Designing comprehensive airport security systems and federal oversight frameworks

Airport Security Design and Implementation

The objective of this work in writing is to devise a plan for setting up a state-of-the-art airport security system. This work will discuss: (1) The security force: selection, organization and training; (2) Airport lay-out: suggest a design which maximizes security management efficiency and passenger flow while minimizing discomfort and delay to air travelers; (3) the screening system step-by-step detailing the process, the equipment used and the function of that equipment; (4) how systems would be integrated for maximum efficiency; and (5) security management of freight air carriers in brief. The design of an airport security plan is complex and inclusive of many considerations to ensure the safety of passengers and employees. The airport security plan serves to increase communication between airport tenants, airport manager and law enforcement as well as serving to identify specific activities to be reported and to increase awareness of airport security issues. The Aviation Security Improvement Act of 1990, Public Law 101-604 provided directions to the FAA to work in cooperation with the aviation industry for the purpose of developing guidelines for "…airport design and construction to allow for maximum-security enhancement." (Transportation Security Administration. 2006 ) The Aviation and Transportation Security Act of 2001 (ATSA), Public Law 107-71 "established the TSA" which is described as an act that "authorizes increased federal responsibility for all aspects of aviation security, including a federal take-over of passenger and baggage screening." (Transportation Security Administration, 2006 ) The responsibilities of TSA were defined further with the 2002 passage of the Homeland Security Act, Public Law 107-296, which effectively resulted in the creation of the Department of Homeland Security. The Department of Homeland Security is charged with the prevention of terrorist attacks in the United States as well as with reduction of the vulnerability of the United States to terrorism at home, and minimization of the damage and provision of assistance in the recovery from any future attacks. It is reported that there are new technological tools available to assist with vulnerability and risk assessment, flow modeling, and bomb blast protection, all of which serve to "reduce guesswork and minimize certain expenditures in new structures." (Transportation Security Administration, 2006 ) The Federal Aviation Administration (FAA) is charged with general planning, design, construction and operations requirement of commercial airport establishment and government under airport certification requirements as set out in 14 CFP 139. (Transportation Security Administration, 2006, paraphrased) Planning for security should be a critical aspect of any airport project. Physical security approaches should be on the basis of "…applicable federal, state, and local regulations and policies to ensure the protection of the general public, airport personnel and assets." (Transportation Security Administration, 2006)

Physical Security

Physical security approaches should, at the very least, include the following: A vulnerability assessment to evaluate the security of an existing airport of a comprehensive security prospectus evaluating a new facility or site; Periodic inspections to ascertain whether a security program and its implementation meet pertinent federal, state, and local standards or regulations; A comprehensive and continuing security and threat awareness and education effort to gain the interest, support and participation of employees, contractors, consultants, and visitors; and Implementation of procedures for taking immediate, positive and orderly action to safeguard life and assets during an emergency. (Transportation Security Administration, 2006) Planning of facility protection should include several elements including that of the general security areas and boundaries. The following diagram shows a general depiction of the various areas of a typical commercial airport including the terminal, aircraft apron, runways or taxiways, as well as other components.

(1) Aircraft Operations Area (AOA) -- the area within an aviation facility in which flight-capable aircraft are present for the purposes of loading or unloading of cargo or passengers, refueling, maintenance, parking, storage, etc. (Department of the Interior Aviation Facilities Security Procedures, 2006)

(2) "Aviation Airport Facility" (AAF) means any DOI owned or controlled real property that has been developed or improved for aircraft (landing and takeoff) at which DOI owned or controlled aircraft are regularly or intermittently based. (Department of the Interior Aviation Facilities Security Procedures, 2006)

(3) Control -- used in two contexts. (a) As it relates to aviation facilities, the term "control" refers to the condition existing when a DOI entity has authority to institute, modify or otherwise effect physical security changes at an aviation facility regardless of property ownership; and (b) As it relates to aircraft, the term "control" shall mean "operational control" as defined in Federal Aviation Regulations Part 1.1: "Operational control with respect to a flight means the exercise of authority over initiating, conducting or terminating a flight." This definition is independent of aircraft ownership. (Department of the Interior Aviation Facilities Security Procedures, 2006)

