths for Rapiscan TRX/AT and 4’-0”
and 6’-0” lengths for the Smiths Heimann TRX/AT. The Rapiscan
520B extension roller is compatible with the Rapiscan 620DV AT.
The Smiths Heimann 6040i 4’-0” and 6’-0” extension rollers are
compatible with the Smiths Heimann 6040aTiX. Refer to the table in
Figure 2-23 that illustrates the dimensions of all the rollers by make
and model of the TRX and AT. See Figure 2-24 through Figure
2-26 for graphic representation.
Figure 2-23 Extension Roller Comparison
Manufacturer
Model
Rapiscan (RS)
Length
Width
Height
inches
feet
inches
feet
inches
feet
520B2
39.52
3.29
28.27
2.36
30.91
2.58
Rapiscan (RS)
522B
39.52
3.29
32.60
2.72
30.91
2.58
Rapiscan (RS)
620DV
39.52
3.29
29.06
2.42
30.91
2.58
Smiths Heimann (SH)1
6040i3
48.74
4.06
27.33
2.28
27.00
2.25
6040i3
73.15
6.10
27.33
2.28
27.00
2.25
7555i
48.74
4.06
32.69
2.72
29.00
2.42
7555i
73.15
6.10
32.69
2.72
29.00
2.42
1.
2.
Compatible with the Rapiscan 620DV AT X-Ray.
3.
Compatible with the Smiths Hemann 640aTiX AT X-Ray.
2009.02.11 REVISION 1
37
2.0 SSCP ELEMENTS
Figure 2-24 RS520B, RS522B, & RS620DV Extension Roller
TRX Extension Roller
30.91”
520B - 28.27”
522B - 32.60”
39.52”
AT Extension Roller
2009.02.11 REVISION 1
30.91”
RS620DV - 29.06”
39.52”
38
2.0 SSCP ELEMENTS
27.33”
Figure 2-25 SH6040i Extension Roller
27.00”
48.74” , 73.15”
2009.02.11 REVISION 1
39
2.0 SSCP ELEMENTS
32.69”
Figure 2-26 SH7555i Extension Roller
29.00”
48.74”, 73.15”
2009.02.11 REVISION 1
40
2.0 SSCP ELEMENTS
2.5.4 AutoEDS Unit
The AutoEDS system, although the least common equipment choice
for SSCPs, is currently targeted by TSA for Category III/IV airports
to replace TRX units at 1 lane checkpoints in order to accomplish
both checked bag and carry-on bag screening with the same unit and
security personnel. Equipment and staffing needs are reduced by
combining both TSA functions. TSA screens passengers and their
carry-on items first while checked baggage accumulates in a secure
area near the divest tables. Once all passengers have been cleared to
the hold room, TSA switches the algorithms of the AutoEDS unit to
process checked baggage. Cleared checked baggage is then stacked
on a cart for the airport or airline representative to transport to the
appropriate aircraft.
The AutoEDS units are longer and heavier than TRX or AT units
and require a significant amount of square footage and a robust
structural floor. Ideally, these units should be placed on a slab-ongrade or in newer airports with more intensive structural framing.
For proper rigging and installation of the AutoEDS, a minimum of
6 ft. wide by 7 ft. high opening will be required along the entire path
of delivery.
Since smaller Category III/IV airports have limited checkpoint
depth, both manufacturers, Analogic and Reveal, have had to create
module components where the units could be combined into short
and long versions. Figure 2-27 details the dimensions of each
configuration by vendor. Both units have an optional Automatic Bin
Return System and Remote Viewing Station (RVS). The automatic
bin return system is shown graphically on the long version of both
units. The remote viewing station, if added, is a workstation located
in a room away from the checkpoint. Refer to Figure 2-28 through
Figure 2-31 2D and 3D layouts of each system.
Figure 2-27 AutoEDS Comparison
Manufacturer
Length
Model
Width
Height
Tunnel Size
Weight
(Gross)
inches
feet
inches
feet
inches
feet
inches
feet
pounds
Analogic
Cobra AN6980
(Short)
384.00
32.00
56.50
4.71
69.10
5.76
31.5
2.625
880.00
Analogic
Cobra AN6980
(Long)
612.20
51.02
56.50
4.71
69.10
5.76
31.5
2.625
880.00
Reveal
Fusion
(Short)
403.00
33.58
55.00
4.58
57.50
4.79
31.5
2.625
7334.00
Reveal
Fusion
(Long)
451.00
37.58
55.00
4.58
57.50
4.79
31.5
2.625
7334.00
2009.02.11 REVISION 1
41
2.0 SSCP ELEMENTS
Figure 2-28 Analogic Cobra AutoEDS (Short)
LEGEND
WTMD Clearance (~36”)
384.00”
Length
69”.10
Height
56.50”
Width
2009.02.11 REVISION 1
42
2.0 SSCP ELEMENTS
Figure
g
2-29 Analogic
g Cobra AutoEDS (Long)
( g)
LEGEND
WTMD Clearance (~36”)
56.50”
Width
69.10”
Height
612.20”
Length
2009.02.11 REVISION 1
43
2.0 SSCP ELEMENTS
Figure 2-30 Reveal Fusion AutoEDS (Short)
LEGEND
403.00”
Length
57.50”
Height
55.00”
Width
2009.02.11 REVISION 1
44
2.0 SSCP ELEMENTS
Figure 2-31 Reveal Fusion AutoEDS (Long)
LEGEND
55.00”
Width
57.50”
Height
451.00”
Length
2009.02.11 REVISION 1
45
2.0 SSCP ELEMENTS
2.6 WALK THROUGH METAL DETECTOR (WTMD)
The WTMD is used for passenger screening. It is an archway used
to detect metallic weapons and/or metal contraband concealed on a
person. There are three (3) different manufacturers of the WTMD
that are very similar in regard to size and weight. Refer to Figure
2-32 for equipment specifications. Currently, the original equipment
manufacturer (OEM) and Siemens is certified and authorized by TSA
to relocate, recalibrate and service the WTMD.
•
Minimize interference from metal in surrounding architecture,
including floors, floor supports, doors, metallic framing, wall
support studs, facade systems, columns, etc.
•
Avoid locating the WTMD across expansion joints or in an area
prone to surface vibrations created by equipment above, below
or immediately adjacent to the checkpoint such as baggage
conveyors, subway trains, heavy truck traffic, etc.
In order to minimize environmental and equipment interference, the
following guidelines should be applied:
•
Provide twistlock receptacles to prevent the WTMD from
being accidentally disconnected and draining the back-up
battery.
•
Secure the 13’-0” cord tight to the barrier on the sterile side
adjacent to the WTMD to prevent the cord from being run across
passenger egress or TSA work paths where the cord is likely to be
a trip hazard or become damaged.
•
Silicone or bolt the WTMD to the floor.
•
•
•
Align the entrance of the WTMD with the leading edge of the
TRX or AT dome and center between the TRX or AT if placed
in a 2 lane module set.
Provide 12” clearance on both of the WTMD legs to all other
equipment, walls, or columns to prevent operational interference.
Non-metallic ancillary equipment such as barriers or ADA gates
can be spaced 2” to 4” from a WTMD leg.
The WTMD manufacturer is chosen by TSA based on compatibility
with existing checkpoint equipment. Figure 2-33 through Figure
2-35 depict all three (3) WTMD vendors: CEIA (most common),
Garrett, and Metorex.
Locate the WTMD with at least 18” of clearance from all electrical
fields created by escalators, conveyors, neon fixtures, speakers,
transformers, banks of electrical circuit breakers, conduit, wire,
and receptacles both overhead and beneath the floor.
Figure 2-32 WTMD Comparison
Manufacturer
Width
Model
Depth
Height
Width Entry
Height Entry
Weight
(Gross)
inches
feet
inches
feet
inches
feet
inches
feet
inches
feet
pounds
CEIA
02PN20
34.42
2.87
26.00
2.17
88.75
7.40
29.92
2.49
80.75
6.73
200
Garrett
PD 6500i
35.00
2.92
23.00
1.92
87.00
7.25
30.00
2.50
80.00
6.67
143
Metorex
Metor 200 HDe
36.20
3.02
23.40
1.95
85.70
7.14
30.00
2.50
78.40
6.53
112
2009.02.11 REVISION 1
46
2.0 SSCP ELEMENTS
26.00 ”
Ceia Depth
Figure 2-33 CEIA WTMD
34.42 ”
Ceia Outside Width
29.92 ”
88.75 ”
Ceia Outside Height
80.75 ”
2009.02.11 REVISION 1
Ceia Inside Height
Ceia Inside Width
47
2.0 SSCP ELEMENTS
23.00 ”
Garrett Depth
Figure 2-34 Garrett WTMD
35.00 ”
Garrett Outside Width
30.00 ”
Garrett Outside Height
87.00 ”
80.00 ”
2009.02.11 REVISION 1
Garrett Inside Height
Garrett Inside Width
48
2.0 SSCP ELEMENTS
23.40 ”
Metorex Depth
Figure 2-35 Metorex WTMD
36.20 ”
Metorex Outside Width
30.00 ”
Metorex Outside Height
85.70 ”
78.40 ”
2009.02.11 REVISION 1
Metorex Inside Height
Metorex Inside Width
49
2.0 SSCP ELEMENTS
2.7 BARRIERS
Figure 2-36 Barriers
48.00”
Barrier Height
In order to prevent passengers and/or items from passing into the
sterile area from the non-sterile area without being screened, barriers
must be installed to close all gaps exceeding 12” across the front width
or façade of the checkpoint. All barriers must be flush with the floor
and extend to at least 48” above finished floor (AFF). Barriers must
be rigid enough to prevent vibrations that could interfere with the
WTMD and must be self-supporting to reduce any potential hazard
to the people passing through or near the checkpoint. Standard TSA
barriers are made of transparent material and come in 24”, 36”, and
48” widths. See Figure 2-36.
