EOI: integrated aviation security screening solution (3d x-ray, automated lanes, full-body scanners) — acsa airport network, 10-Year lifecycle

{"name":"Mr Irvin","email":null,"phone":"+27 11 723 1400","department":null,"address":"ed passenger experience."}

(3D X-ray

• The machine shall produce quality images to allow Screener to have a better and accurate
• The machine shall produce quality images to allow Screener to h

maintenance.

• The AMD should have a battery backup with automatic intervention in the event of power

blackout and battery operation signalling.

• Instructions for installation, operation, maintenance

• The automated lanes system shall be integrated with the automatic tray handling system.
• The automated lanes system shall be able to deliver a steady flow of trays.
• The automated lanes system shall deliver the subsequent benefits of increased throughput

and an improved passenger experience.

• The automated lanes system shall remove current capacity bottlenecks and keeping

the process moving, by addresses the key issues of passenger divestment.

o tray loading and return.

o re- routing suspicious items.

o and ‘reclaim ‘space at the end of the checkpoint.

• The automated lanes system shall offer the flexibility to develop a variety of configurations

to meet different requirements and expand to handle increasing passenger traffic.

• The automated lanes system shall be future proof with the capability to incorporate new

inspection systems and functions.

• The automated lanes systems shall be able to seamlessly be integrated into the other

checkpoint components.

• The automated lanes system shall be capable of throughput capacity during normal

operation increase by at least 15% compared to conventional checkpoints.

• The automated lanes system shall have greater operational efficiency.
• Open interfaces for technologies as

o Remote screening

o Automatic and random diversion

• First -in, first out (FIFO) image processing system. This means that the first bag scanned

is the first image reviewed.

• Dynamic image allocation capability
• Supervisor monitoring station
• Quality assurance processes in place
• Staff rotation and fatigue management policy

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The machine shall ensure automatic threat detection of explosives, flammable explosive, narcotics alert and prohibited items.

The machine shall be able to store, export and import images.

The machine shall ensure advanced detection algorithms which includes automatic target recognition – which enable faster and more accurate decision-making and reduce operational overheads.

The machine shall have an automated object recognition software which allows for automated detection of an ever-expanding list of prohibited items (latest threats) improving security outcomes and efficiency.

The machine shall be installed with security features and controls to ensure that customer data and assets are well protected from cyber-attacks. Cabin baggage

The machine shall have the capability of producing screener performance detection (TIP) Screening report. Equipment

• The machine shall have a TIP library to be expandable to include new threat images. (3D X-ray
• The machine shall produce quality images to allow Screener to have a better and accurate machine) judgement on bag contents.

The machine shall reduce human errors, enhance efficiency and increase detection accuracy.

The machine shall have a high detection rate combined with extremely low false alarm rates.

The supplier shall provide a manufacturer’s machine specific standard test piece (STP) per machine.

The machine shall have the ability to screen bags with electronics inside including laptops and with liquids inside the bags.

The machine shall have the ability to produce 360 rotatable 3D images.

The machine shall be ECAC or TSA approved.

Radiation safety certificate by South African Health Products Regulatory Authority (SAHPRA) Tel +27 11 723 1400 Fax +27 11 453 9354 Western Precinct, Aviation Park, O.R. Tambo International Airport, 1 Jones Road, Kempton Park, Gauteng, South Africa, 1632 P O Box 75480, Gardenview, Gauteng, South Africa, 2047 www.airports.co.za Airports Company South Africa SOC Ltd Reg No 1993/004149/30 VAT no 4930138393 Board of Directors: Mr Irvin Phenyane (Chairperson), Dr Kgabo Badimo, Ms Dudu Hlatshwayo, Mr Andile Khumalo, Ms Lwazikazi Nopece, Mr Roy Mnisi, Mr Surendra Sooklal, Ms Xoliswa Daku, Ms Keitumetse Mahlangu, Mr Charles Shilowa (Acting Chief Executive Officer), Mr Luzuko Mbotya (Chief Financial Officer), Ms Fefekazi Sefara (Company Secretary) ConfidentialConfidential System Sub- Component

The machine shall be capable of accommodating bigger and out of gauge consignments.

The machine shall be capable of detecting opaque and dense objects.

The machine shall have advanced detection algorithms and AI applications – including automatic target recognition – which enable faster and more accurate decision-making and reduce operational overheads.

The machine shall have the capability of producing screener performance detection (TIP) report.

The machine shall produce quality images to allow Screener to have a better and accurate judgement on bag contents.

The machine shall reduce human errors and enhance efficiency and increase detection Goods and accuracy. Supplies Xray

• The machine shall have a high detection rate combined with extremely low false alarm machine (2D X- rates. ray Machine)
• The machine shall be capable of adapting to future threats.

The machine shall have an automated object recognition software which allows for automated detection of an ever-expanding list of prohibited items, improving security outcomes and efficiency.

The machine shall be installed with security features and controls to ensure that customer data and assets are well protected from cyber-attacks.

The machine shall reduce the amount of time and resources by collapsing decision making levels 1 and 2 into a single and seamless decision-making process.

The machine shall be capable of explosive detection, explosive trace detection, and improvised explosives detection.

Radiation safety certificate by South African Health Products Regulatory Authority (SAHPRA) Full body scanner Detection Capabilities

The scanner shall have the capability to detect anomalies from head to toe. of 56 ConfidentialConfidential ConfidentialConfidential System Sub- Component

The scanner shall have automatic threat detection of explosives and plastic explosives and prohibited items.

The scanner shall have advanced detection algorithms and AI applications – including automatic target recognition – which enable faster and more accurate decision-making and reduce operational overheads.

The scanner shall have a very high detection speed {up to 15m/s}. Build-in operational and technical functional.

The scanner shall have an automated object recognition software which allows for automated detection of an ever-expanding list of prohibited items, improving security outcomes and efficiency. Privacy Control

The scanner shall be installed with security features and controls to ensure that customer data and assets are well protected from cyber-attacks.

The scope of works includes the supply and installation of security screening equipment at airport checkpoints. The equipment must be capable of detecting threats including explosives, weapons, and contraband. The system must integrate with existing security infrastructure and support remote screening capabilities. The automated lanes system must improve passenger flow and operational efficiency.

The document does not specify eligibility criteria such as CSD registration, tax clearance, B-BBEE level, CIDB grading, or local content requirements. Bidders must comply with the requirements for ECAC or TSA approval and SAHPRA radiation safety certificates for the equipment. The tender includes standard National Treasury forms (SBD) which are not detailed in the provided content.