(4) Dual-lock method -- use of a combination of two locking devices or methods to physically secure or disable a parked aircraft for the purpose of reducing the probability of aircraft theft and associated misuse by unauthorized personnel. (Department of the Interior Aviation Facilities Security Procedures, 2006)

(5) Risk assessment -- refers to the result of a combined. threat and vulnerability assessment. It can generally be characterized as an analysis of the probability of serious impact or damage resulting from a known or postulated threat successfully exploiting one or more vulnerabilities. (Department of the Interior Aviation Facilities Security Procedures, 2006)

(6) "Aircraft Movement Area" - refers to that area where aircraft are maneuvered, taxied and parked for normal operations. (Department of the Interior Aviation Facilities Security Procedures, 2006)

(7) CFR - Code of Federal Regulations (U.S.) (Transportation Security Administration, 2006)

(8) DHS - The Department of Homeland Security (U.S.) and any directorate, bureau, or other component within the Department of Homeland Security, including the United States Coast Guard. (Transportation Security Administration, 2006)

(9) FAA - Federal Aviation Administration (U.S.) (Transportation Security Administration, 2006)

(10) HVAC - Heating, Ventilation and Cooling ((Transportation Security Administration, 2006)

(11) TSA - Transportation Security Administration (U.S.) (Transportation Security Administration, 2006)

(12) 49 CFR - Transportation Security Regulations (Transportation Security Administration, 2006)

(13) Vulnerability - . . . A weakness in physical structures, personnel protection systems, process or other areas that may be exploited by terrorists . . . (Transportation Security Administration, 2006)

(14) Vulnerability Assessment - Any review, audit, or other examination of the security of a transportation infrastructure asset; airport; maritime facility, port area, vessel, aircraft, train, commercial motor vehicle, or pipeline, or a transportation-related automated system or network, to determine its vulnerability to unlawful interference, whether during the conception, planning, design, construction, operation, or decommissioning phase. A vulnerability assessment may include proposed, recommended, or directed actions or countermeasures to address security concerns. (Transportation Security Administration, 2006)

Airport Security Plan

The airport security plan will contain information about "what to report, how/who to report information, new electronic gate, locking aircraft and hangers and contacting FSS prior to each flight. The security plan should be sent to the local law enforcement agency, the local county Sheriff's Department and local Emergency Management (EMA) and the local fire department. There should be a 'Security Information Bulletin Board" available for use by pilots and airport tenants so that the latest security information can be related and disseminated. There also should be a 'Contact List' that identifies personnel and agencies involved in airport security. (Wisconsin Aviation Association, 2007) In order to create awareness of airport security issues the following should be addressed in the security plan: (1) electronic security gate; (2) signs for airport or airspace closure for gate and terminal; (3) barricades for taxiway closures; (4) airport perimeter fence checks; (5) locking hangars/aircraft; (6) locking hangars/aircraft; (7) exterior lighting; (8) airspace closure procedures; and (9) airport closure procedures. (Department of the Interior Aviation Facilities Security Procedures, 2006) It is necessary to determine if the airport is public or private use. The following is the 'Airport Characteristics Measurement Tool' (AAF) which can be used to identify the characteristics of an airport. Included in the security plan is a section on Administration, which lists the AAF/site Operator and the individual responsible for AAF/site security. The responsibilities of this individual should be specifically stated including the "time provision of evidence of security measure compliance upon request. Responsibilities include: (1) maintenance of a complete and current listing of all individuals with AAF access; (2) maintenance of documentation of all training provision in accordance with any current AAF security procedures; (3) maintaining and updating the AAF Security Procedures to reflect the current state of conditions at the AAF; (4) maintaining and updating the AAF Security Procedures to reflect the current state of conditions at the AAF; (5) timely distribution of the AAF Security Procedures or specific parts thereof, to appropriate persons or entities; (6) proper dissemination of all correspondence or other communications with AAF tenants and others on security related matters; and (7) Daily oversight of security provisions at the AAF and ensuring compliance with the Security Procedures. (Department of the Interior Aviation Facilities Security Procedures, 2006) The aircraft security plan should contain a section on the aircraft movement area and security control. The section on the aircraft movement area should provide a description of any area that may be potentially used for landing, take-off and surface maneuvering of aircraft. This includes all intermediate unpaved sections of the airfield on the airport property. A map or diagram should be attached. This section should provide a description for perimeter barriers or access controls including: Fencing; Gates; Access control systems; AAF locks; and Key Control Systems. (Department of the Interior Aviation Facilities Security Procedures, 2006)