2009.02.11 REVISION 1
Barrier
Depth
4.00”
24.00”, 36.00”, 48.00”
Barrier Width
50
2.0 SSCP ELEMENTS
2.8 ADA GATE
48.00”
Gate Height
44.00”
Gate Width
4.00”
The TSA ADA gate is approximately 44” wide by 48” tall with a 36”
swing gate made of non-metallic, primarily transparent material as
shown in Figure 2-37. The swing direction of the ADA gate should
always open towards the sterile
ile side of
the checkpoint. The latch side
de should
conform to local code by providing
enough space to open the gate
te around
adjacent equipment. TSA
A prefers
an ADA gate at every 2 lanee module
set but sometimes this is not
ot always
possible. At a minimum, there
re should
be one (1) ADA gate for every
y 6 lanes.
Using an adjacent checkpoint
oint exit
lane should be avoided for bringing
ADA passengers into the sterile
rile area
of the checkpoint.
Figure 2-37 ADA Gate
2009.02.11 REVISION 1
Gate
p
Depth
The ADA gate is part of the line that separates the non-sterile area
from the sterile area. However, the ADA gate allows passengers to
reach the sterile area that cannot otherwise traverse the WTMD.
The ADA gate is typically used by wheelchair passengers, passengers
requiring special assistance, and/or passengers with pacemakers.
These passengers are brought from the queue through the ADA gate
and taken immediately to a holding or holding/wanding station for
processing. TSOs also use the ADA gate to return bins from the
composure rollers to the divest tables.
51
2.0 SSCP ELEMENTS
2.9 WHOLE BODY IMAGER (WBI)
The Whole Body Imager (WBI) provides an additional element
of passenger screening by being able to detect a broad spectrum
of various materials concealed under a passenger’s clothing. The
most commonly deployed units of the three (3) manufacturers, the
L3 ProVision portal, uses millimeter wave imaging technology
similar to a cell phone to generate clear views of the items in
question. The WBI images are viewed remotely by an Image
Operator (IO) in the Remote Viewing Room (RVR). Refer to the
table in Figure 2-38 that lists the three (3) different makes and
models of the WBI. Elevation drawings of the L3 ProVision and
its backscatter counterparts are shown in Figure 2-39 through
Figure 2-41. Module sets with th L3 ProVision WBI are reflected
in Section 3.2.3. The preferred location is still under review by TSA
HQ. As of this printing, the power requirements and design layouts
have not yet been identified for the backscatter WBI units.
Control Unit (LCU) which consists of a monitor, keyboard, and PC on
a stand. Both the L3 ProVision WBI and LCU require a dedicated 20
amp circuit. Refer to Section 4.0 for additional power requirements.
The system comes with 164’-0” of Cat6 cable to connect the LCU to
the WBI.
The L3 Provision WBI requires a 10’-0” wide x 10’-0” deep x 9’0” high clearance around the unit for operations and maintenance
activities. The Remote Viewing Room (RVR) footprint, shown in
Figure 2-42, is approximately 6’-6” wide x 8’-0” deep x 8’-4” high
inside dimensions with a 3’-0” door. The finish of the KI panels
is opaque. The receiver of the WBI generated images is the Lane
Due to privacy requirements, the RVR needs to meet the following
conditions:
•
Locate the RVR no more than 150’-0” from the WBI.
•
Provide a lock on the inside of the RVR door.
•
RVR panels must be opaque and 8’-0” high or greater
on all sides.
•
Provide 7’-0” wide x 7’-0” deep or 49 SF minimum area for two
(2) IOs.
•
Locate door of RVR such that there is no line-of-sight by
passengers or TSA agents outside the room.
•
Position RVR in checkpoint or as close to checkpoint as possible
for more efficient rotation of staff.
•
Cell phones, CCTV, video cameras, or other image-capturing
devices are not allowed inside the RVR.
Figure 2-38 WBI Comparison
Manufacturer
Model
L3
Length
Width
Height
Weight (Gross)
inches
feet
inches
feet
inches
feet
pounds
ProVision
120.00
10.00
120.00
10.00
108.00
9.00
1800
AS&E
SmartCheck
64.00
5.33
46.00
3.83
90.00
7.50
1500
Rapiscan (RS)
Secure 1000
83.01
6.92
84.00
7.00
96.82
8.07
1547
2009.02.11 REVISION 1
52
2.0 SSCP ELEMENTS
Figure 2-39 L3 ProVision WBI
104.38”
WBI Length
120.00” Service Area
2009.02.11 REVISION 1
76.68”
WBI Width
21.65”
81.10”
104.92”
WBI Outside Height
79.70”
53
2.0 SSCP ELEMENTS
Figure 2-40 AS&E SmartCheck WBI
46.00”
Width
2009.02.11 REVISION 1
Height
90.00”
64.00”
Depth
54
Figure 2-41 RS Secure 1000 WBI
Service Area
24.00”
2.0 SSCP ELEMENTS
24.00”
84.00”
66.33”
Service Area
24.00”
24.00”
Service Area
132.00”
48.68”
96.68”
Service Area
12.50”
53.88”
36.51”
2009.02.11 REVISION 1
36.00”
79.92”
96.82”
34.00”
55
2.0 SSCP ELEMENTS
Glass is available from
Enterprise Furniture
Consultants (EFC).
410.342.0630 work
77.87”
80.38”
Brad Renick, Vice President
36.00”
410.342.0631 fax
410.375.7765 cell
105.00”
100.00”
96.57”
Figure 2-42
Remote Viewing Room
(DOT.S3)
2009.02.11 REVISION 1
96.00”
56
2.0 SSCP ELEMENTS
2.10 PASSENGER CONTAINMENT
& INSPECTION
Consultants (EFC).
2.10.1 Holding Station (DOT.J3)
36.87 ”
Figure 2-43
Holding Station (DOT.J3)
85.00 ”
101.00”
Station Length
2009.02.11 REVISION 1
72.57”
The holding station is a 3’-8” wide by 8’-5” long chute with a secured
3’-0” door that is designed to “hold” up to three (3) passengers
simultaneously until a TSO becomes available to escort the passenger
to a remote area for hand wanding and/or ETD bag screening.
Station Height
410.375.7765 cell
The holding station must be positioned 4’-0” from the WTMD so
that passengers can be diverted directly into it without obstructing
the path of passengers who were successfully cleared through the
WTMD. The holding station must also prevent passage of prohibited
items from passengers in the holding station to cleared passengers in
the sterile area. Checkpoints that are narrow and deep are ideal for
holding stations.
44.37 ”
410.342.0631 fax
See Figure 2-43. Passengers diverted to the holding station have
alarmed the WTMD, TRX or AT, or the passenger was unable to
traverse the WTMD because they are in a wheelchair or have a
pacemaker.
Station Width
410.342.0630 work
Except for the private screening area, the typical passenger
containment and inspection stations are located near the WTMD or
WBI in between 1 and 2 lane module sets. Variations to this distance
can occur but the WTMD operator must be able to protect the throat
of the containment and inspection station. There are two (2) types
of stations: a holding station (DOT.J3) and a holding/wanding
station (DOT.N3). A checkpoint can have either a holding station or a
holding/wanding station or a combination of both. This will depend
on available space and existing obstructions. Both are discussed in
more detail in Sections 2.10.1 and 2.10.2. Both stations are constructed
of clear, modular 4’-0” wide by 6’-0” high KI Glass panels with a 3’-0”
door that can be latched on the outside by TSA. These stations are
either bolted to the floor or secured overhead by a bridge kit.
57
2.0 SSCP ELEMENTS
2.10.2 Holding/Wanding Station (DOT.N3)
A holding/wanding station is a 7’-4” wide by 8’-9” long area with
a secured 3’-0” door which allows both holding of passengers that
require ETD screening and hand wanding of passengers that
alarmed the WTMD or who were unable to traverse the WTMD.
See Figure 2-44. These units can either be anchored or freestanding
modular kits.
The holding/wanding station must be positioned 4’-0” from the
WTMD or WBI so that passengers can be diverted directly into it
without obstructing the path of passengers who were successfully
cleared through the WTMD or WBI. The holding/wanding station
must also prevent passage of prohibited items from passengers in the
holding station to cleared passengers in the sterile area. Checkpoints
that are wide and shallow are ideal for holding/wanding stations.
48.00” Typ.
80.87 ”
36.37”
88.37”
Station Width
17.00”
Typ.
Figure 2-44 Holding/Wanding Station (DOT.N3)
72.57”
85.00”
2009.02.11 REVISION 1
Station Height
105.00”
Station Length
58
2.0 SSCP ELEMENTS
2.10.3 Hand Wanding Position
Hand Wanding is a secondary screening procedure that can be
located adjacent to an ETD bag search area or directly inside the
holding/wanding station. The position is used for hand wanding of
passengers that have alarmed the WTMD or were unable to traverse
the WTMD. It is comprised of a chair and mat with footprints. See
Figure 2-45. This area needs to be wide enough for a TSO agent to
screen a standing or wheelchair passenger and for the passenger to
be able to have eye contact with their belongings and family members
while they are being wanded.
Figure 2-45 Hand Wanding Position
2009.02.11 REVISION 1
59
2.0 SSCP ELEMENTS
2.10.4 Private Screening Room (DOT.T3)
Consultants (EFC).
410.342.0630 work
The Private Screening Room, shown in Figure 2-46, is approximately
7’-4” wide x 8’-9” deep x 7’-1” high with 3’-0” door and is typically
located at the back end of the checkpoint. The area must be available
to accommodate passengers who request private screening instead
of being out in the open. The room needs to be able to accommodate
one (1) passenger including those with disabilities, two (2) TSOs, a
chair, mat, and bag search table. In some cases, an escort, interpreter
or Law Enforcement Officer (LEO) may need to be present. The
finish of the KI panels is opaque. However, an alternative modular
system, curtain, or stud wall room near the checkpoint could be
used for private screening. The location of the private screening
area within the checkpoint should be centralized when possible in
order to minimize the walking distance for passengers and TSOs
without causing congestion or impeding traffic flow in and around
the checkpoint.
410.342.0631 fax
410.375.7765 cell
36.00”
80.38”
77.85”
Figure 2-46 Private Screening Room (DOT.T3)
96.00”
2009.02.11 REVISION 1
85.00”
72.57”
105.00”
60
2.0 SSCP ELEMENTS
2.11 ETD BAG SCREENING
Explosive Trade Detection (ETD) bag screening, also known as
secondary screening, is additional screening that may be required for
passenger carry-ons when the primary screening at the TRX, AT or
AutoEDS was unsuccessful. Secondary screening typically consists
of an ETD unit in a mobile cabinet and stainless steel bag search
tables.