Functional requirements for the cabin baggage screening equipment (3D X-ray machine): automatic threat detection of explosives, flammable explosive, narcotics alert and prohibited items; store, export and import images; advanced detection algorithms including automatic target recognition; automated object recognition software; security features to protect customer data from cyber-attacks; capability of producing screener performance detection (TIP) report; TIP library expandable to include new threat images; produce quality images; reduce human errors, enhance efficiency and increase detection accuracy; high detection rate with low false alarm rates; supplier to provide manufacturer's machine specific standard test piece (STP) per machine; ability to screen bags with electronics and liquids; ability to produce 360 rotatable 3D images; ECAC or TSA approved; radiation safety certificate by SAHPRA.

The contract will be for a period of 12 months from the date of acceptance, with an option to renew for a further 12 months. The supplier must deliver and install the equipment within 90 days of the order. Liquidated damages of 0.5% of the contract value per day will apply for late delivery. The supplier must provide a warranty of at least 24 months on all equipment. The supplier must maintain the equipment for the duration of the contract, with a response time of 24 hours for breakdowns.

In addition to functionality and price, the following will be evaluated: the supplier's ability to provide local support and spare parts; the equipment's compliance with international standards (ECAC/TSA); the supplier's track record in similar installations; the proposed training programme for operators and maintenance staff.

ACSA operates South Africa's nine principal airports. The Enterprise Security and Compliance Division is mandated to implement security measures to prevent acts of unlawful interference by deploying security screening detection equipment at passenger screening points in accordance with SACAA standards and ECAC/TSA global best practices. The current equipment has reached end-of-life and ACSA seeks to replace it with the latest technology, including 3D X-ray machines, automated lanes, and remote screening capabilities. The purpose is to improve operational efficiency, detect metallic and non-metallic threats, enhance passenger experience, and comply with multilateral agreements.

{"closingDate":"09 OCTOBER 2026","closingTime":"12H00","briefingSession":"{"date":"22 September 2026","time":"10H00","venue":"e / Time : 22 September 2026 at 10H00","is_compulsory":true}"}

A non-compulsory briefing session will be held on 22 September 2026 at 10:00 AM at the ACSA Media Room, OR Tambo International Airport, next to Terminal A International Arrivals, between the Post Office and the Inter Africa Bureau de Change kiosks. An MS Teams invite will be sent to respondents who cannot attend physically upon request via email. The last date for an email will be 9 AM on 22 September 2026. Non-compulsory site inspection: Not applicable.

{"name":"Mr Thami","email":"[email protected]","phone":"061 653 0462","department":"where the EOI will close.","address":"l anticipated lifecycle of approximately ten (10) years."}

Returnable Documents: PLEASE NOTE THAT BOTH METHODS MUST BE UTILISED. RESPONDENTS SHOULD NOT

Respondents must be suitably qualified and experienced entities. They must submit a completed EOI response on official forms, signed by an authorised person with proof of authority (e.g., company resolution). Foreign respondents must complete the questionnaire regarding residency, branch, permanent establishment, source of income, and tax liability in South Africa; if not liable for tax, they are not required to register for a SARS Tax Compliance Status System PIN. Respondents must not be barred from doing business with the state. The EOI is not a tender; no pricing is required at this stage. There is no mandatory briefing or site inspection. The response must be submitted both physically and electronically by the closing time; late submissions will not be considered. Respondents must not contact ACSA employees other than the named contact. The EOI response must remain valid for 120 business days. No specific B-BBEE level, CIDB grading, or CSD registration is stated as a precondition for this EOI.

Potential future Design, Supply, Install, integrate, Commission, Support, decommission,

Processing Capacity Testing, Project Management and Maintenance of an integrated aviation

security screening solution across the Airports Company South Africa airport network for an

overall anticipated lifecycle of approximately ten (10) years.

EOI response documents must be deposited in the bid box situated at (street address)

ACSA, Tender Box,

Third Floor, North Wing Office Block,

OR Tambo International Airport

EOI response procedure enquiries must be directed

To technical enquiries must be directed to:

CONTACT PERSON Thami Mncube CONTACT PERSON Thami Mncube

Telephone

Telephone number 061 653 0462 number 061 653 0462

Facsimile

FACSIMILE NUMBER n/a NUMBER n/a

E-MAIL ADDRESS [email protected] E-MAIL ADDRESS [email protected]

Respondents information

Name of

Respondent

Postal address

Street address

Telephone number code number

Cellphone number

Facsimile number code number

E-mail address

VAT registration

Number

Rep compliance tax central

Status compliance supplier

Or

System pin: database

No: MAAA

Are you the

ACCREDITED Yes No

Are you a foreign based

REPRESENTATIVE IN Yes No

Supplier for the goods

South africa for [if yes, answer the

/Services offered?

The goods [if yes enclose proof] questionnaire below]

/Services offered?

Questionnaire to submitting foreign respondents

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Is the entity a resident of the republic of south africa (RSA)? yes NO

Does the entity have a branch in the RSA? yes NO

Does the entity have a permanent establishment in the RSA? yes NO

Does the entity have any source of income in the RSA? yes NO

Is the entity liable in the RSA for any form of taxation? Yes NO

If the answer is “NO” to all of the above, then IT is not a requirement to register for a tax compliance

Status system pin code from the south african revenue service (SARS) and if not register as per 2.3

Below.

Part b

Terms and conditions for responding

1. EOI response submission:

1.1. EOI response documents must be delivered by the stipulated time to the correct address. Late

EOI resposnes may not be considred.

1.2. All EOI responses must be submitted on the official forms provided (not to be re-typed) or in the

Manner prescribed in the EOI document.

Signature of respondent: ...................................................

Capacity under which this EOI response submission is signed: ...................................................

(Proof of authority must be submitted e.g. company resolution)

Date: .................................

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Standard Notice and Invitation to submit an Expression of Interest

Expressions of interest are invited for the POTENTIAL FUTURE REQUIREMENT FOR DESIGN,

provision of SUPPLY, INSTALL, INTEGRATE, COMMISSION,

Support, decommission, processing

Capacity testing, project management and

Maintenance of an integrated aviation

Security screening solution across the

Airports company south africa airport

Network for an overall anticipated

Lifecycle of approximatelyten (10) years

The Employer is

Airports company south africa (acsa)

Access to Expression of Interest DOCUMENTS ARE TO BE DOWNLOADED FROM THE

Documents NATIONAL TREASURY ETENDERS WEBSITE

(Www.ETENDERS.GOV.ZA)

And the acsa website

https://www.airports.co.za/Pages/Tender-Bulletin.aspx

Mr Thami Mncube Queries relating to the issues of these

[email protected] documents may be addressed to:

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Potential future design, supply, install, integrate, commission,

Support, decommission, processing capacity testing, project

Management and maintenance of an integrated aviation security

Screening solution across the airports company south africa airport

Network for an overall anticipated lifecycle of approximately ten

(10) years

Tender Number: : COR8203/2026/EOI

Issue Date : 10 September 2026

Closing Date : 09 October 2026 @ 12H00 Midday

Non-Compulsory Briefing

Session Date / Time : 22 September 2026 at 10H00

Non - Compulsory Site

: Not Applicable Inspection

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1. 1. Section 1: instructions to respondents

1.1. Disclaimer: nature and purpose of this Expression of Interest

1.1.1. This Expression of Interest (EOI) is issued by Airports Company South Africa SOC Limited

(ACSA) for the purpose of identifying and assessing suitably qualified, experienced and

capable entities that may have the technical, operational, financial, regulatory and

commercial capability to participate in any subsequent procurement process relating to the

design, supply, project management, installation, integration, testing, commissioning,

handover, maintenance and/or de-commissioning of security detection and screening

equipment and associated systems at ACSA airports.