Airport Security Features

In addition, a necessary section of the Airport Security Plan is the section, which describes any airport/AAF Security Procedures including: (1) aircraft security requirements; (2) pedestrian/vehicle access; (3) challenge procedures; and (4) procedures for reporting suspicious behavior. (Department of the Interior Aviation Facilities Security Procedures, 2006) The Airport Security Plan should include an Airport/AAF Emergency Grid Map that identifies all areas of the Airport/AAF on a grid map. Areas to be identified include those as follows: Runways; Ramp areas; Fence line; Gates; Automobile parking areas; Hydrants; Emergency Shelters; Buildings; and Hazardous materials sites. (Department of the Interior Aviation Facilities Security Procedures, 2006) The emergency grid map should be provided to emergency response personnel and law enforcement in addition to Airport/AAF personnel. (Department of the Interior Aviation Facilities Security Procedures, 2006) There should also be a section that provides for the description of personnel identification methods or systems and the procedures that are currently being used including: Airport/AAF-issued identification badge(s) or card(s). Identification Badge / Card application procedures . Other acceptable forms of identification, Accountability of lost/stolen identification badges / cards. Temporary Airport/AAF identification badges / cards. Amd Uniforms which display logo or other identifiable markings (Department of the Interior Aviation Facilities Security Procedures, 2006) The methods and systems used for identification of authorized vehicles in the operations area of the airport is necessary. Methods for identification of authorized vehicles include special paint schemes or markings such as placement of a decal on a specific location on the vehicle or hang tags. (Department of the Interior Aviation Facilities Security Procedures, 2006, paraphrased) The Airport Security Plan should also contain a section that describes any agreement and responsibilities that the Airport / AAF owner/operator has with law enforcement agencies for the provision of "support, traffic control, police patrols and any emergency responses." (Department of the Interior Aviation Facilities Security Procedures, 2006) Included should be: (1) any written agreements (should be attached to the AAF Security Procedures); and (2) any methods of systems used (radios, communication channels) to directly communicate with law enforcement personnel. (Department of the Interior Aviation Facilities Security Procedures, 2006)

Fencing -- Perimeter Security

Fencing is reported to be the typical means of securing the airport perimeter. Fencing is variously designed and differs in height as well as differing in type which is dependent upon the security needs of the locale. Various barriers can increase the fence functionality include chain link topped with barbed wire. It is stated that it is important that airport personnel and users "be educated in the use of a "challenge" system. A challenge system involves airport employees and users confronting unknown personnel on the airport to determine whether or not they have a valid reason for being on airport property." (Transportation Security Administration, 2006) Included in such systems are "…stopping and questioning or even simply greeting the unknown individual and engaging in conversation to determine their purpose for being in a restricted area." (Transportation Security Administration, 2004)