2.11.1 Explosive Trace Detection (ETD) Unit
ETD units are used to swab carry-on items that have alarmed within
the TRX, AT or AutoEDS. They are typically located off the ends
of the checkpoint lanes in the dead space opposite the TRX, AT, or
AutoEDS operators. This area should be clear of exiting passengers.
These units are either placed directly on bag search tables or housed
within a mobile cabinet. Manufacturers and their specifications are
listed in Figure 2-47 through Figure 2-50. The ETDs are required
to be co-located with at least two (2) bag search tables when positioned
to service two (2) checkpoint lanes.
The ETD machines require operational, testing and maintenance
supplies to be located within arms-reach of the working area. If an
ETD mobile cabinet is not used, then alternative storage is required
for these items.
2.11.2 Bottle Liquid Scanner (BLS)
Bottle Liquid Scanners (BLS) are a recent addition to the secondary
screening area at the checkpoint. These scanners aid the TSA in
identifying explosive, flammable, or hazardous substances that have
been concealed in a benign container. Through the use of several
different technologies, these units are able to quickly analyze and
identify the chemical compositions of a wide variety of unknown
solids and liquids including explosives that are currently on the
classified threat list.
ETDs are extremely sensitive to environmental conditions such as
temperature, humidity, and air quality. ETDs should be clear of
fumes and exhaust to prevent malfunctioning. The ETD units also
have a high heat output and should be vented if placed in a mobile
cabinet or other storage device.
Figure 2-47 ETD Comparison
Manufacturer
2009.02.11 REVISION 1
Depth
Model
Width
Weight
(Gross)
Height
inches
feet
inches
feet
inches
feet
pounds
IonTrack
Itemiser
18.50
1.54
21.00
1.75
14.50
1.21
43.00
Smiths
IonScan 400B
15.50
1.29
13.50
1.13
13.00
1.08
47.00
Smiths
IonScan 500DT
16.00
1.33
16.00
1.33
22.50
1.88
40.00
61
2.0 SSCP ELEMENTS
18.50”
Figure 2-48 IonTrack Itemiser ETD
14.50”
21.00”
2009.02.11 REVISION 1
62
2.0 SSCP ELEMENTS
15.50”
Figure 2-49 Smiths IonScan 400B ETD
13.00”
13.50”
2009.02.11 REVISION 1
63
2.0 SSCP ELEMENTS
16.0”
Figure 2-50 Smiths IonScan 500DT
22.50”
16.0”
2009.02.11 REVISION 1
64
2.0 SSCP ELEMENTS
2.11.3 ETD Mobile Cabinet
31.73”
Figure 2-51 Mobile Security Cabinet
Cabinet Depth
The ETD Mobile Security Cabinets provide a secure, vented storage
area for the ETD, operational, testing and maintenance supplies, and
ETD pad disposal. Figure 2-51 represents the ETD mobile cabinet
that TSA is currently deploying at SSCPs. The cabinets have wheels
for easy relocation but the wheels should be locked when the ETD is
in operation.
58.34”
2009.02.11 REVISION 1
Cabinet Height
30.12”
Cabinet Width
65
2.0 SSCP ELEMENTS
2.11.4 Bag Search Table
The stainless steel bag search tables are used to stage alarmed bags
for ETD swabbing and to provide a contaminant free clean surface
to conduct a hand search, if necessary. See Figure 2-52. The bag
search tables are well-built and durable. The bag search tables have
wheels for easy relocation but the wheels should be locked during
ETD and bag search functions.
30.00”
Table Width
Figure 2-52 Search Table
Figu
48.00”
Table Length
Table Top Height
1” Increments
26.00”-36.00”
45.99”
2009.02.11 REVISION 1
Table Height
30.49”
66
2.0 SSCP ELEMENTS
2.12 CAST & PROSTHESIS IMAGER (CPI)
The CastScope, Cast and Prosthesis Imager (CPI) in Figure 2-53 is
the first system designed to address the unique security requirements
of persons with casts, prosthetic devices, and support braces. These
devices often contain metal components that set off alarms at the
WTMD or hand held metal detectors. CastScope compliments
existing metal detectors by using advanced backscatter technology
to create a detailed image of the inside of the device. CastScope
enables TSOs to screen prosthetics in a more effective, comfortable,
convenient and non-intrusive manner. This tool also provides the
ability to locate prohibited items that could be stored in a cast,
prosthetic or brace.
CastScope screening should be completed after primary and secondary
screening has taken place. All passengers with a cast, prosthetic
or brace must undergo this process if the equipment is available
at the SSCP regardless of whether they have alarmed any other
device.
The CastScope unit has wheels for easy relocation but the wheels
should be locked during screening functions. The unit should be
placed adjacent to the ETD search area to allow easy access by the
TSO, by the passenger, and as a reminder to the TSO that this is the
last screening requirement for special needs travelers.
28.00”
Figure 2-53 CastScope Imager
11.00”-40.00”
AFF
66.00”
37.00”
2009.02.11 REVISION 1
67
2.0 SSCP ELEMENTS
2.13 EGRESS SEATING AREA
Egress seating at the checkpoint is used for passengers to sit down
and compose themselves with their personal belongings after
completing the screening process. The screening experience is
greatly improved if a passenger can sit down to put their shoes on.
TSA provides composure benches approximately 4’-0” to 6’-0” from
the exit of the holding or holding/wanding station between 1 and 2
lane module sets. Refer to Figure 2-54. This area is typically out of
the main passenger flow. The airport may provide additional benches
or seating for this same purpose near the exit of the checkpoint.
Figure 2-54 Example Composure Bench
78.78”
Bench Length
18.00”
25.62”
2009.02.11 REVISION 1
69.37”
68
2.0 SSCP ELEMENTS
2.14 SUPERVISORY TRANSPORTATION
SECURITY OFFICER (STSO) & LAW
ENFORCEMENT OFFICER (LEO) PODIUM
Figure 2-55 STSO Podium
Depth
A Law Enforcement Officer (LEO) station is typically stationed at large
checkpoints within large airports. If present, the STSO and LEO are
often located together on the sterile side near the checkpoint exit to
allow for adequate viewing and scanning of the overall operation.
Like the STSO podium, the LEO needs to have an unobstructed view
of as much of the checkpoint as possible so that the LEO can identify
and respond to situations that may develop. Power and data may be
required at this podium. This need should be determined and funded
by the local airport stakeholders. TRX or AT panic buttons may
also be tied to the LEO station. This varies by airport. Checkpoint
designers should seek out the Airport Security Plan if relocation of
TRX or AT panic buttons is required. There are alternatives to a
LEO station at the SSCP, but these alternatives must be discussed
and jointly approved by local TSA and any key stakeholders. Any
joint decisions must be incorporated into the Airport Security Plan.
20.50”
The Supervisory Transportation Security Officer (STSO) should be
positioned at a podium near the checkpoint exit like the one shown
in Figure 2-55. The STSO should be able to perform administrative
duties while periodically viewing the entire screening operation
with minimal obstructions. Power and data may be required at this
podium.
2009.02.11 REVISION 1
Height
40.75”
Width
29.50”
69
2.0 SSCP ELEMENTS
2.15 EXIT LANE
An exit lane can be co-located with a checkpoint or it can be
located independent of the checkpoint. This lane should be easily
identifiable without adversely affecting security and adequately sized
for deplaning passengers exiting the concourse. All building code
egress path requirements must be met.
An exit lane is typically equipped with a table and chair or podium for
a security person to monitor and deter people attempting to bypass
the SSCP by entering the sterile area from the non-sterile area via the
exit lane. The security guard should be located to intercept traffic
attempting to enter the exit lane from the wrong direction. For long
exit lanes, there is typically a security guard at both ends.
Control, design and other requirements for travel and exit lane
areas may be affected by one or more parties, such as the airport
operator, airline carrier or TSA, which has total or shared operational
responsibility of the area to ensure unauthorized entry does not
occur.
2009.02.11 REVISION 1
Unique solutions have been deployed to secure exit lanes such
as adding revolving doors or turnstiles that allow flow in only
one direction, CCTV, breach alarms, etc. These egress solutions
must allow sufficient space to accommodate the equipment as well
as passengers with baggage and/or passengers with disabilities.
Another simple solution is to provide clear glass panels when an
exit lane is adjacent to the checkpoint. This often deters breaches
since the exit lane would be highly visible by TSA and/or airport/
airline personnel. These elements can also be combined to create
an integrated system that utilizes video cameras, video monitors,
sensors, and breach alarms concealed within the supporting
architectural elements and tied to a centralized system. This would
further tighten security around this sensitive area without relying
solely on manpower. In new facility planning and design, SSCP exit
lanes should be a considerable distance from boarding gates to allow
for sufficient time to resolve a breach if one occurs.
70
2.0 SSCP ELEMENTS
2.16 SSCP ADJACENT WALLS & BOUNDARIES
There is no set boundary of an SSCP. It will vary by airport, SSCP
configuration, and TSA requirements for a particular checkpoint.
Typically, the SSCP length starts at the TDC podium(s), extends
through the checkpoint elements discussed in this section, and ends
at the checkpoint exit, which could be adjacent to the egress seating
area, STSO or LEO podium. The SSCP width is the wall to wall
width of the checkpoint, including all the screening lanes and a colocated exit lane. All walls adjacent to the non-sterile side need to
be at least 8’-0” high to prevent the passage of prohibited items from
the non-sterile area to the sterile area. In the future, new technology
may extend the boundaries of the SSCP as we know it today to
include additional equipment and functions within the checkpoint or
equipment and functions located remotely within the airport.
2009.02.11 REVISION 1
71
3.0 STANDARD SSCP LAYOUTS
3.0
STANDARD SSCP LAYOUTS
With SSCPs in approximately 450 airports in the U.S., a number of
checkpoint layouts have been installed, tested, and approved to meet
TSA baseline standards. The checkpoints are comprised of standard
module sets or combinations of standard module sets. A module
set is either 1 or 2 lanes. A 1 lane module set has a Walk Through
Metal Detector (WTMD), X-ray (TRX, AT or AutoEDS), passenger
containment and/or inspection, and a secondary screening area that
includes an ETD unit and bag search tables. This is often referred
to as a 1-to-1 configuration. A 2 lane module set is the same as a 1
lane module set with the addition of another X-ray (TRX, AT, or
AutoEDS). This is often referred to as a 2-to-1 configuration.