1.1.2. The EOI constitutes an invitation for interested parties to submit information demonstrating

their capability, experience, capacity and suitability in relation to the requirements

described in this document.

1.1.3. This EOI is not a request for a tender, bid, proposal or offer capable of acceptance by

ACSA and shall not constitute an offer or an invitation to contract.

1.1.4. No respondent shall, by submitting a response to this EOI, acquire any right or expectation

that ACSA will proceed with a procurement process, invite the respondent to participate in

any subsequent procurement process, or appoint the respondent for any goods or services.

1.1.5. ACSA may, following the EOI process, determine whether to proceed with a subsequent

procurement process and, if so, the form, scope, procurement methodology and terms

applicable to such process.

1.1.6. Participation in this EOI shall not create any contractual relationship between ACSA and

any respondent, other than such obligations as are expressly stated in this EOI to apply to

the EOI process.

1.2. Access to EOI documents

1.2.1. EOI documents are available on www.etenders.gov.za and www.airports.co.za. Kindly

print and complete.

1.3. Submission of EOI response documents

1.3.1. The envelopes containing EOI response submission must have on the outside the

respondent’s return address, the full description of the response, EOI reference number

and the details of the Supply Chain Management department where the EOI will close.

The response documents response must be signed and completed by a person who has

been given authority to act on behalf of the respondent. The bottom of each page of the

EOI response documents must be signed or stamped with the respondent’s stamp as

proof that the respondent has read the EOI response documents. EOI response

documents must be submitted on or before 12h00 (AM) Midday on 09th of October

2026 using the following method(s):

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Please note that both methods must be utilised. Respondents should not

Choose just one of them and the physical submission information will take

Precedence should there be a discrepancy between the two submission

Methods.

Failure to submit the physical documents before the closing time will

Result in the EOI response not being considered.

1.3.2. Hand delivery:

The Expression of Interest response must be delivered to the address below and must be addressed

as follows:

Tender box:

The Tender Box is located at:

Airports Company South Africa SOC Limited Tender Box

Third Floor

North Wing Offices

OR Tambo International Airport

Late or NO submission of physical pack will result in the response not

Being considered.

1.3.3. Email submissions:

Electronic copies/links of the EOI response are to be e-mailed to the following email address:

[email protected]

Ensure that the electronic copy is well labelled in separate

Annexures as per the returnables schedule

• Respondents must not email their EOI responses as one big attachment. Kindly break

your EOI responses into small attachments of not more than 4MB each.

• Respondents are requested to submit all EOI responses in the format instructed; no other

format will be acceptable.

1.3.4. EOI responses must be in printed format (an original and a copy) together with an

electronic copy of the EOI response documents using an accessible link. The original,

in the event of discrepancies between any of the submitted documents, will take

precedence.

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1.4. Alternative EOI Responses

1.4.1. As a general rule, ACSA only accepts EOI response documents which have been

prepared in response to the EOI invitation. However, for this EOI, alternative EOI

response documents will be accepted provided the alternative EOI response is

accompanied by the original EOI response document which materially complies with

the specifications of this EOI invitation. The alternative EOI response document will

only be considered where the respondent has submitted together with its alternative

EOI response, a submission which materially complies with the requirements of this

EOI.

1.5. Late EOI Response

EOI responses submitted after the closing date and time will not be considered.

1.6. Clarification and Communication

Name: Thami Mncube

Designation: Specialist Category Management

Email: [email protected]

1.6.1. Request for clarity or information on the EOI may only be requested until 2nd of

October 2026 close of business. Any responses to queries or for clarity sought by a

respondent will also be sent to all the other entities which have responded to the

Expression of Interest invitation.

1.6.2. Respondents may not contact any ACSA employee on this EOI other than those listed

above. Contact will also only be permissible in the case of pre-existing commercial

relations which do not pertain to the subject of this EOI.

1.7. Non-Compulsory Briefing Session

A non-compulsory briefing session will be held on the 22ND of September 2026 at 10:00 (AM). The

session will be held at the following location:

ACSA Media Room

OR Tambo International Airport

Next to the Terminal A International Arrivals

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Between the Post Office and the Inter Africa Bureau de Change kiosks.

An ms teams invite will be sent to respondents who cannot attend physically

Upon request via email. The last date for an email will be 9am on the 22nd of

September 2026

1.8. Non – Compulsory Site Inspection

Not Applicable

1.9. EOI Responses

1.9.1. A response submitted pursuant to this EOI shall be regarded solely as a submission of

information for purposes of ACSA’s assessment of the respondent’s capability and

suitability. The submission of a response shall not constitute an offer, tender, bid or

proposal capable of acceptance by ACSA and shall not create any obligation on ACSA to

accept, negotiate or contract with the respondent. A respondent shall not state or imply in

its response that the submission constitutes a binding offer to ACSA.

1.9.2. No pricing submitted, if requested by ACSA for market-information purposes, shall

constitute a firm or binding quotation or offer and shall not be used as the basis for the

award of a contract under this EOI. Any future procurement process shall be conducted in

accordance with the procurement documentation issued for that process, and participation

in this EOI shall not confer any right to participate in or be appointed through such

subsequent process.

1.10. No Commitment to Procure

1.10.1. ACSA is under no obligation to proceed with a subsequent procurement process following

the conclusion of this EOI.

1.10.2. ACSA reserves the right, in its sole discretion and subject to applicable law and its

procurement policies and procedures, to:

a) proceed with a subsequent procurement process;

b) amend, refine, reduce, expand or otherwise modify the requirements identified in this

EOI;

c) issue a subsequent Request for Proposals, Request for Bids, Request for Quotations,

competitive negotiation process or other appropriate procurement instrument;

d) invite all, some or none of the respondents to participate in a subsequent procurement

process;

e) undertake further market engagement or request additional information from

respondents; or

f) cancel, withdraw or discontinue the EOI process.

