Aviation Security and Restore the Public's Confidence in Air Travel - Term Paper Example

Table of Content 1. Introduction………………………………………………… 3 2. Aviation Safety and Security before September 2001……. 4 3. Aviation Safety and Security after September 2001……… 5 4. Financial challenges………………………………………… 7 5. Lasers & Lighters…………………………………………… 8 6. Infrastructure Needs……………………………………….. 9 7. Conclusion…………………………………………………... 10 8. References…………………………………………………… 11 Introduction The suicide attacks on the World Trade Center and the Pentagon, and the plane crash outside Pittsburgh, marked September 11, 2001, as the date of the most severe terrorist attack and the most horrible aviation incident in U.S. history. This incidence initiated an exploration for steps to prevent such a calamity in the future. Aviation safety and security has always been paramount to airports. The fallout of the terrorist attacks resulted in the creation of two federal agencies, the Transportation Security Administration (TSA) followed by the Department of Homeland Security (DHS). TSA, responsible for aviation security, is now within the DHS Directorate of Border and Transportation Security (ACI-NA, 2003). During the aviation security debate in Congress following these attacks, the overarching issue was the degree of federal involvement needed to improve aviation security and restore the public's confidence in air travel (CRS Report for Congress, 2004). On November 19, 2001, the Congress enacted the Aviation and Transportation Security Act, which created the Transportation Security Administration (TSA) within the Department of Transportation (DOT) and defined its primary responsibility as ensuring security in all modes of transportation. DOT then worked to strengthen security through its modal administrations while simultaneously organizing the new agency to meet the longer-term challenge of implementing security improvements that will not excessively inhibit commerce and travel or interfere with other critical agency missions. With the passage of the Homeland Security Act on November 25, 2002, TSA was transferred to the new Department of Homeland Security, which assumed overall responsibility for transportation security (GAO -03-616T). This paper addresses the following major issues (1) what the federal government has done since September 11th to strengthen transportation security, particularly aviation, mass transit, and port security; and (2) the long-term institutional challenges that face the federal agencies responsible for transportation security. Aviation Safety and Security before September 2001 Before September 2001, the work in transportation security focused largely on aviation security, which was then the responsibility of DOT’s Federal Aviation Administration (FAA). There were several issues on aviation security that needed attention. These vulnerabilities included failure to detect threats when screening passengers and their carry-on bags prior to their boarding aircraft and the absence of any requirement to screen checked baggage on domestic flights; inadequate controls for limiting access to secure areas at airports; and failure to secure air traffic control computer systems and facilities (GAO -03-616T). On February 12, 1997 the White House Commission on Aviation Safety and Security proposed a national goal to reduce the fatal accident rate by 80 percent within ten years and also to conduct research to support the goal. Safety efforts were directed toward supporting three thrusts - accident precursor identification and safety risk management; accident prevention; and mitigation of consequences. Research and development supportive of the security recommendations of the report of the White House Commission on Aviation Safety and Security were grouped in a manner similar to those used for the safety goal i.e. knowledge base and risk management, incident prevention and mitigation of consequences (National Science and Technology Council, 1999). Aviation Safety and Security after September 2001 The attacks of September 11, 2001, exposed vulnerabilities in the nation’s aviation system. Since then, billions of dollars have been spent on a wide range of initiatives designed to enhance the security of commercial aviation. The Transportation Security Administration, which was created in November 2001 and has assumed overall responsibility for transportation security, has made considerable progress in addressing aviation security challenges. By the end of December 2002, the agency had hired and deployed a workforce of over 60,000, including passenger and baggage screeners and federal air marshals, and was screening about 90 percent of all checked baggage for explosives. In addition, local mass transit agencies have assessed vulnerabilities, increased training for emergency preparedness, and conducted emergency drills. The Coast Guard has also performed initial risk assessments of ports, established new security guidelines, and initiated a comprehensive assessment of security conditions at 55 U.S. ports. The Customs Service and the Immigration and Naturalization Service have actions under way to strengthen port security. Nevertheless, air cargo shipments, general aviation airports, and mass transit systems remain vulnerable to attack, and an effective port security environment may be many years away (GAO -03-616T). However, vulnerabilities in aviation security continue to exist. As a result, questions have been raised regarding the effectiveness of established initiatives in protecting commercial aircraft from threat objects, and whether additional measures are needed to further enhance security. Accordingly, GAO was asked to describe the Transportation Security Administration’s (TSA) efforts to (1) measure the effectiveness of its aviation security initiatives, particularly its passenger screening program; (2) implement a risk management approach to prioritize efforts and focus resources; and (3) address key challenges to further enhance aviation security. Encountered with the growing demand to provide citizens with greater security without imposing on their personal liberty, the U.S. Transportation Security Administration (TSA) has been investing extensively into R&D for aviation technologies. Many airports around the world are using biometric measurement technologies to determine the identity of air travelers. Besides being extremely accurate, it is also much faster than other traditional, long drawn out procedures that involve a much greater degree of human intervention. Even while biometric techniques play an integral role in identifying impersonators, another aspect that is increasingly being scrutinized by the authorities is explosive detection. Intelligent imaging solutions that are capable of integrating standard baggage and screening procedures with explosive detection systems (EDS), have reduced the number of "false positive" alarms. It has also minimized the need for human intervention. Technologies such as Computed Tomography (CT) take cross sectional X-rays images of the luggage, and send it to an on-board computer. The images are then analyzed and their properties compared to those of known explosives. If a match is found, alarms are immediately activated. Yet another threat facing commercial airlines today are Man-Portable Air Defense Systems (MANPADS) that are shoulder-fired rockets or missiles