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environment, the effects of operator training, support policies and programs including servicing
and spare parts replacement, and other factors that may not be intrinsic to how equipment is
designed and manufactured, but impact how equipment actually performs.
Legacy System Integration
Many facilities will have existing security systems in use. The two most prevalent types of legacy systems
are Physical Access Control Systems (PACS) and Video Management Systems (VMS). These systems
typically have well defined interfaces that allow access to system data. An ISSA can employ these assets
by integrating with the published interfaces. The procuring authority should specify what legacy systems
should be integrated with the ISSA, the extent of the integration desired (e.g., accept data from the legacy
system, or control the legacy system), and provide the necessary documentation, including interface
specifications, equipment locations, etc. to the implementation contractor. The contractor should develop
an interface integration plan, and develop an interface integration risk reduction plan that includes early
integration with critical legacy systems. In many instances, modern access control/alarm monitoring/CCTV
systems can be expanded to deliver the required ISSA functionality at a significant cost savings.
System Specification and Selection
System technical requirements and the selection of an ISSA will be based on a set of specifications. Airport
operators may obtain the services of qualified consultants to assist in the planning and development of these
specifications. If so, the qualifications of the consultants should be determined in accordance with FAA
Advisory Circular No.: 150/5100-14D (if AIP funding is involved). Many airport operators have elected to
do this using the Construction Specifications Institute (CSI) MasterSpec specification process. The
development of CSI-formatted specifications normally requires an iterative process which progresses
through 30, 60, 90, and 100 percent submittals. Each submittal level represents an increased amount of
technical detail and design refinement, and should be presented to the end user and other appropriate
stakeholders for review.
The original MasterSpec format consisted of 16 Divisions. Security systems were covered by specifications
under Division 13, Special Construction, and Division 16, Electrical. Two new sections, Division 27,
Communications, and Division 28, Safety and Security Systems, were adopted. These specifications are
recommended for ISSA programs.
At the 30 percent level, the operational requirements should be translated into technical specifications and
alternative solutions should be examined in sufficient detail for the airport operator to make reasonable
judgments as to their relative merits and cost-effectiveness. The evaluation of trade-offs, with supporting
calculations, should then be separately documented in a “Basis of Design” report for developing detailed
specifications and design drawings for review in later submittals.
A final draft submittal should be presented to the airport operator at the 90-percent level for any last minute
changes that may be needed before the documents are sealed by a licensed professional engineer, or as
required by local state and municipal requirements and released for procurement.
Criteria for system selection between alternative system proposals should include functional merit, quality
of product, vendor qualifications and airport experience, strategic vendor alliances, and the ability of the
system to accommodate deployed systems, future expansion and modification. Evaluations should not be
made solely on the basis of initial cost, but rather, should consider lifecycle costs to determine the total
financial and operational impact. Lifecycle costs include ongoing maintenance, repair and parts
replacement, and all hardware and software upgrades necessary to operate the system and staffing. This
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