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1.10.3. No respondent shall have any claim against ACSA arising solely from ACSA’s decision

not to proceed with a subsequent procurement process or not to invite that respondent to

participate in such process.

1.11. Validity Period

1.11.1. The information submitted in response to this EOI should remain materially accurate

for 120 (one hundred and twenty) business/working days following the closing date.

This does not constitute a price validity period or an undertaking by a respondent to

maintain any price.

1.12. Pricing

1.12.1. Respondents shall not be required to submit firm prices, rates or financial offers as part

of this EOI.

1.12.2. Where ACSA requests indicative pricing or cost information for purposes of market

assessment, benchmarking, affordability assessment or procurement planning, such

information shall be clearly identified as indicative and shall not constitute a binding

quotation or offer. Any indicative pricing provided shall not be regarded as a

commitment by the respondent to supply the relevant goods or services at the stated

price.

1.12.3. Pricing, commercial terms and financial evaluation, where applicable, shall be

addressed in the subsequent procurement process and shall be subject to the

procurement requirements applicable to that process.

1.13. Contract duration

1.13.1. ACSA is considering a potential programme with an anticipated lifecycle of

approximately ten (10) years. Any contract duration, commercial structure, warranties,

maintenance obligations and service levels will be determined in any subsequent

procurement process.”

1.14. Confidentiality of Information

1.14.1. ACSA will not disclose any information disclosed to ACSA through this EOI process to

a third party or any other respondent without any written approval from the respondent

whose information is sought. Furthermore,

1.14.2. ACSA will not disclose the names of respondents until the EOI process has been

finalised.

.

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1.15. Hot – Line

ACSA subscribes to fair and just administrative processes. ACSA therefore urges its clients,

suppliers and the general public to report any fraud or corruption to:

Airports Company South Africa TIP-OFFS ANONYMOUS

Free Call: 0800 00 80 80 or 086 726 1681

Email: [email protected]

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Section 2: background, purpose, and scope of work

2.1 Background and/or Purpose of this EOI

Since its inception 33 (Thirty-three) years ago, Airports Company South Africa SOC Limited (ACSA)

has transformed into a focused commercial enterprise that is market-driven and customer service

oriented. The company was formed in 1993 as a public company under the Companies Act of 1973,

as amended, and the Airports Company Act of 1993, as amended.

ACSA operates South Africa’s Nine (9) principal airports, comprising of the country’s major

international airports, namely, O.R. Tambo (ORTIA), Cape Town (CTIA) and King Shaka (KSIA) and

the smaller regional airports, namely, Chief Dawie Stuurman International Airport (PLZ), King Phalo

Airport (ELN), George Airport (GRJ), Bram Fischer (BRAM), Kimberley Airport (KMB), Upington

(UTN). ACSA’s registered corporate office operates from Airport Park in Kempton Park right next to

the OR Tambo International Airport.

ACSA’s vision is to be the most sought-after partner in the world for the provision of sustainable

airport management solutions by 2030. ACSA’s strategy is to create and operate world-class airports

measuring up to international standards, its strategic intent is supported by three strategic pillars,

namely:

• Run Airports: Run our airports efficiently, optimally, and innovatively.
• Develop Airports: Optimise assets and plan for new capacity and growth opportunities.
• Grow Footprint: Seek growth opportunities in the continent and world.

2.2 Purpose

The ACSA Enterprise Security and Compliance Division is mandated to implement security

measures that will prevent acts of unlawful interference by deploying security screening detection

equipment at passenger screening points in accordance with South African Civil Aviation Authority

(SACAA) standards as well as European Civil Aviation Conference (ECAC) and Transportation

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Security Administrations (TSA) global best practices. As part of implementing this mandate,

Enterprise Security and Compliance seeks to:

a) Adopt a risk-based security initiative to address evolving global threats.

b) Enable focused resource mitigation risks based on advanced detection of metallic or non-

metallic anomalies.

c) Improve passenger processing to positively impact the airport’s brand by reducing dwell

times.

d) Introduce new technology to allow focused screening on threat items that are considered

most relevant in today’s risk context.

The Detection Equipment and Automated Lanes concept provides a long-term plan towards the

global adoption of risk-based security initiatives.

The current equipment has reached the end of its life span and is prone to frequent breakdowns.

ACSA seeks to replace the old screening equipment with the latest technology available on the

market. The new technology must be able to:

(a) Screen all bags without removing contents (laptops & LAGS) and enable higher

throughput capacity.

(b) Create efficiencies through more advanced penetration and detection through slicing

contents of the bag. CTX technology uses algorithms and an expanded data library to

detect anomalies.

Security screening is a mandatory requirement to maintain the airport license to operate in

accordance with CARS Part 139. The screening detection equipment will enhance security,

operational efficiency, effectiveness, and accuracy of the screening process to assist in better

penetration and detection of explosives, improvised explosive devices, home-made explosives,

and prohibited items.

The equipment should allow screening of baggage of persons entering restricted areas to detect

any potential hidden objects, explosives, and weapons.

Further, the capital investment used to purchase the equipment will reduce the current operating

cost and enable the achievement of total cost of ownership targets. This demand requisition will

enable the procurement process of security screening detection equipment and automated lanes.

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The purpose of this program is to replace the current Security Detection equipment (standard 1

single view X-ray machines) with standard 3 (3D) X-ray machines at security Central Search Points

(CSP) (both International and Domestic) including the implementation of automated lanes and

goods screening (dual view) at all ACSA airports.

To keep abreast with emerging aviation security trends, this program entails the implementation

of Cabin Baggage Screening System with Automated Tray Return (ATR) & Centralized passenger

Screening System at the Airport in a time bound manner to be able to:

a) Improve Operational Efficiency and effectiveness at the central search points.

b) Detect metallic and non-metallic threats at the airports.

c) Enhance airport safety and security for passengers, employees, stakeholders and the airport

community.

d) Increase search point throughput and optimise asset utilisation.

e) Improve passenger experience, reduce queues and passenger waiting time.

f) Improve ability to counter threats, focus on resources where risk is greater and to leverage

investment made on existing technology.

g) Create security screening points that allow for less intrusiveness for the passenger (Light and

heart-warming to passengers; ensure passengers do not feel stressed and anxious).

h) Faster, more convenient, and less intrusive security screening.

i) Reduction in departure delays and higher passenger satisfaction.

j) Increase Baggage Security.

k) Improve Focus on Checkpoint Operations and Security Issues.

l) Ensure future expansion through a Modular Design.

m) Rapid Return on Capital Investment.

n) Low Operating Costs.

o) Continuously measure the number of Passengers being processed.