that are designed to bring down combat aircraft by the infantry. To counter the availability of these systems on the international black market, the U.S. Department of Homeland Security (DHS) has been working in liaison with private sector participants (Palo Alto, 2004). Financial challenges Funding aviation security has been the continuing financial difficulties faced by the aviation industry. Financial troubles for the airlines have had a significant impact on aviation security fee collections and have also resulted in the passage of legislation providing large financial bailouts to the airlines. Immediately after September 11, 2001, Congress passed the Air Transportation Safety and System Stabilization Act (P.L. 107-42, 115 Stat. 230) on September 22, 2001, which provided $5 billion in emergency assistance to compensate air carriers for direct and incremental losses stemming from the terrorist attacks. Funding for aviation security programs remains a central issue especially since passenger and air carrier security fees fall well short of fully funding these programs. Funding for airport security improvements also remains a key issue because costly projects to place explosive detection systems in baggage handling facilities are placing a strain on Airport Improvement Program (AIP) funds (CRS Report for Congress, 2004). The introduction of numerous new initiatives characterized as enhanced security measures, including sky marshals, reinforced cockpits, new security screening measures, and demands for more detailed advanced passenger information by many governments. The cost impact of these and similar security initiatives introduced since 9/11 has been quite severe. On considering the cost of security in the United States alone, more than $12 billion has been spent by the government, with another $5.6 billion planned for this year (2006) — $2 billion of which will be for airline passenger screening and $1.45 billion for airline baggage screening. Asia Pacific airlines have the misfortune of being required to comply with new US TSA security requirements but outside the USA the costs of such systems and procedures falls upon the airlines. In 2005 AAPA members addressed a range of other security related issues, including: MANPADS, global harmonization, misuse of lasers, and the ban on lighters. Lasers & Lighters In the United States, there were several reported incidents of flight crew being targeted with pocket laser light beams during the approach and landing of aircraft. In response to these events on January 12, 2005, the US announced new measures designed to alert and better prepare pilots to handle such incidents and enable the rapid notification of such crimes to law enforcement investigators. To date no aviation accidents have been attributed to such disturbances, however a DHS memo in December 2004 indicated that, while lasers are not a proven method of attack, some terrorist groups overseas have indicated an interest in using these devices. The potential of such attacks, although unlikely, cannot be ignored since the visual impairment or distraction could result in a loss of spatial orientation of the flight crew and affect the safe landing and take-off of an aircraft. The authorities will continue to closely monitor such incidents with a view to developing appropriate responses based on threat and risk assessments. On 14 April 2005, the TSA introduced a regulation prohibiting the presence of all lighters in sterile areas of airports and on board aircraft. TSA also noted that the DOT classifies lighters as hazardous materials, and prohibits them from being stowed in checked baggage. This prohibition was deemed to end a security loophole that US lawmakers said could be exploited by terrorists seeking to light explosives or incendiary devices in the aircraft cabin. However, the TSA have acknowledged that another loophole remains as passengers may currently bring up to four books of matches aboard an aircraft. TSA officials have said that they had hoped to ban both matches and lighters, but the White House Office of Management and Budget resisted the inclusion of matches, which was not specified in the recently passed law banning lighters. How the TSA will ensure compliance is uncertain however, AAPA members are not reporting any difficulty in meeting the requirement, but questions have been raised about implementation flaws and the passengers’ responsibility to declare the possession of lighters. To date, regulators in other parts of the world have not chosen to follow this initiative, which is felt by many to be practically unenforceable, onerous for passengers and not justified by the potential gain in enhanced security (Association of Asia Pacific Airlines, 2005). Infrastructure Needs The enormous military might has left those who object to policies, values, or culture with few options for defiance. Osama bin Laden, has provided such persons with a strategy for leveling the playing field. Defending the country against these terrorist strategies require a retooling of almost every aspect of the physical and economic infrastructure. This calls for massive changes in information systems. For instance, the approval of a visa by State Department consular services should be immediately available to law enforcement agencies, including the Immigration and Naturalization Service and the U.S. Customs Service. This will also require radical changes in the way the whole international shipping and port systems work and require much more sensitive means of detecting radiological, biological, and chemical hazards (Lilly, 2003). Conclusion Since the air attacks in September 2001, securing the transportation systems from terrorist attacks has assumed great urgency. The Congress and the administration have reorganized the federal agencies responsible for transportation security, transferring them to the new Department of Homeland Security, and the agencies are attempting to enhance security without unduly inhibiting the movement of goods and people. However, there exist a need for more efficient systems that need to support the aviation safety and security. Both the developed and developing nations need to work hand in hand to make the world a safe place. References ACI-NA, (2003) Airport Security Priorities: Fact sheets. Retrieved on 30 April 2006 from http://www.aci-na.org/docs/2003%20Security.PDF Association of Asia Pacific Airlines, (2005) The Challenges of Aviation Security: Annual Report 2005. pp 22-23. CRS Report for Congress, (2004) Aviation Security: Issues before Congress Since September 11, 2001. Retrieved on 30 April 2006 from http://www.senate.gov/~hutchison/RL31969.pdf GAO -03-616T, (2003) Transportation Security: Post-September 11th Initiatives and Long-Term Challenges. Retrieved on 30 April 2006 from http://www.gao.gov/new.items/d03616t.pdf Lilly, S. (2002) Challenges Facing Science and Technology after September 11. In: Teich, A.H., et.al (ed) AAAS Science And Technology Policy Yearbook 2003. pp. 15-22 National Science and Technology Council, (1999) National Research and Development Plan for Aviation Safety, Security, Efficiency and Environmental Compatibility. Retrieved on 29 April 2006 from http://www.ostp.gov/NSTC/html/nrdp.pdf Palo Alto, (2004) Mounting Safety Concerns Emphasize the Need for Advanced Solutions in Aviation Security. Business Wire, June 15, 2004. Read More