A 2 lane module set or a combination of 2 lane module sets is the
best choice for an SSCP because it more efficiently uses screening
equipment and TSA personnel. However, a 1 lane module set can
be designed if the checkpoint is only going to be 1 lane, it has an
odd number of lanes, or there is some sort of obstruction, such as
a column, electrical closet, or chase that prevents adding a 2 lane
module set.
The purpose of this section is to illustrate the preferred module
sets and combinations thereof. The module sets are classified by
screening equipment into the four (4) types listed below and their
corresponding options. These groups will be defined later in this
section in accordance with the group number and option letter. For
example, opition 1a is a 2-to-1 TRX module set with a holding/
wanding station.
2009.02.11 REVISION 1
1. TRX Module Sets
a. 2-to-1 with Holding/Wanding Station
b. 2-to-1 with Holding Station
c. 1-to-1 with Holding Station
2. AT Module Sets
a. 2-to-1 with Holding/Wanding Station
b. 2-to-1 with Holding Station
c. 1-to-1 with Holding Station
3. AT & WBI Module Sets*
a. 2-to-1 with WBI as Primary & Holding/Wanding Station
b. 2-to 1 with a WBI & Holding/Wanding Station
*At the time of this printing, the WBI locations were still being
determined.
4. AutoEDS Module Sets
a. 1-to1 with a Holding Station (short version)
b. 1-to1 with a Holding Station (long version)
All designs going forward for new checkpoints or reconfiguration
of existing checkpoints are based on these module sets. A graphic
representation of the module sets is presented in Figure 3-1 through
Figure 3-3 on the following pages. Advantages and disadvantages of
each module set is included with each graphic. The AutoEDS Module
Sets are not a part of this figure but are depicted in Section 3.2.4.
72
Figure 3-1 TRX Module Sets
Option 1a
Option 1b
Option 1c
TRX Module Sets
Page
No.
Option
Module Set Description
1a
2-to-1 TRX with a
Holding/Wanding Station
(DOT.N3)
79
RS520B: 58’-4” x 25’-7”
81
SH6040i: 57’-10”x 25’-6”
2-to-1 TRX with a Holding
Station (DOT.J3)
79
RS520B: 64’-5” x 22’-5”
81
SH6040i: 63’-11”x 22’-4”
80
RS520B: 58’-8” x 13’-8”
82
SH6040i: 58’-1”x 13’-8”
1b
1c
1-to-1 TRX with a Holding
Station (DOT.J3)
Dimension (L* x W)
Advantages
Disadvantages
Layout allows TSOs flexibilty to be dynamic among
checkpoint lanes.
Ideal for wide checkpoints.
Passenger hand wanding is accomplished inside the
DOT.N3 thus freeing up additional space on the back
end of the checkpoint.
ETD screening is accomplished approximately 36” off of
deepest lane resulting in an increase in checkpoint depth.
Layout allows TSOs flexibility to be dynamic among
checkpoint lanes. Ideal for narrow checkpoints.
ETD screening and passenger hand wanding is accomplished
approximately 36” off of deepest lane resulting in an
increase in checkpoint depth. Passengers are held in the
holding station and then escorted to a remote screening
area when a TSO becomes available.
Ideal for 1 lane checkpoints, checkpoints with an odd
number of lanes, and checkpoints with obstructions
such as columns, electrical closets, chases, etc.
ETD screening and passenger hand wanding is
accomplished approximately 36” off of an adjacent lane
or against the wall that the lane borders. Passengers are
held in the holding station and then escorted to a remote
screening area when a TSO becomes available. Space is
limited for future technology.
* Length includes ETD Bag Screening
2009.02.11 REVISION 1
73
Figure 3-2 AT Module Sets
Option 2a
Option 2b
Option 2c
AT Module Sets
Page
No.
Option
2a
2-to-1 AT with a Holding/
Wanding Station
(DOT.N3)
84
RS620DV: 57’-11” x 29’-3”
86
SH6040aTiX: 61’-10” x 26’-0”
2-to-1 AT with a Holding
Station (DOT.J3)
84
RS620DV: 64’-1” x 26’-1”
86
SH6040aTiX: 68’-1” x 24’-9”
85
RS620DV: 58’-1” x 15’-8”
87
SH6040aTiX: 62’-2” x 15’-2”
2b
2c
1-to-1 AT with a Holding
Station (DOT.J3)
Dimension (L* x W)
Advantages
Disadvantages
Layout allows TSOs flexibilty to be dynamic among
checkpoint lanes.
Passenger hand wanding is accomplished inside
the DOT.N3 thus freeing up additional space on the
back end of the checkpoint. AT dome bump-out can
be towards the passengers due to the extra width
required for the DOT.N3.
The DOT.N3 must be 30” minimum from the bump-out.
checkpoint lanes. Ideal for narrow checkpoints. AT
dome bump-out must be towards the AT operators
since the dome to dome spacing is narrower due to
the DOT.J3.
ETD screening and passenger hand wanding is accomplished
approximately 36” off of deepest lane resulting in an
increase in checkpoint depth. Passengers are held in the
holding station and then escorted to a remote screening
area when a TSO becomes available.
Ideal for 1 lane checkpoints, checkpoints with an odd
number of lanes, and checkpoints with obstructions
such as columns, electrical closets, chases, etc. AT
dome bump-out must be towards the AT operator
since the spacing is tighter due to the DOT.J3.
ETD screening and passenger hand wanding is
accomplished approximately 36” off of an adjacent lane
or against a wall that the lane borders. Passengers are
held in the holding station and then escorted to a remote
screening area when a TSO becomes available
2009.02.11 REVISION 1
74
Figure 3-3
3 AT & WBI Module Sets
Option 3a
Option 3b
AT & WBI Module Sets
Option
3a
3b
Page
No.
Dimension (L*x W)
2-to-1 AT with a WBI
as Primary & Holding/
Wanding Station
(DOT.N3)
89
RS620DV: 57’-11” x 28’-2”
90
SH6040aTiX: 61’-10” x 27’-5”
2-to-1 AT with a WBI &
Holding/Wanding Station
(DOT.N3)
89
RS620DV: 59’-3” x 29’-3”
90
SH6040aTiX: 61’-10” x 26’-0”
Advantages
Disadvantages
checkpoint lanes.
Passenger hand wanding is accomplished inside DOT.
N3 thus freeing up additional space on the back end
of the checkpoint. Increased screening capabilities
with AT and WBI. Co-locating the WBI minimizes the
depth needed for ancillary equipment such as DOT.
N3, composure bench, ETDs, and search tables. The
AT bump-outs can be oriented towards the passengers
or towards the operators.
A Remote Resolution Room including the Lane Control Unit
is required for the WBI within 150’.
checkpoint lanes.
Passenger hand wanding is accomplished inside DOT.
N3 thus freeing up additional space on the back end
of the checkpoint. Increased screening capabilities
with AT and WBI.
A Remote Resolution Room including the Lane Control Unit
is required for the WBI within 150’. The AT bump-outs
must be oriented towards the operators.
2009.02.11 REVISION 1
75
3.1 SSCP RECOMMENDED SPACING
Recommended spacing for screening and ancillary equipment in
an optimized layout is shown in Figure 3-4. This figure is NOT
a typical checkpoint as it is NOT a TSA HQ preferred option or a
combination of standard 1 and 2 lane module sets. It is intended to
reflect a majority of the equipment that could potentially be deployed
at a checkpoint but not necessarily in combination with each other.
It is intended to be used as a guide for specific equipment placement
based on what is allocated for the checkpoint. TSA HQ approval is
required for any deviations from the dimensions represented. There
are minimum and maximum limits for each scenario that will need to
be evaluated on a case by case basis.
For airports with more than 2 lanes, the following elements should
NOT be deviated from and should be considered “absolutes” in the
module sets or lane combinations.
•
12’-0” of divest tables
•
12’-0” of composure rollers
•
3’-0” minimum from TRX dome to an adjacent wall
•
3’-0” minimum between back-to-back TRX domes when the TRX
domes are staggered a minimum of 3’-0”
•
4’-0” minimum between back-to-back TRX domes when the TRX
domes are aligned
•
3’-0” minimum from AT bump-out to wall when AT bump-out is
towards the operator
•
4’-0” minimum from AT dome to wall when bump-out is towards
passengers
2009.02.11 REVISION 1
•
3’-0” minimum between back-to-back AT bump-outs when the
AT bump-outs are towards the operators and the AT domes are
staggered a minimum of 3’-0”
•
4’-0” minimum between back-to-back AT bump-outs when the
AT bump-outs are towards the operators and the AT domes are
aligned
•
3’-0” minimum between back-to-back AT domes when the AT
bump-outs are towards the passengers and the AT domes are
staggered a minimum of 3’-0”
•
4’-0” minimum between back-to-back AT domes when the AT
bump-outs are towards the passengers and the AT domes are
aligned
An 8’-0” high minimum wall is required to separate the SSCP from
the exit lane or separate the sterile area from the non-sterile area.
This height impairs the ability to pass prohibited items to a cleared
passenger. This requirement should be discussed with the airport
authority when a new checkpoint is being discussed or an existing
checkpoint is being reconfigured.
76
Figure 3-4 SSCP Recommended Spacing Requirements
This graphic is not
12”
2
12”
2
9
3’-6”
4’-0”
7
time.
3
4’-0”
3’-0”
3’-0”
13
11
2
4’-0”
10
4
7
6’-0”
14
5
6
6’-0” - 10’-0”
3’-6”
3’-6”
2
6’-0”
12”
6
3’-6”
12”
2
3’-6”
8
12”
7
3’-0”
4’-8”
12
1
2
2009.02.11 REVISION 1
1
3’-0” min from TRX dome to wall; 4’-0” min from AT dome
to wall when bump-out is towards the passengers;
3’-0” min from AT bump-out to wall when bump-out is
towards the operator.