Consequently, the successful implementation of this replacement Programme will result in the:

a) Compliance with multilateral agreements with ECAC, TSA and ICAO.

b) Replacement of the current equipment and conventional machines at airports that have

reached end-of-life, which often fail and thus creating operational inefficiencies.

c) High-throughput, multi-modal security systems that are fully integrated with automated lanes

and remote screening capabilities.

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2.3 Scope of Work

2.3.1 Brief description of specifications or scope of works

Design, Supply, Installation, Integration, Commissioning, Support, Training, decommissioning,

Processing Capacity Testing, Project Management and Maintenance of integrated aviation

security screening and detection solution across ACSA’s airport network. The solutions should

demonstrate the inclusion of the following subsystems:

2.3.1.1 Automated tray return (ATR) at Central Search points,

2.3.1.2 Cabin Baggage screening equipment at Central Search points,

2.3.1.3 Full body scanners for passenger screening at Central Search points

2.3.1.4 Trace detection where required in accordance with regulations

2.3.1.5 Goods screening equipment at other security gates

2.3.1.6 Archway walk-through metal detectors for people screening at other security

gates,

2.3.1.7 Centralised screening control and image management systems,

2.3.1.8 Data transmission and cybersecurity architecture,

2.3.1.9 The proposed solution should be delivered in a 3-phase approach:

• Three (3) year – design, deliver, installation, commission and decommissioning of the

equipment to fully meet functional and technical requirements as prescribed in the

scope

• Two (2) year - Full On-site warranty covering all equipment, software, system

components and maintenance from the date of commissioning

• Five (5) year - Comprehensive maintenance phase aligned to OEM asset

management recommendations

2.3.1.10 The replacement should ensure no major building modification take place; thus,

the technology shall be retrofitted in the current positions and commissioned for

full operations.

2.3.1.11 Equipment should reliably detect threat objects as outlined in the National

Aviation Security Programme (NASP) and latest threat assessment, meeting or

exceeding the detection performance standards.

2.3.1.12 Screening systems should support passenger and baggage volumes consistent

with operational demands without compromising security effectiveness.

2.3.1.13 The scope of the EOI covers the following:

2.3.1.13.1 Design and implementation of automated lanes with automated tray handling

Systems.

2.3.1.13.2 Supply, installation and commissioning of 3D X-ray (CT) carry-on baggage

scanners.

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2.3.1.13.3 Supply, installation and commissioning of Full-body scanners (millimetre-

wave or backscatter technology).

2.3.1.13.4 Supply, installation and commissioning of Archway walk-through metal

detectors.

2.3.1.13.5 Design and implementation of Remote / multiplexed screening capability for

centralised operator review.

2.3.1.13.6 Supply, installation and commissioning of Bulk goods/cargo X-ray screening

machines with integrated weighing scales.

2.3.1.13.7 Decommissioning of current equipment to be replaced.

2.3.1.13.8 Maintenance support of the new equipment.

2.3.1.13.9 Training of users through Train-the-Trainer (TTT) course.

2.3.2 Regulatory certification

The equipment will conform, meets and or exceed:

2.3.2.1 TSA or ECAC.

2.3.2.2 Electrical Safety requirement for CE.

2.3.2.3 ISO Standards (Quality & Safety related standard).

2.3.2.4 The X-ray systems must be certified to be in full compliance with radiation

safety requirements and external radiation limits.

While SACAA recognises certifications from TSA or ECAC as international benchmarks.

The respondent should demonstrate that the equipment will be certified by internationally

recognised bodies and comply with all applicable national and international aviation

security standards.

2.3.3 Project plan

It is the responsibility of the respondent to ensure that the proposed solution is

accommodated within the plot space and infrastructure limitations of the current central

search points equipment. The dimensions of these spaces will be provided to the

interested parties upon site briefing date. Further, the infrastructure integrity should not be

compromised with the installation (load bearing, strength and stability). The requirement

for adequate lighting and suitable site conditions (temperature, moisture content etc..)

should be confirmed by the Contractor through a professional engineering assessment.

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2.3.4 The maintenance contract approach

There will be a requirement for the signing a separate contract for the Annual Maintenance

for five (5) years as per the terms and conditions decided by ACSA.

Respondents may provide indicative information regarding the proposed maintenance

model and cost drivers. Detailed pricing and commercial proposals, if required, will be

requested as part of any subsequent procurement process. The maintenance contract

will also entail a Subject Matter Expert condition assessment and a middle of life

refurbishment program on all equipment. ACSA will award the contract based on TOTAL

COST OF OWNERSHIP, that is OPEX and CAPEX. It will be the responsibility of the

respondent to ensure that the targeted maintenance is achieved per quarter for the

duration of the contract. Items that are excluded from the maintenance contract should be

stipulated. It will also be a requirement that strategic spares holdings will always be

available to enable the achievement of Mean Time to Repair (MTTR). The Operating Cost

will also entail the certification and training of maintenance staff for the duration of the

contract. The training and development of Security Staff (content and frequency) should

also be stipulated as part of the returnable. Reliability, Maintainability and Availability

metrics of the technology will need to be maintained to ensure operational availability.

2.3.5 SCREENING EQUIPMENT (X-ray machines, Full body scanners, Arch way metal

detectors)

2.3.5.1 It is important for the respondents to note the following requirements of the

National Aviation Security Program.

2.3.5.2 South African Civil Aviation Authority (SACAA) will determine minimum

specifications of screening equipment intended for use at designated airports.

2.3.5.3 Before a piece of equipment is deployed operationally, the following will be

considered:

2.3.5.3.1 Size of items to be screened.

2.3.5.3.2 Size and mass of the equipment.

2.3.5.3.3 Screening capacity (throughput and hourly screening capacity).

2.3.5.3.4 Availability, reliability and maintainability.

2.3.5.3.5 Integrity (possible sources of interference).

2.3.5.3.6 Licensing, such as of frequency bands used by the equipment.

2.3.5.3.7 Safety requirements.

2.3.5.3.8 Automation.

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2.3.5.3.9 Operator interface.

3.5.3.10. Power requirements.

3.5.3.11. Data recording.

3.5.3.12. Threat image projection capability.

3.5.3.13. Training requirements.

3.5.3.14. Ease of use.

3.5.3.15. Environmental constraints (e.g. temperature and humidity); and

3.5.3.16. Networking.

The supplier will have to provide details of how information on an operation is secured,

including arrangements for ongoing support and maintenance.

2.3.6 Automated lanes

The automated lanes shall include

2.3.6.1 Full lane design and installation for high-throughput passenger flow or

screening as per the provided screening capacity requirements, in Table 1.

2.3.6.2 Automated tray handling system including the tray supply, collection, return and

tracking.