The physical security barrier provided by a fence serves the following functions: (1) provides notice of the "legal boundary of the outermost limits of a facility or security sensitive area; (2) Assists in controlling and screening authorized entries into a secured area by deterring entry elsewhere along the boundary; (3) Supports surveillance, detection, assessment, and other security functions by providing a zone for installing intrusion detection equipment and closed-circuit television (CCTV); (4) Deters casual intruders from penetrating a secured area by presenting a barrier that requires an overt action to enter; (5) Demonstrates the intent of an intruder by their overt action of gaining entry; (6) Causes a delay to obtain access to a facility, thereby increasing the possibility of detection; (7) Creates a psychological deterrent; (8) Optimizes the use of security personnel while enhancing the capabilities for detection and apprehension of unauthorized individuals; (8) Demonstrates a corporate concern for facility security; (9) Provides a cost effective method of protecting facilities." (Transportation Security Administration, 2006) Some basic fencing features that serve to provide enhancement to security include: (1) Height - the higher the barrier, the more difficult and time consuming to breach; (2) Barbed Wire - adding barbed wire at the top of the fence increases the level of difficulty and time to breach; (3) Eliminating handholds - omitting a rail at the top of the fence makes the fence more difficult to climb.; (4) Burying the bottom of the fencing - eliminates the possibility of forcing the mesh up so that individuals can crawl under; (5) Sensor system - addition of an intrusion/alert system adds another level of security to the perimeter; (6) Lighting - increases visibility as well as raises the level of psychological deterrent; (7) Signage - installed along the fence line, signs are important to indicate private secured areas and the presence of security patrols, alarms, or monitoring systems; (8) Clear areas - security effectiveness of perimeter fencing is materially improved by the provision of clear areas on both sides of the fence, particularly in the vicinity of the terminal and any other critical facilities; and (9) Such clearance areas facilitate surveillance and maintenance of fencing and deny cover to vandals and trespassers." (Transportation Security Administration, 2004)

The suggested height of fences surrounding an airport range from ten to thirty feet in height and it is stated that there should not be any "…climbable objects, trees, or utility poles abutting the fence line nor areas for stackable crates, pallets, storage containers, or other materials." (Transportation Security Administration, 2004) There should be minimal vehicle parking along the fence perimeter and landscaping in the fence area should be minimal so that there is an elimination of the possibility of hidden "persons, objects, fence damage, and vandalism." (Transportation Security Administration, 2004)

Lighting

Lighting is another security feature and it is reported that lighting that is "good…protective…" is that which is "adequate, even light upon bordering areas…" (Transportation Security Administration, 2004) Lighting units for perimeter fence areas should be located "a sufficient distance within the protected area and above the fence so that the light pattern on the ground will include an area on both the inside and the outside of the fence. Generally, the light band should illuminate the fence perimeter barrier and extend as deeply as possible into the approach area." (Transportation Security Administration, 2006) Types of protective lighting systems are stated to include those as follows: (1) "Continuous Lighting. This is the most common protective lighting system; (2) It consists of a series of fixed lights arranged to flood a given area with overlapping zones of light on a continuous basis during the hours of darkness. There are two methods of employment of this system: (3) Glare projection lighting where the glare of lights directed across surrounding territory will not be annoying or interfere with adjacent operations; (4) Controlled lighting where the width of the lighted strip is restricted to meet a particular need; (5) Standby Lighting. Lights in this system are either automatically or manually turned on at a prearranged time, when suspicious activity is detected, or when an interruption of power occurs; (6) Movable Lighting. This type of lighting consists of manually-operated, movable flood lights; (7) Emergency Lighting. This system may duplicate any of the aforementioned systems. Its use is limited to periods of power failure or other emergencies and is dependent upon an alternate power source; (8) Solar Powered Lighting: In areas where electricity does not exist or is cost prohibitive solar powered lighting may be considered a viable alternative and have a wide range of applications." (Transportation Security Administration, 2006) Lighting of secure areas on both side of the airport fence perimeter gates is reported to be a method that is highly effective not only for ensuring the perimeter is secured to as well to ensure that "fence/gate signage is readable and that card readers, keypads, phones, locks and/or other devices are the gate area visible and usable." (Transportation Security Administration, 2004)

Airport Layout and Boundaries

The Airport Layout and Boundaries is stated to be the first step "in the integration of airport planning, design, or major renovation" and to include the following in the general airport layout: (1) Airside; (2) Landside; and (3) Terminal. The terminal area is on the boundary of the air and landside. Each of these areas of the airport have their own special requirements stated as follows:

Airside -- "The airside of an airport is the movement area of an airport, adjacent terrain and buildings or portions thereof, access to which is controlled. Typically, the airside is beyond the security screening stations and restricting perimeters (fencing, walls or other boundaries) and includes runways, taxiways, aprons, aircraft parking and staging areas and most facilities which service and maintain aircraft. For operational, geographic, safety, or security reasons, other facilities such as tenant and cargo facilities may be located within the airside as well." (Transportation Security Administration, 2006)

Factors that are necessary to consider in the determination of airside boundaries include: (1) Dangerous or hazardous areas that could affect the safety or security of a parked or moving aircraft; (2) Concealed/overgrown areas that could hide persons or objects that might endanger aircraft or critical airport systems; (3) Adjacent facilities having their own security concerns and provisions, e.g., correctional, military or other facilities that could affect or be affected by the proximity of airside operations; (4) Natural features, large metal structures/buildings or electronics facilities that might affect ground or aircraft communications or navigational systems; (Reduced or limited communications can endanger not only aircraft and airport personnel safety, but also limit security response capabilities and information availability during emergency as well as routine situations; (5) Adjacent schools, hotels, parks or community facilities that might affect or be affected by the proximity of aircraft and the related safety and security concerns. "(Transportation Security Administration, 2006)

Landside -- "Excluding terminals, which are treated separately below, the landside of an airport, is that area of an airport and buildings to which both traveling passengers and the non-traveling public have unrestricted access. Typically, the landside facilities include patron and other public parking areas, public access roadways, rental car facilities, taxi and ground transportation staging areas, and any on-airport hotel facilities. Since the landside includes all non-airside areas (other than the terminal(s)), its location is determined by the airside and perimeter boundary." (Transportation Security Administration, 2006) The landside is not affected directly by aircraft operation and its' security requirements are less rigid that the airside requirements.

Terminal -- "An airport terminal is a building or buildings designed to accommodate the enplaning and deplaning activities of aircraft operator passengers. Larger airports or those with general aviation areas often have more than one terminal. For purposes of this document, the term "terminal" typically refers to that main building or group of buildings where the boarding of public, scheduled commercial aircraft occurs or from which persons who have passed through a security screening process will proceed to boarding facilities located elsewhere on the airside." (Transportation Security Administration, 2006)

It is important in the consideration of passenger and baggage screening that the commercial terminal be distinguished from the general aviation terminal "…where charter and private passenger activity typically occur. However, it is also important to note that security requirements may affect charter and private aviation as well as scheduled commercial aviation. Planners and designers are encouraged to discuss security considerations with the FSD when developing charter or private aviation facilities as well as when developing facilities intended for use by scheduled commercial air carriers or aircraft operators." (Transportation Security Administration, 2006)

The airport layout and boundaries checklist is stated to include the following:

(1) Analysis of General Security Requirements;

(2) Security and Safety Considerations

(a) Separate dangerous or hazardous areas;

(b) Minimize concealed/overgrown areas;

(c) Effects on/by adjacent facilities;

(d) Natural features that might allow access

(e) Prevent communications interference due to natural features, building and equipment;

(f) Public safety and security concerns;

(g) Criminal activity.

(3) Airside

(a) Nonpublic

(b) Maintain airside/landside boundaries;

(c) Maintain security clear areas and zones;

(d) Adequate emergency response routes;

(e) Required safety measures and clearances.

(4) Landside

(a) Public safety and security;

(b) Maintain airside/landside boundaries;

(c) Maintain security clear zones;

(d) Deter criminal activity.

(5) Terminal;

(a) Maintain public/nonpublic boundaries;

(b) Maintain security area boundaries;

(c) Meet security regulations;

(d) Personnel security and safety;

(e) Public security and safety. (Transportation Security Administration, 2006)

Summary and Conclusion

This work in writing has examined airport security features that are required to secure an airport facility. There are many requirements and in fact, far too many to list in this brief work however included in this work have been requirements relating to airport security in terms of the airport layout, the requirements for perimeter security as well as other security related matters.