7
3’-6” min between DOT.N3/DOT.J3 and rollers/conveyors
8
3’-0” min between bin cart & search tables
9
4’-0” min between WTMD and DOT.N3/DOT.J3
12” max distance between equipment separating
non-sterile from sterile areas
10
9’-0” min height clearance
11
10’-0” min square clearance required for service
12
6’-0” - 10’-0” clearance from TDC to bin carts
13
3’-0” min queue width
14
6’-0” clearance from DOT.J3/DOT.N3 to bench
3
4’-0” min distance between back to back X-ray, AT, or AutoEDS
4
6’-0” distance from WTMD to post-WTMD WBI
5
4’-0” distance from WBI to DOT.N3/DOT.J3
6
3’-6” min between WBI & rollers
77
3.2 STANDARD MODULE SETS
3.2.1 TRX Module Sets
A TRX Module Set includes the Threat Image Projection (TIP) Ready
X-ray (TRX), a WTMD, a holding or holding/wanding station, and
an ETD bag search area. The original Baltimore style wanding corral
has been replaced by the holding or holding/wanding station, which
is shorter and narrower thus reducing the square footage needed for
a 2-to-1 module set. The holding station simply “holds” passengers
until a TSO is available to escort the passenger to the ETD bag
search area directly off the end of the lanes or in a remote area of
the checkpoint. The holding/wanding station can hold up to three
(3) passengers and provide enough space for hand wanding activities
to occur. Refer to Figure 3-5 that shows a side by side comparison
of the holding station and the holding/wanding station.
Chairs and wanding mats are placed at the ETD bag search area when
a holding station is used; chairs and wanding mats are placed inside
the holding/wanding station. Except for Figure 3-5, the graphics
in this book do not show the detail of the chairs and wanding mats
inside the holding/wanding station, however, designers should
assume all holding/wanding stations include chairs and mats. ETD
bag screening would still need to occur off the end of the lanes or in
a remote area of the checkpoint.
Refer to Figure 3-6 through Figure 3-15 on the following pages.
Each figure represents options 1a, 1b, and 1c for each manufacturer:
Rapiscan (RS) and Smiths Heimann (SH).
Figure 3-5 Holding Station vs. Holding/Wanding Station
2009.02.11 REVISION 1
78
Figure 3-6 RS520B Option 1a
2009.02.11 REVISION 1
10’-10”
25’-7”
13’-11”
58’-4”
22’-5”
Figure 3-8 RS520B Option 1b
Figure 3-7 RS520B Option 1a
64’-5”
79
520B Option 1c
Figure 3-9 RS520B
13’-8”
7’-11”
Figure 3-10 RS520B Option 1c
58’-8”
2009.02.11 REVISION 1
80
Figure 3-11 SH6040i
040i Option 1a
2009.02.11 REVISION 1
22’-4”
25’-6”
14’-0”
57’-10”
10’-10”
Figure 3-13 SH6040i Option 1b
Figure 3-12 SH6040i Option 1a
63’-11”
81
Figure 3-14 SH6040i Option 1c
13’-8”
7’-11”
Figure
g
3-15 SH6040i Option
p
1c
58’-1”
2009.02.11 REVISION 1
82
3.2.2 AT Module Sets
An AT Module Set consists of the new Advanced Technology (AT)
X-ray, a WTMD, a holding or holding/wanding station, and an ETD
bag search area. It is similar to the TRX Module Set, except that
the X-ray has been swapped out for the AT unit. The rest of the
equipment is the same.
Another variation to the AT module set is the direction of the bumpouts. The bump-out is the side bonnet on the AT X-ray. This is where
the side view camera is located. On a right hand unit the bump-out is
on the right side of the AT dome when standing on the non-sterile
side at the entry of the AT unit. On a left hand unit the bump-out
is on the left side of the AT dome when standing on the non-sterile
side at the entry of the AT unit. Note that the right hand and left
hand units are not mirror images of each other. The left hand unit
is a 180° rotation of the right hand AT dome. The infeed and outfeed
components are reversed.
TSA is in the process of replacing the TRX equipment with the
AT. Since the AT unit is much heavier than the TRX, the structural
floor must be evaluated prior to placement since the live load a floor
system can support varies. Typically, the AT unit should be spaced
an average of 5’-0” on center. This may need to be adjusted for older
airports, newer airports, or airports that are slab-on-grade.
Each figure represents option 2a, 2b, and 2c for each manufacturer:
Rapiscan (RS) and Smiths Heimann (SH).
When the holding/wanding station is used, there is enough width
between the AT domes for the bump-outs to face toward the
passengers. When the holding station is used, there is limited width
between the domes, requiring the bump-outs to face towards the
operators. The space required for the bump-out and clearance around
the bump-out is the same, regardless which direction it faces. The key
will be to determine if that space can be absorbed on the passenger
side or the operator side. When spacing is at the TSA minimums, it
is important to note that technicians are responsible for creating an
appropriate workspace for performing maintenance activities on the
AT equipment.
2009.02.11 REVISION 1
83
Figure 3-16 RS620DV
V Option 2a
2009.02.11 REVISION 1
26’-1”
29’-3”
13’-10”
57’-11”
10’-8”
Figure 3-18 RS620DV Option 2b
Figure 3-17 RS620DV Option 2a
64’-1”
84
Figure 3-19 RS620DV Option 2c
15’-8”
7’-11”
Figure 3-20 RS620DV Option 2c
58’-1”
2009.02.11 REVISION 1
85
Figure 3-21 SH6040aTiX Option
ption 2a
2009.02.11 REVISION 1
24’-9”
26’-0”
13’-8”
61’-10”
10’-2”
Figure 3-23 SH6040aTiX Option 2b
Figure 3-22 SH6040aTiX Option 2a
68’-1”
86
Figure 3-24 SH6040aTiX Option 2c
15’-2”
7’-11”
Figure 3-25 SH6040aTiX Option 2c
62’-2”
2009.02.11 REVISION 1
87
3.2.3 AT & WBI Module Sets
An AT & WBI Module Set consists of the new Advanced Technology
(AT) X-ray, a WTMD, a Whole Body Imager (WBI), a holding or
holding/wanding station, and an ETD bag search area. It is the AT
Module Set with a WBI added. What varies is the location of the
WBI which can be post-WTMD, primary (adjacent to the WTMD),
or located remotely.
The bump-out orientation is critical when a WBI is added to an AT
Module Set. Typically, when the holding/wanding station is used,
there is enough width between the AT domes for the bump-outs to
face toward the passengers. This scenario is the case when a WBI
is added between the WTMD and holding/wanding station (postWTMD). However, when the WBI is added as primary, the bumpouts need to face toward the operators in order to fit the WTMD,
WBI, and barrier side by side and still maintain service clearances
for the screening equipment. It is important to note that technicians
are responsible for creating an appropriate workspace for performing
maintenance activities on the AT and WBI equipment. Bump-out
orientation is unaffected by the location of the remote WBI. The
configuration will be checkpoint specific regarding whether the
bump-out space can be absorbed on the passenger side or the operator
side.
Each figure represents option 3a and 3b for each manufacturer:
Rapiscan (RS) and Smiths Heimann (SH). Since the WBI is still in its
infancy of design, a preferred option has yet to be determined.
2009.02.11 REVISION 1
88
Figure 3-26 RS620DV
S620DV Option 3a
Figure 3-28 RS620DV Option 3b
57’-11”
2009.02.11 REVISION 1
29’-3”
13’-10”
12’-9”
28’-2”
Figure 3-27 RS620DV Option 3a
59’-3”
89
61’-10”
2009.02.11 REVISION 1
26’-0”
13’-8”
12’-8”
27’-5”
61’-10”
90
3.2.4 AutoEDS Module Sets
The AutoEDS Module Set is comprised of the new Automatic
Explosives Detection System (AutoEDS), a WTMD, a holding
station, and an ETD bag search area. It is the same as the 1-to-1
TRX or AT Module Set except that the X-ray is swapped out for the
AutoEDS. The AutoEDS can occur in two (2) different forms: a short
version for space-confined checkpoints and a long version for open
checkpoints. Each manufacturer has created components that can
be added or removed based on the space available and the functions
required. The long versions of this unit contain an automatic bin
return system which is helpful to both the passenger and the TSOs.
The AutoEDS is currently being deployed as a carry-on bag screening
only device, but it is anticipated that this will be changed to a dual
use mode that will allow screening of carry-on and checked baggage.
When the latter occurs this is referred to as “dual use” mode. The
following items should be considered for dual use deployment:
•
The checkpoint area must have a minimum of 45’-0” of depth to
accommodate the shortest version of the AutoEDS.
•
Designs will be unique to each airport and may necessitate changes to the recommended module designs. Any changes must be
vetted by the appropriate personnel within TSA HQ.
•
Airports considered will not have more than one checkpoint lane
and will not have a maximum passenger throughput greater than
60 passengers per hour.
2009.02.11 REVISION 1
•
Passenger screening will be performed on the WTMD side of the
AutoEDS; checked baggage screening will be performed on the
TSO side of the AutoEDS.
•
The AutoEDS location must be evaluated to facilitate the secure,
safe and efficient staging and movement of cleared checked baggage from the checkpoint by the appropriate airline representatives.
•
Unless the airport provides a power belt or rollers to convey
screened checked baggage to the airlines, a cart will be provided by TSA to stage cleared checked baggage. Airport or airline
representatives would be responsible for transporting cleared
checked baggage.
•
Checked baggage will be screened on the AutoEDS as well as passenger carry-on items.
•
Current stand-alone checked baggage areas in the lobby or designated bag rooms will be replaced by the dual use AutoEDS.
Each figure is either a 2 or 3 dimensional graphic of the short and
long version of each unit by manufacturer: Analogic and Reveal.
91
Figure 3-32 Analogic Cobra Option
p
4a
Figure 3-34 Analogic Cobra Option 4b
16’-5”
16’-5”
8’-1”
8’-1”
Figure 3-33 Analogic Cobra Option 4a
44’-11”
2009.02.11 REVISION 1
73’-3”
92
Figure 3-35 Reveal Option 4a
Figure 3-37 Reveal Option 4b
19’-9”
15’-9”
7’-6”
7’-6”
Figure 3-36 Reveal Option 4a
50’-4”
2009.02.11 REVISION 1
54’-4”
93
3.3 LANE COMBINATIONS
The most common module sets are the TRX, AT, and AT & WBI.