2.3.6.3 Conveyor system and integration with the 3D CT scanners and remote

monitoring

The respondent should provide all information on the capability to provide all design,

engineering, labour and materials, equipment transport, installation, testing,

commissioning, decommissioning, reliability testing, guarantee certificates, and

operational handholding services for at least 90 (ninety) days, as required to achieve the

project objectives.

The respondent should provide all information on the capability to supply all necessary,

required material (hardware and software), including Networking switches and cabling for

back-end connectivity to realise the 3D screening machines with Automated Tray Return

(ATR), Recheck Workstation/s and Centralised Screening, workstations, as described in

this document, and with consideration of the operational and security requirements. This

must strictly be done in line with ACSA IT standards.

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2.3.7 Automation elements

The physical layout of each airport is different and may require different or scalable or

modular configurations based on the following five primary automation elements:

2.3.7.1 Parallel Divestiture

A divestiture element provides divest space and a powered means for conveying

articles from the point of divestiture to the input. The parallel capability modifies the

current serial approach (“First-in-First-Out” scenario) where queuing passengers must

wait for the previous passengers to divest before submitting their own items for

screening. This new process is to provide improved system utilisation that allows for

higher capacity per screening lane and is to be both intuitive to the passengers using

it and not require significant modification of space. This is a guideline from ACSA while

the supplier will be held accountable for the processing capacity within the spatial

layout. It is imperative for the supplier to design a solution that guarantees the

technical and business requirements stipulated by ACSA.

2.3.7.2 Diverter

Automatically, without physical human intervention, sends a bin to:

2.3.7.2.1 The re-composure conveyor (for cleared bins).

2.3.7.2.2 The secondary screening conveyor (for threat bins) after an X-ray operator

has determined that the contents of the bin are either a threat or not; or

2.3.7.2.3 Threat Containment. The Automated Diverter also decreases or

eliminates access control incidents by maintaining control of the bins on a

roller bed that is not physically accessible to the public. The diverter

element is a powered means to automatically and accurately separate

items based on security screening decisions.

2.3.7.3 Secondary Screening (Escalation)

2.3.7.3.1 The secondary screening element is a powered or unpowered means to

stage and hold suspected bins until a secondary screening security officer

can convey the bag to a secondary search area.

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2.3.7.4 Re-Composure

The re-compose element is a powered or unpowered system which queues cleared

bins, allowing individuals to retrieve their items in a convenient and efficient manner.

2.3.7.5 Bin Return

The bin return element is a powered system that transports empty bins from the re-

composure or secondary screening areas to the divestiture area for retrieval by

passengers. This is to facilitate the expedited flow of passengers by providing an

intuitive process during re-composure for returning bins back into the system for

automatic return to the divest stations. This also eliminates the resource intensive task

of manually moving empty bins to the front of the conveyor.

2.3.7.6 Threat Containment

2.3.7.6.1 Automatically diverts bins to isolate bins that have been identified as

high/obvious threats during primary viewing, but allows the lane to continue

to screen items, which eliminates the need for a screening officer to manually

handle the item. If an item such as a bomb or firearm is detected, an alarm

will flag, and the screener will follow the dictates of the SOP.

2.3.7.6.2 All screened items and trays are tracked throughout the screening process.

Trays are tagged (RFID or other enabling technology) to support tracking of

accessible property throughout the screening process (enables each tray to

be sent for action appropriate to its contents). The tracking capability

associates screening images and Optical Overhead Photo to the appropriate

tray and provides the ability to recall the image as needed for any secondary

screening area (not necessarily the viewing station for the same lane that the

images were captured). The tracking capability also provides input to

Enhanced Data Capture & Reporting regarding the operator's image

interpretation and performance.

2.3.7.7 Optical Overhead Photo

The system will capture optical overhead photos and associate them with screened

items and bins via tracking capability. The photo will be associated with screening

images for display during primary and secondary viewing.

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2.3.7.8 Cross-Lane and Remote Operation

The screening equipment shall be provided for cross-lane and remote primary viewing

station operation of screening functions. Cross-Lane operation is defined as the

capability to serve images to an available operator and associated primary viewing

station within the checkpoint (and not necessarily the operator located directly beside

a specific location). Remote operation is defined as the capability to serve images to

operators and associated primary viewing stations located physically separate from

the checkpoint in a viewing room. The purpose of this is to position X-ray operators in

a remote location to facilitate economy of resources (each operator is able to view

images from multiple lanes) while providing an environment for the operators that is

designed to maximise security effectiveness by removing unnecessary distraction.

2.3.7.9 Enhanced Data Capture & Reporting

Provide enhanced automated data capture regarding system operation, screening

functions, and provide the ability to deliver captured data in a standard report format.

2.3.7.10 Cyber-Security

Maintain the construction of current ACSA network configuration (i.e., information

sharing between components making up the system but not outside of the system)

with documented additional connections to enable the operation of the section of

Automation Elements.

2.3.8 Screening capacity

It is important to note that the security screening equipment has a useful life of a minimum

of ten (10) years; the approach to screening capacity proposed by Respondents should

target the terminal design capacity. The table that follows outlines details of the security

checkpoints, current operating capacity, and the target terminal design capacity. The

proposed solution to handle traffic as per show on Table 1 below:

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Table 1: The proposed solution to handle traffic

Airport Area Airport Current Future

Processing Processing

Rate (Pax/Hr) Rate

(Pax/Hr)

Domestic ORTIA 2160 3000

Ctia 2315 2400

Ksia 1191 1750

International ORTIA 2880 3000

Local Airports CTIA 750 1250

Ksia 332 350

Cdsia 421 450

George 355 450

Kpa 317 500

Bfia 243 300

Kimberley 125 150

Upington 37 120

At a minimum, respondents must demonstrate a processing rate and layout plan that

provides processing capacity that exceeds current capacities and is measured during

normal operation. Respondents who can demonstrate processing capabilities closer to the

future processing requirements or higher, within the set footprint, will score higher in the

assessment process.

The processing capacity should be achieved within the targeted availability of equipment.

This means that the respondent should make provision for redundancy (breakdowns,

inspections, training, simulations, servicing) before the processing capacity can be

determined. The processing capacity will be determined through a reliability test with a

duration of no less than 45 (forty-five) days of operation of the central search points and

goods receiving. A failure in the testing resets the 45-day period. The processing capacity

will be information that will be segmented into periods of high processing, normal

processing; and low processing periods.

2.3.9 CSP Floor Space

ACSA will provide dimensions of current CSP areas. This floor space will set the boundary

within which the proposed layout should be accommodated. Additionally, ACSA Airports

are designed on an "optimum" design basis. The figure that follows provides the acceptable

processing waiting times and the minimum queue width that should be adhered to.

Minimum queue width = 1.2m

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Queuing time at Security checkpoint for economy class passengers = 5 — 10 minutes (LOS

Optimum(C), Refer IATA Spec)

2.4 Pricing Schedule

Respondents must provide the queuing time for their proposed designs. Respondents who can

demonstrate shorter queuing time for a target capacity will score higher. The minimum queue width

of 1.2m is mandatory. Proposals that are below this threshold should not be considered.

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2.3.9 Goods screening solution

Table 2: Current Goods Screening Arrangement and Configuration

Airport # of Area Area # of Sub-Area Machine Size Total

Machines Machines Machines

ORTIA 3 International 1 150x150 4

entrance

International 2 Lane 1:150x150

exit Lane 2: 100x100

1 Domestic 1 100x100

KSIA 2 Basement 1 150x150 2

South (Dom)

Basement 1 100x100

North (Int.)

CTIA 2 Domestic 1 150x150 2

International 1 150x150

UPN1 1 N/A 1 100x100 1

KIM 1 N/A 1 75x55 1

Cdsia 0 n/a 0 n/a 0

Kpa 0 n/a 0 n/a 0

Bfia 0 n/a 0 n/a 0

Grj 0 n/a 0 n/a 0

The proposed solution for the international and regional airports shall be the same arrangement.

The weighing scale shall be provided at each screening point to avoid overloading of the screening

machines which may result in damaging the conveyor belts and reducing the reliability of the

machines.

It is also recommended that other auxiliary equipment to support the goods screening process be

considered, this includes lighting, HVAC, CCTV, as well as data logging and data storage/archiving.

2.3.10 Central screening remote room

The respondent shall design, construct, and set-up secure rooms for centralised image and alarm

review. The central screening remote room shall form an integral part of the integrated airport

security detection system. This should allow the AVSEC screener (video operator) to analyse the

Xray/ CT images away from the CSP in a dedicated and controlled environment. The concept

should cover International departures screening lanes, Domestic lanes and Transfer

screening areas at international airports and only domestic lanes for local airports.

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The respondent will have to demonstrate that they can do capacity planning based on screening

lanes assumptions, operator ratio (multiplexing) and determine the number of workstations for

supervisors and operators. The rooms must be protected from cyber-attacks and as such the

respondent must demonstrate how this will be accomplished. The respondent should provide

information regarding the provision for redundancy as part of the designs.

The central screening remote room should make provision for the following zones or operational

areas:

2.3.10.1 Screening Operations Room:

• Main area with operator workstations

• Clear sightlines for supervision

• Low-light environment

2.3.10.2 Supervisor & Control Area:

• Overlooks screening room

• Monitoring dashboards

2.3.10.3. Server / Equipment Room:

• Must be physically secured

• Climate-controlled

2.3.10.4Support Areas:

• Staff break room

• Lockers

2.3.11 Intergration

Interoperate within the existing checkpoint environment, including infrastructure,

electrical and mechanical interfaces and existing screening equipment. Full integration of

all devices with Automated screening lanes and remote screening rooms. Integration

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with airport IT, CCTV, access control, baggage management and alarm reporting

system. Support the multiplexed remote operation, allowing centralised operators to

manage multiple lanes and devices simultaneously.

2.3.12 IT systems and network

The respondent should provide information with regard to a solution that will enable monitoring

of equipment and processing performance through suitable IT systems. These IT systems

should enable remote monitoring of CSP operation, monitor processing of passengers, provide

data on processing and incident records, provide statistics such as equipment downtime,

machine resetting/restarts, positive ID of test pieces and/or mock testing of screeners, and

equipment monitoring data such as radiation levels, temperature, etc. Furthermore, these IT

systems should have the capability to store at least a 60 (sixty)-day record of all items’

processes. The technical specifications for IT systems and redundancy will be provided by

ACSA (servers, cooling redundancy in data rooms, back-up power system, information back-

up requirements, connectivity of systems to ACSA IT network, information storage devices,

etc.).

2.3.10. Commissioning and testing

Factory Acceptance Testing (FAT) and site Acceptance Testing for all equipment and

automated lanes.

Operational readiness validation, including throughput, detection performance, remote

screening and weighing accuracy.

Regulatory approvals by the South African Civil Aviation Authority

2.3.11. Threat image projection (tip) specification

TIP software facility should be incorporated in the offered X Ray machine to assist the

supervisors in testing the operator’s alertness and training X Ray screener / operator to

improve the ability in identifying specific threat objects. TIP software should be compatible with

other X Ray technologies. All X Ray image functions should be available at the same time along

with TIP. The TIP facility should have an image library of sufficient capacity and variety. The

library should be able to expand and to incorporate additional images by users without the

assistance of the manufacturer. The image library should contain images of threats at different

orientations; both plane and end – on orientation should be used. All image projection images

should be realistic, representative and non-distinguishable from real threat items.

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The programming facility should be available to project images in different intervals. Once the

screener has responded to identify the computer-generated threat image, it should remain on

the screen for a predefined user programmable time for analysis. The image should be

highlighted upon identification, and feedback message shall be visible to the screener. The

system should have to bypass the TIP facility, if programmed so, by the system administrator.

It is to be ensured that the TIP software should not be a hindrance to normal functioning of X

Ray Machines. All data should be stored on the system for a minimum period of 60 (sixty) days

(two (2) months), after it has been downloaded. No individual, regardless of access rights to

the TIP components, should be able to delete or amend any of the TIP data. The feedback

should clearly indicate in a screen that:

• TIP object has been correctly identified
• TIP object has been missed
• No TIP object was present.
• No message needs to be presented if the screener correctly passes a clear bag.

The system should automatically prepare the daily log of events for each shift and for each

screener’s performance. The system should be able to generate daily, weekly and monthly

reports as well as for any given time and period.

2.3.12. General

The latest screening technology including 3D X-ray machines, AMD, full body scanners with

ATR shall:

2.3.15.1 Improve the passenger flow at security checkpoints to support passenger growth

and reduce waiting times as well as delays.

2.3.15.2 Automate the dispensing, movement, sortation and collection of Hand baggage

trays. All tray transportation units should be motorised and work synchronously

with the X-Ray Baggage Inspection System.

The suppliers shall be expected to provide a technology and layout that meets ACSA’s needs

with regard to the processing speed and the available space that is aligned to the maximum

processing capacity of the infrastructure. The new technology will have to cater for the needs

of the airport capacity for at least ten (10) years (or the useful life of the screening equipment)

and to consider the passenger processing forecasts.

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2.3.16 Aesthetics:

The latest Screening Technology with ATR shall have a modern look and feel, matching the

airport design and décor. The colour scheme and Logo for screening technology with ATR shall

correspond to the branding at ACSA Airports and be finalised in collaboration with ACSA.