This section attempts to define and illustrate how these module sets
can be combined to maximize the space available for TSA equipment
and operations. This section in no way lists all of the possible
combinations of module sets but reflects common arrangements
that can be applied to most checkpoints. Facility constraints
and maintaining current lane count may require application of
several different module sets or combinations thereof.
If a checkpoint is narrow and deep, a lane combination with holding
stations may be better suited since it reduces the width of a 2 lane
module set by approximately 3’-0”. Utilizing this combination across
multiple module sets at a single checkpoint would free up space for
additional lanes. Keep in mind, however, the checkpoint must be deep
enough to allow for placement of secondary screening of passengers
and carry-on bags off the end of each lane or in a remote area of the
checkpoint. Another way to capture additional space is to stagger
module sets from each other so that the TSA X-ray operators are not
sitting directly behind one another. Positioning them opposite the
ingress rollers or egress conveyors gains a few more inches for each
lane than if the X-ray operator is positioned directly opposite the
TRX or AT X-ray dome.
The following sub-sections illustrate various lane combinations,
showing the overall width and length required for deployment at the
SSCP.
3.3.1 TRX Lane Combinations
Figure 3-38 and Figure 3-39 illustrate common TRX checkpoint
lane combinations for both TRX manufacturers.
3.3.2 AT and AT & WBI Lane Combinations
Figure 3-40 through Figure 3-45 illustrate common AT and AT &
WBI checkpoint lane combinations for both AT manufacturers.
If a checkpoint is wide and shallow, a lane combination with
holding/wanding stations may be better suited since it captures
passenger wanding inside the holding/wanding station. Secondary
screening of carry on bags at the end of each lane would still be
required. Another way to cope with limited checkpoint depth is to
turn the divest tables 90 degrees towards the divest tables of an
adjacent lane making a “u-shaped” configuration. This captures
about 42” of the depth at the checkpoint.
2009.02.11 REVISION 1
94
Figure 3-38 RS520B Option 1a & 1c Combination Example
but it reflects common
LANE 5
LANE 3
all of the possible scenarios
LANE 4
This layout does not show
LANE 2
LANE 1
62’-11”
arrangements that can be
applied to most checkpoints.
13’-11”
Facility constraints and
maintaining current
6’-0”
4’-0”
3’-6”
4’-0”
4’-0”
53’-4”
different module sets or
13’-11”
3’-0”
3’-0”
lane count may require
application of several
8’-0”
4’-0”
3’-6”
combinations thereof.
3’-6”
4’-6”
2009.02.11 REVISION 1
2’ min
3’ max
2’ min
3’ max
2’ min
3’ max
6’-0”
6’-0”
6’-0”
3’-6”
95
Figure 3-39 SH6040i Option 1a & 1c Combination Example
LANE 5
LANE 3
LANE 4
LANE 1
LANE 2
62’-11”
14’-0”
4’-0”
53’-8”
4’-0”
3’-6”
3’-6”
3’-6”
4’-8”
3’-6”
2009.02.11 REVISION 1
2’ min
3’ max
2’ min
3’ max
2’ min
3’ max
6’-0”
6’-0”
6’-0”
6’-0”
14’-0”
3’-0”
maintaining current
7’-11”
4’-0”
3’-0”
96
Figure 3-40 RS6200V Option 2a, 3a, & 2c Combination Example
65’-6”
10’-3”
5’-9”
4’-0”
7’-6”
maintaining current
4’-0”
4’-0”
4’-0”
6’-1”
2’
m 6”
in
4’-0”
56’-3”
14’-5”
3’-0”
LANE 5
LANE 4
LANE 3
LANE 1
LANE 2
6’-0”
3’-6”
3’-6”
6’-0”
2’ min
3’ max
2’ min
3’ max
2009.02.11 REVISION 1
3’-0”
6’-0”
6’-0”
3’-0”
2’ min
3’ max
3’-6”
97
Figure 3-41 RS620DV Option 2a, 3b, & 2c Combination Example
LANE 5
LANE 4
LANE 3
LANE 2
LANE 1
62’-9”
4’-9”
5’-9”
12’-0”
3’-0”
maintaining current
12’-8”
5’-4”
4’-0”
3’-0”
4’-0”
4’-0”
4’-0”
6’-0”
56’-10”
3’-6”
3’-6”
4’-0”
6’-0”
6’-0”
3’-6”
3’-0”
5’-0”
2’ min
3’ max
2’ min
3’ max
2’ min
3’ max
3’-0”
2009.02.11 REVISION 1
98
Figure 3-42 RS620DV Option 2b & 2c Combination Example
6’-6”
7’-6”
3’-0”
10’-0”
6’-11”
11’-11”
4’-0”
56’-5”
3’-6”
3’-6”
3’-6”
4’-7”
4’-3”
2’ min
3’ max
4’-0”
2’ min
3’ max
2’ min
3’ max
6’-0”
6’-0”
6’-0”
4’-0”
4’-0”
3’-0”
4’-0”
3’-0”
maintaining current
LANE 5
LANE 3
LANE 4
LANE 1
LANE 2
62’-4”
2009.02.11 REVISION 1
99
Figure 3-43 SH6040aTiX Option 2a,
3a, & 2c Combination Example
LANE 5
LANE 4
LANE 3
LANE 1
LANE 2
62’-5”
5’-3”
4’-3”
4’-0”
7’-0”
11’-2”
12’-9”
3’-0”
4’-0”
4’-0”
maintaining current
2’
m -6”
in
3’-6”
3’-6”
4’-0”
3’-0”
61’-0”
4’-0”
3’-6”
3’-0”
2009.02.11 REVISION 1
2’ min
3’ max
2’ min
3’ max
2’ min
3’ max
6’-0”
6’-0”
6’-0”
3’-0”
100
61’-11”
LANE 5
LANE 3
LANE 4
LANE 2
LANE 1
Figure 3-44 SH6040aTiX Option 2a,
3b, & 2c Combination Example
12’-5”
6’-11”
4’-3”
11’-2”
4’-0”
6’-0”
maintaining current
61’-0”
4’-0”
4’-0”
4’-0”
3’-0”
3’-6”
3’-6”
3’-6”
4’-0”
6’-0”
6’-0”
6’-0”
2’ min
3’ max
2’ min
3’ max
2009.02.11 REVISION 1
2’ min
3’ max
3’-6”
3’-6”
101
59’-8”
LANE 5
LANE 4
LANE 3
LANE 1
LANE 2
& 2c Combination Example
5’-6”
6’-6”
9’-8”
3’-0”
6’-8”
11’-8”
3’-0”
4’-0”
4’-0”
4’-0”
3’-0”
62’-5”
maintaining current
3’-6”
3’-6”
4’-3”
4’-0”
3’-6”
2’ min
3’ max
2’ min
3’ max
2’ min
3’ max
6’-0”
6’-0”
6’-0”
2009.02.11 REVISION 1
102
4.0 SSCP POWER & DATA
4.0
SSCP POWER & DATA
4.1
EQUIPMENT REQUIREMENTS
Power and data requirements for most SSCP equipment are
summarized in Figure 4-1. Each piece of equipment is unique in
regard to the circuit, receptacle type, quantity of data drops, and
location within the checkpoint. Familiarity with these requirements
will be essential when designing a new checkpoint or reconfiguring
an existing checkpoint.
Circuits from existing electrical panels should be used when available
as indicated by the panelboard and corresponding panel schedule
that serves the checkpoint. Often, the panel schedule lacks sufficient
detail in regard to what equipment is fed by each circuit. In many
cases an electrical panel will feed more than just SSCP equipment.
Convenience outlets, overhead lighting, workstations, and restroom
hand dryers, just to name a few, can sometimes be powered by the
same electrical panel that powers TSA equipment.
In some cases a new electrical panel may be required for new circuits
in support of a new checkpoint or reconfiguration of an existing
checkpoint. This requirement will be determined during the
design phase by the electrical engineer. TSA HQ must be notified
immediately of this need and must approve the new panel during
the design phase. The additional expense will need to be evaluated
against the budget and schedule.
The electrical design of a new checkpoint or reconfiguration of an
existing checkpoint must meet national and local codes in addition
to any airport, state, county, and/or city requirements, depending on
the Authority Having Jurisdiction (AHJ). UPS backup power is not
required for SSCPs, although it may exist or be required at some sites
where power conditions are unstable.
Most of the new technology requires a dedicated circuit and data
drop; therefore, non-dedicated loads should be grouped together
when possible in order to free up dedicated circuits. One exception
is the WTMD can only be grouped with other WTMDs and not
any other type of equipment. It is recommended to design a new
dedicated circuit for most security screening equipment including
the TRX especially if the electrical panel has available capacity. The
TRX will be replaced with an AT unit eventually which requires a
dedicated circuit. The checkpoint designer should not assume an
existing circuit is dedicated or to expect the electrical contractor to
trace an existing circuit and remove excess load. For future checkpoint
buildouts, dedicated circuits and data drops should be provided for all
security screening equipment.
2009.02.11 REVISION 1
103
Figure 4-1 Security Screening Equipment Power & Data Requirements (1 of 3)
Equipment
Quantity
Power Requirements
Number
Data
Drops
Data Drop
Drawing
Label
Termination
Equipment End
Termination
Patch Panel/IT Rack
110-Punch Down
Data Cable Requirements
1
TRX
1 per lane
•
•
•
•
•
Dedicated
20A, 125V
2-Pole, 3-Wire Grounding
NEMA 5-20R Quad Receptacle
15’-0” cord
2
D
• 568B jacks on • Terminate all data
drops in patch
flush plate.
panel.
• Cover unused
ports.
• Cat5e/6
• The cable length from the termination
point in the telecommunications closet
to the telecommunications outlet in the
work area shall not exceed 90 meters
(295 feet) independent of the media
type.
2
AT X-Ray
1 per lane
•
•
•
•
•
Dedicated
20A, 125V
NEMA 5-20R Simplex Receptacle
15’-0” cord
2
D
flush plate.
drops in patch
panel
• Cat5e/6
type.
3
Analogic AutoEDS
1 per checkpoint
•
•
•
•
Dedicated
30A, 120/208V, 3
NEMA L21-30R Simplex Receptacle
(twistlock)
• Baggage Viewing Station (BVS)
• Optional: Automatic Bin Return
System, Remote Viewing Station
(RVS)
• All components are powered off the
AutoEDS
1
D
flush plate.
drops in patch
panel
• Cat5e/6
type.
2009.02.11 REVISION 1
104
Equipment
Quantity
Power Requirements
Number
Data
Drops
Data Drop
Drawing
Label
Termination
Equipment End
Termination
Patch Panel/IT Rack
110-Punch Down
4
Reveal AutoEDS
1 per checkpoint
•
•
•
•
Dedicated
30A, 250V
(twistlock)
• Baggage Viewing Station (BVS)
and Field Data Recording System
(FDRS)/printer requires separate
electrical receptacle from main
unit.
• Optional: Automatic Bin Return
System, Alarm Resolution
Workstation (ARW), Remote
Operator Workstation (ROW)
1
D
• 568B jacks on
flush plate.
• Terminate all data
drops in patch
panel
• Cat5e/6
type.
5
Walk Through Metal
Detector (WTMD)
1 per 2 lanes
•
•
•
•
Dedicated for WTMDs ONLY
15A, 125V
(twistlock)
• 13’-0” cord
• 18” clearance from leg to nearest
electrical conduit or device.
• Same phase as TRX or AT.
1
D
• 568B jacks on
flush plate.
drops in patch
panel
• Cat5e/6
type.
6
L3 ProVision Whole
Body Imager (WBI)
1 per 2 lanes
•
•
•
•
2
2009.02.11 REVISION 1
Dedicated
20A, 125V
NEMA 5-20R Duplex Receptacle
• Connect top of WBI to LCU Monitor in
the RVR
• 164’ (50m) Cat6 Gigabit Ethernet
Cable provided by vendor.
105
Equipment
Quantity
Power Requirements
Number
Data
Drops
Data Drop
Drawing
Label
Termination
Equipment End
Termination
Patch Panel/IT Rack
110-Punch Down
7
Lane Control Unit (LCU)
in the Remote Viewing
Room (RVR) for L3
ProVision WBI
1 per WBI
•
•
•
•
Dedicated
20A, 125V
2
8
Explosive Trace
Detection (ETD)
1 per 2 lanes
•
•
•
•
Non-dedicated
20A, 125V
NEMA 5-20R Quad or Duplex
Receptacle
2
D
• 568B jacks on
flush plate.
drops in patch
panel
• Cat5e/6
type.
9
Cast & Prosthesis
Imager (CPI)
1 per checkpoint
•
•
•
•
Non-dedicated
20A, 125V
1
D
• 568B jacks on
flush plate.
drops in patch
panel
• Cat5e/6
type.
10
STSO Podium
1 per Category X
& 1 Checkpoints
•
•
•
•
Non-dedicated
20A, 125V
NEMA 5-20R Quad or Duplex
Receptacle
2
D
• 568B jacks on
flush plate.
• Cat5e/6
type.
2009.02.11 REVISION 1
• Connect top of WBI to LCU Monitor in
the RVR
• 164’ (50m) Cat6 Gigabit Ethernet
Cable provided by vendor.
drops in patch
panel
106
4.2 EQUIPMENT RECEPTACLES
Power and data receptacles should be of high quality industrial
standard to accommodate high volume traffic through a SSCP. All
power/data poke-through devices, pedestals/monuments (surface
mounted boxes, i.e. “tombstone”), power poles, fittings, and/or
plates must be coordinated with the Airport Authority. Typically,
the airport prefers consistency in the type of devices and finish /
color of those devices, such as gray, black or brass, between devices at
the checkpoint and throughout the rest of the terminal. Exceptions
may occur if the AHJ wants to minimize additional core drills at
the SSCP or wants to have flexibility to move the SSCP equipment
in the future. Confirm with the Airport Authority on whether the
distribution needs to match what currently exists at the checkpoint
or at the terminal.
In addition to receptacle type and finish, the airport will need to
approve core drill sizes and locations of electrical trenches. Airports
with terrazzo floors are especially particular about their floor being
torn up to support SSCP equipment. They may prefer pedestal
receptacles which require only a ¾” core drilled hole to support the
electrical conduit in lieu of poke-through devices which require a 2” 4” core drilled hole. Existing core drills should be reused if possible
when reconfiguring an existing checkpoint.
damage or inadvertent contact by equipment, passenger, and/or
TSA personnel. The plugs for most SSCP equipment are straight
blade EXCEPT for the WTMD, AutoEDS, and IT cabinet where the
receptacle needs to be twistlock to prevent power cords from being
accidentally disconnected.
All data jacks should be flush-mounted with the receptacle housing
with no loose wires extending from the receptacle housing.
There are three (3) types of TSA-approved electrical distributions
for SSCP layouts. In order of preference, TSA would like SSCP
equipment to be powered in the following manner unless the Airport
Authority states otherwise:
•
Flush power/data poke-through devices for the floor and nonsurface-mounted devices for the wall
•
Surface-mounted pedestals/monuments for the floor and wall
(“tombstone”)
•
Power/data poles
A power and/or data receptacle should be provided within close
proximity to each piece of SSCP equipment. Extension cords for
permanently installed equipment are unacceptable if the equipment
cord is too short to reach a receptacle. Equipment electrical cords
must be secured to the floor with tape, pancake raceway, cord clips,
etc. Cords should not be placed across passenger walkways or TSA
working paths, nor should they be run underneath anti-fatigue mats
where they may become a trip hazard or damaged from traffic. Care
must also be taken to ensure that electrical plugs are protected from
2009.02.11 REVISION 1
107
4.3 RECEPTACLE LOCATIONS
Recommended locations of the electrical receptacles for the three (3)
types of electrical distribution described in Section 4.2 are indicated
on the following pages for each type of SSCP equipment. Figure
4-2 illustrates placement of flush power/data poke-through devices.
Figure 4-3 reflects the location of surface-mounted pedestals/
monuments, which is identical to the poke-through locations. Figure
4-4 shows placement of power poles, which varies from the previous
two (2) layouts.
Poke-through and pedestal receptacles should be positioned in such a
way as to avoid trip hazards for both passengers and TSA personnel.
For the TRX or AT, the poke-through or pedestal should be centered
underneath the egress conveyor approximattely 18” from the X-ray
dome. The X-ray dome is approximately 2-3/4” Above Finished
Floor (AFF); therefore, pedestals, monuments, devices, or fittings
located underneath the X-ray dome will not provide sufficient space
to receive a plug.
Poke-through and pedestal receptacles for the WTMD can be located
adjacent to the TRX or AT receptacle as long as it is a separate circuit.
The WTMD cord is 13’-0” long, therefore placement of the receptacle
must be coordinated closely with the location of the WTMD. An
alternative to this placement is to locate the poke-through, pedestal,
or power pole tight to the secure side of the barrier adjacent to the
WTMD.
All other receptacles are located under or directly adjacent to the
equipment they are feeding. ETD receptacles are located under the
search tables since there is limited space under the ETD cabinet.
Figure 4-2 and Figure 4-3 show an additional duplex receptacle at
the end of the AT lane, which is being added for all AT deployment
projects. This receptacle is being added to supply power for a future
powered roller that is still being developed and not yet ready for
installation at the SSCP.
Under special circumstances only, an existing core drill located
underneath the X-ray dome could be reused by providing a junction
box on top of the core drill underneath the X-ray dome and then
extending to a pedestal/monument underneath the egress conveyor
with rigid or flexible conduit. It is not recommended to locate
receptacles for the TRX or AT on the non-secure side of the X-ray
under the divest tables, loading table, or infeed rollers.
2009.02.11 REVISION 1
108
Figure 4-2 Poke-through Placement for TSA Screening Equipment
This graphic is not
time.
2009.02.11 REVISION 1
109
Figure 4-3 Pedestal Placement for TSA Screening Equipment
This graphic is not
time.
2009.02.11 REVISION 1
110
Figure 4-4 Power Pole Placement for TSA Screening Equipment
This graphic is not
time.
2009.02.11 REVISION 1
111
4.4 IT CABINET
TSA requires at least one IT cabinet be installed within or near each
SSCP. Extra large SSCPs may require more than one IT cabinet.
These cabinets will receive all data communication lines from the
SSCP, so the cabinet should be located as close to the SSCP as possible,
but in a secure location. When locating the cabinet, be aware the
cabinet has an exhaust fan for cooling and can be loud if co-located
in a confined space with TSA or airport personnel.
There are three (3) cabinet sizes approved for creating the secure physical
environment for the TSA networked equipment: 25U, 32U and 42U.
The complete dimensions of the cabinets are shown in Figure 4-5.
Equipment racks can be loaded into the cabinet from the front or
the back at the location where the cabinet is installed. Although
not required, side access would improve rack accessibility and TSA
personnel mobility around the cabinet.
Figure 4-5 IT Cabinet Specifications
1.
Height
Width
Depth
Weight
Access
Circuit
(inches)
(inches)
(inches)
(pounds)
(inches)
Receptacle
Type
UPS
Amps
(kVA)
Cord
Volts
25u
51.70
23.50
35.50
245.00
30.00
L5-301
120.00
30.00
3.00
6.00
32u
63.50
26.00
42.88
295.00
30.00
L6-301
208.00
30.00
6.00
8.00
42u
81.50
23.50
42.20
359.00
30.00
L6-301
208.00
30.00
6.00
8.00
Unit
(feet)
Twistlock Receptacle
2009.02.11 REVISION 1
112
4.5 Hi-SOC
High Speed Operational Connectivity (Hi-SOC) is required at all
checkpoints. The Hi-SOC program was set up with the intention
of connecting all SSCP equipment so that metrics could be accessed
from a central area or from a secured website. TSA requires secure
internet connectivity with cabling to individual devices. These cables
will terminate in the IT cabinets described in Section 4.4 that are
located within or near each SSCP.