The following capabilities are desired by ACSA from an integrated technology solution and

concept:

2.3.16.1 Checkpoint Performance Improvements

2.3.16.2 Provide effective and efficient screening of accessible property.

2.3.16.3 Require comparable or more efficient staffing as a standard to carry-on

screening lane configuration.

2.3.17 Access control

2.3.17.1 Maintain item control from entry (divestiture) to exit (re-compose).

2.3.17.2 Ability to automatically divert items requiring additional screening.

2.3.17.3 Ability to manage item spacing to reduce item re-runs.

2.3.18 Out of scope

The provision as well as maintenance of the following is out of scope where the services

are the responsibility of ACSA’s Internal infrastructure teams:

2.3.18.1 IT network infrastructure (switches, routers, LAN and WAN including cabling);

2.3.18.2 Datacentre.

2.3.18.3 Wire Centre equipment.

2.3.18.4 Servers.

2.3.18.5 External Electrical Power; and

2.3.18.6 Cooling in the Data Centre

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Section 3: expression of interest instructions

Proposal Procedure

This section outlines the procurement process that will be followed:

Phases

1. Phase 1 – Non-Financial Proposal

o Focus on capability, methodology, resources, and compliance with functional criteria.

o Employer evaluates these proposals against pre-disclosed functionality criteria.

o Only tenderers meeting minimum technical requirements proceed to Stage 2.

2. Phase 2 – Financial Offer

o Shortlisted tenderers receive procurement documents (including full scope and contract

details).

o They submit priced offers based on updated information.

o Evaluation at this stage considers price and preference points (e.g., B-BBEE).

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Section 4: assessment criteria

4.1 Assessment of Responses

4.1.1. ACSA will assess the information submitted by respondents against the requirements and

assessment criteria stated in this EOI.

4.1.2. The purpose of the assessment is to determine the extent to which respondents demonstrate

relevant experience, technical capability, operational capacity, regulatory compliance, financial

and organisational capacity, and the ability to deliver solutions of the nature contemplated by

Acsa.

4.1.3. The assessment of an EOI response shall not constitute an award, appointment or selection of

a preferred bidder.

4.1.4. ACSA may use the information obtained through this EOI to inform the development of the

scope of work, technical requirements, procurement strategy, evaluation criteria and other

requirements for any subsequent procurement process.

4.1.5. ACSA may request clarification or additional information from a respondent where ACSA

considers such clarification or information necessary to properly understand the respondent’s

submission.

4.2 Assessment Criteria

4.2.1. Responses may be assessed against the following criteria:

a) experience in the provision and implementation of comparable security screening and

detection solutions;

b) technical capability and technological expertise;

c) experience with aviation security screening environments;

d) experience with ECAC and/or TSA-approved or qualified technologies, where applicable;

e) experience in the design, integration, installation, testing and commissioning of comparable

systems;

f) maintenance, support and lifecycle capability;

g) operational capacity and availability of suitably qualified resources;

h) experience in implementation within live airport or other security-sensitive environments;

i) regulatory and statutory compliance;

j) organisational and financial capacity; and

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The scope of work includes design, supply, installation, integration, commissioning, support, training, decommissioning, processing capacity testing, project management, and maintenance of an integrated aviation security screening solution. The solution should include automated tray return (ATR) at central search points, cabin baggage screening equipment, full body scanners, trace detection, goods screening equipment, archway walk-through metal detectors, centralised screening control and image management systems, and data transmission and cybersecurity architecture. The solution should be delivered in a 3-phase approach: three years for design, delivery, installation, commissioning and decommissioning; two years full on-site warranty; and five years comprehensive maintenance. The technology shall be retrofitted in current positions without major building modification. The scope also covers automated lanes, remote/multiplexed screening, decommissioning of current equipment, maintenance support, and training through Train-the-Trainer.

Regulatory certification: The equipment will conform, meet or exceed TSA or ECAC standards, Electrical Safety requirement for CE, ISO Standards (Quality & Safety related standard). The X-ray systems must be certified to be in full compliance with radiation safety requirements and external radiation limits. SACAA recognises certifications from TSA or ECAC as international benchmarks. The respondent should demonstrate that the equipment will be certified by internationally recognised bodies and comply with all applicable national and international aviation security standards.

This EOI is not a request for a tender, bid, proposal or offer capable of acceptance by ACSA and shall not constitute an offer or an invitation to contract. No respondent shall acquire any right or expectation that ACSA will proceed with a procurement process. ACSA may determine whether to proceed with a subsequent procurement process and the form, scope, procurement methodology and terms. Participation in this EOI shall not create any contractual relationship. ACSA is under no obligation to proceed with a subsequent procurement process. ACSA reserves the right to amend, refine, reduce, expand or modify the requirements, issue a subsequent procurement instrument, invite all, some or none of the respondents, undertake further market engagement, or cancel, withdraw or discontinue the EOI process. No respondent shall have any claim against ACSA arising solely from ACSA's decision not to proceed. The information submitted should remain materially accurate for 120 business days following the closing date. Respondents shall not be required to submit firm prices, rates or financial offers as part of this EOI. Any indicative pricing provided shall not be regarded as a commitment. Pricing, commercial terms and financial evaluation shall be addressed in the subsequent procurement process. ACSA is considering a potential programme with an anticipated lifecycle of approximately ten years. Any contract duration, commercial structure, warranties, maintenance obligations and service levels will be determined in any subsequent procurement process. ACSA will not disclose any information disclosed to ACSA through this EOI process to a third party or any other respondent without written approval. ACSA will not disclose the names of respondents until the EOI process has been finalised.

EOI response documents must be delivered by the stipulated time to the correct address. Late EOI responses may not be considered. All EOI responses must be submitted on the official forms provided (not to be re-typed) or in the manner prescribed. The response documents must be signed and completed by a person who has been given authority to act on behalf of the respondent. The bottom of each page must be signed or stamped as proof that the respondent has read the documents. Both hand delivery and email submission methods must be utilised. Hand delivery to the Tender Box at ACSA, Third Floor, North Wing Offices, OR Tambo International Airport. Email submissions to [email protected], with attachments not more than 4MB each. EOI responses must be in printed format (original and copy) together with an electronic copy using an accessible link. The original takes precedence in case of discrepancies. Alternative EOI responses will be accepted only if accompanied by the original EOI response document which materially complies with the specifications. EOI responses submitted after the closing date and time will not be considered.

Respondents must demonstrate capability in capacity planning, including screening lane assumptions, operator ratios (multiplexing), and determining the number of screening lanes required. The system must automatically prepare daily logs of events for each shift and each screener's performance, and generate daily, weekly, monthly reports. The solution must include redundancy provisions and comply with SACAA minimum specifications for screening equipment. Operating costs must include certification and training of maintenance staff for the contract duration.