The following general guidelines are recommended for Hi-SOC
installation:
•
All new cable plant installations will employ plenum-rated Cat6
cabling. Augmentation of existing Cat5e cable plants will utilize
Cat5e cabling.
•
TSA HQ IT will provide connectivity to SSCP equipment along
with a spare dual drop to support any future requirements or
equipment.
•
TSA HQ IT will provide a patch cable to connect each piece of
SSCP equipment to one of the nearest data drops.
•
Each of the four-pair UTP Cat5E/6 cables serving the same
checkpoint will terminate in the IDF on the same numbered port
on the appropriate patch panel. For example, cable jack position
#1 for Checkpoint #1 will terminate on port #1 of the patch
panel.
Electric power wiring, radio frequency (RF) sources, large motors and
generators, induction heaters, arc welders, etc., should be considered
when planning the pathways and spaces for telecommunication
cabling as these occurances could affect the transmission of data.
2009.02.11 REVISION 1
113
4.6 SSCP LIGHTING
Lighting requirements for a new checkpoint should meet national
codes and ideally meet the minimum luminance level of 30 footcandles (fc) as defined by ANSI/IESNA RP-104. In some cases this
requirement may be higher when the minimum is set by local building
codes. Overhead lighting is typically designed by the airport A&E
firm for the entire terminal. Overhead lighting enhancements are not
typically evaluated during a checkpoint reconfiguration. Sometimes
existing light fixtures need to be relocated due to a change in TSA
function or a conflict with an ETP or WBI. New light fixtures should
not be added without direction from TSA HQ.
Additional lighting may be required for any SSCP that has CCTV
cameras to monitor activity. Responsibility for that lighting would
typically fall on the group funding and maintaining the CCTV
system. Additional information regarding CCTV can be found in
Section 4.7.
Should it be necessary to install or relocate task lighting for ETD
search tables, a standard ETD Task Lighting Material List is available
from the Safety Hazard Mitigation Group in the Office of Security
Technology (OST). Always determine if there is spare capacity in
the electrical panel and spare receptacles before adding any new task
lighting.
2009.02.11 REVISION 1
114
4.7 CCTV
Cameras are not mandatory at a SSCP but they do increase the
public’s sense of security. Cameras deter theft and capture visual
records of suspicious activity. They are particularly helpful at
unmanned or closed checkpoints. The number of cameras to add will
vary depending on the size of the checkpoint, obstructions within
the checkpoint, lighting, and the quality of the CCTV system. A
sufficient number of cameras should be added to cover each lane,
all secondary screening areas, and co-located exit lanes. Cameras
should not intrude on passenger privacy by locating them in the
WBI Remote Viewing or Private Screening Room. Cameras should
be positioned to show the front view of a person’s face and any other
identifying characteristics.
TSA prefers CCTV design as an extension of an existing security
system within the airport; however, a CCTV system may be designed
to stand alone at the checkpoint. When CCTV is part of an extended
system, the equipment should match the existing hardware in order
to minimize maintenance costs and provide operator familiarity.
Storage and retrieval of video footage will need to be determined
on a site-by-site basis. Often when a CCTV system exists, it is often
shared between the airport, the LEO, and local TSA.
Refer to TSAs Recommended Security Guidelines for Airport Planning,
Design and Construction, Part III for additional information. For
CCTV systems that are extensions of existing building systems, a
cost reimbursement program may be available through OST.
2009.02.11 REVISION 1
115
5.0 SAFETY
5.0
SAFETY
SSCPs must not only screen passengers and their carry-on baggage,
but do so without compromising the safety of either the passengers or
the TSOs conducting the screening. Safety requirements and safetyrelated considerations must be built into the SSCP design from the
beginning and should be treated as an integral part of the design
process. The standard checkpoint layouts in this document are intended
to provide good starting points, but safety Subject Matter Experts
(SMEs) should be included in every phase of the design to provide
input on concept plans and/or construction drawing packages.
Particular safety issues related to equipment or layouts that are
likely to arise in the course of SSCP design are discussed within the
appropriate sections within this document. However, this document
is not intended to provide an exhaustive list of such issues. Safety
experts from each discipline should review all available sources of
information, such as best practices, Technical Notes, Job Aids, OSHA/
OSHE requirements, and TSO injury data to ensure that the most
current knowledge is incorporated into each SSCP design.
During SSCP design or reconfiguration, ASHRAE Standards for
heating, cooling, and ventilation must be met by the equipment
serving the SSCP. Indoor air temperature and relative humidity levels
should be maintained at a comfortable level based on the occupancy,
size, and exposure of the SSCP. Air quality should be monitored at
the checkpoint to prevent the build-up of carbon dioxide from human
respiration and to minimize odors. As checkpoints are designed and
reconfigured, the Airport Authority may need to rebalance the airport
HVAC system and/or evaluate and update the HVAC preventative
maintenance procedures.
2009.02.11 REVISION 1
116
6.0 APPENDIX A
6.0
APPENDIX A - SSCP TERMINOLOGY
Acronym
1-D
1-to1
Definition
One Dimensional
One (1) TRX or AT unit for every one (1) WTMD
Acronym
BVS
Cat5e/Cat6
Definition
Baggage Viewing Station for AutoEDS
Category 5 cable, Category 6 cable
Two Dimensional
CCTV
Closed Circuit Television
2-to-1
Two (2) TRX or AT units for every one (1) WTMD
CDG
Checkpoint Design Guide
ADA
Americans with Disabilities Act
CPI
Cast and Prosthesis Imager
A&E
Architectural & Engineering
CTO
Chief Technology Office
AFF
Above Finished Floor
DOT
Department of Transportation
Assistant Federal Security Director
DHS
Department of Homeland Security
AHJ
Authority Having Jurisdiction
DSS
Diamond Self Select
ANSI
American National Standards Institute
EDS
Explosives Detection System
ARW
Alarm Resolution Workstation for Reveal AutoEDS
EFC
Enterprise Furniture Consultants, KI Glass provider
American Society of Heating, Refrigerating and
Air-Conditioning Engineers
EMD
Enhanced Metal Detectors
Advanced Technology X-Ray
ETD
Explosives Trace Detection
Auto Explosives Detection System
ETP
Explosives Trace Portal
Fc
Foot-candles, unit of luminance or light intensity
FDRS
Field Data Recording System for Reveal AutoEDS
2-D
AFSD
ASHRAE
AT
AutoEDS
BDO
BLS
2009.02.11 REVISION 1
Behavior Detection Officer
Bottle Liquids Scanner
117
6.0 APPENDIX A
Acronym
Definition
Acronym
Definition
FIS
Federal Inspection Service/System
LCU
FSD
Federal Security Director
LEO
Law Enforcement Officer
Fiscal Year
MAX
Maximum
HHMD
Hand Held Metal Detoctor
MDF
Main Distribution Frame
Hi-SOC
High Speed Operational Connectivity
MIN
Minimum
High Speed Conveyor
N3
KI Glass Holding/Wanding Station with a 3’-0” Door and
17” returns; bolted to the floor
N3A
KI Glass Holding/Wanding Station with a 3’-0” Door and
N4
KI Glass Holding/Wanding Station With a 4’-0” Door and
Illuminating Engineering Society of North America
N4A
KI Glass Holding/Wanding Station With a 4’-0” Door and
IO
Image Operator
NEC
National Electric Code
IOR
Image Operator Room for the WBI a.k.a. RRR, RVR
NEMA
National Electrical Manufacturers Association
IT
Information Technology
NOC
Network Operations Center
J3
Holding Station With a 3’-0” Door
NQR
Nuclear Quadropole Resonance
J4
Holding Station With a 4’-0” Door
O&D
Origin and Destination
LAGS
Liquid and Gels
OEM
Original Equipment Manufacturer
LAN
Local Area Network
OIB
Operational Improvement Branch
FY
HSC
HVAC
IDF
IESNA
2009.02.11 REVISION 1
Heating, Ventilation and Air Conditioning
Intermediate Distribution Frame
Lane Control Unit for the L3 ProVision WBI
118
6.0 APPENDIX A
Acronym
Definition
Acronym
Definition
Smiths Heimann, Manufacturer of security screening
equipment
OSHA
Occupational Safety & Health Administration
SH
OSHE
Occupational Safety, Health, & Environment
SME
Subject Matter Expert
OSO
Office of Security Operations
SOW
Scope of Work
OST
Office of Security Technology
SSCP
Security Screening Checkpoint
PAX
Passengers
STSO
Supervisory Transportation Security Officer
(Station or Podium)
PC
Personal Computer
T3
KI Glass Room (6’-6”W x 8’-0”D x 7’-1”H with a 3’-0”
Door) used for Private Screening
POC
Point of Contact
TDC
Travel Document Checker
PWD
Passengers with Disabilities
TIP
Threat Image Projection
Requirements Management Advisory Group
TRX
TIP-Ready X-ray
Radio Frequency
TSA
Transportation Security Administration
ReMAG
RF
ROW
Remote Operator Workstation
TSA HQ
Transportation Security Administration - Headquarters
RRR
Remote Resolution Room for the WBI a.k.a. IOR, RVR
TSO
Transportation Security Officer
RS
Rapiscan, Manufacturer of security screening equipment
UPS
Uninterruptible Power Supply
RVS
Remote Viewing Station for Analogic AutoEDS
UTP
Unshielded Twisted Pair
RVR
Remote Viewing Room for the WBI a.k.a. IOR, RRR
WAP
Wireless Access Point
S3
KI Glass Room (6’-6”W x 8’-0”D x 8’-4”H with a 3’-0”
Door) used as IOR, RRR, RVR
WBI
Whole Body Imager
SF
Square Feet
2009.02.11 REVISION 1
WTMD
Walk Through Metal Detector
119

Checkpoint Design Guide_Revision 1.indb

Transcription

Similar documents

Yorkshire 3Peaks Challenge

Event Poster

Devour - Roto Grip

// liVE it loUD liVE it loUD \\

Fulking - Travel Log Lewes

Summer Travel Tips

Newsletter Edition 101 - 13.05.16

map - SET

4th of July Community Festival and Fireworks Show

FOR SALE 5 Acres - Southern Warren County