The future of aviation security

 

This past holiday weekend, despite the vocal and perhaps overblown protestations of political conservatives, liberals and a handful of crazies or two alike, the American traveling public once again showed its mettle.  Whether the overwhelming desire was to secure that overhead bin adjacent to their seat on the appointed flight, or the lure of grandma's succulent golden turkey, caramelized sweet potatoes and hot apple pie, Americans yielded to the establishment and refused to Opt Out for the lengthy, if not very personal TSA pat down. 

So what then is the real future of aviation security?  If we could glimpse into a crystal ball and view our airports five, ten, even fifteen years into the future, what might we find?

Technology

Travelers in the airports of tomorrow will move seamlessly through ticketing, security checkpoints and jetways hardly noticing the array of sensors, cameras and security personnel stationed along the way.

In a very broad sense, clearly, the basis for our Aviation Security System of the future   lay in: a) positively identifying: who is traveling and b) knowing what they are transporting.  

Many industry analysts see the future of individual identification in biometrics- "uniquely recognizing humans based upon one or more intrinsic physical or behavioral traits. In computer science, in particular, biometrics is used as a form of identity access management and access control. It is also used to identify individuals in groups that are under surveillance."¹

 

Biometrics makes use of several unique human characteristics, which meet seven key parameters shown to the right.²

Whether iris scan, fingerprint, brain wave analysis, or some future form of cataloging a unique human trait, the application of this technology to rapidly identify specific individuals, detect anomalies and alert operators will dramatically reduce customer backlogs at security checkpoints, while ensuring the identity of each and every passenger prior to boarding.

Full body scanners, [a product of the technology invented by Martin Annis³ during the1980's and finding mass application some thirty years later by companies such as RapiScan and L3 Communications in Advanced Image Technology (AIT) have by now been integrated into the very architecture of the airport terminal.  Unobtrusive, these guardians silently scan each passenger as he/she moves from concourse to concourse headed to the Jetway.  New and innovative advances in classical algorithms and artificial intelligence have completely automated these types of units, eliminating the human monitor or "peeking geek" completely.   Operating faster, more efficiently and communicating with a host of data bases in nanoseconds, as opposed to the models and techniques of today, these machines will comprise the final line of defense before boarding.

Human Factors

On November 30, 2010 a panel of some 50 specialists will convene in Montreal to undertake a new approach to aviation security and forge a master design for the checkpoint of the future.  "Their goal: Make substantial gains in screening technology to frustrate terrorist attackers while making the ritual of passing through airport security more tolerable for travelers.⁴" 

Working from the premise that any valid aviation security program must contain components of intelligence, behavioral analysis and technology, the panel hopes to develop new and innovative ways in which the use of each element can be maximized.

"What we have now is not sustainable if we get to the FAA's prediction of 1 billion passengers a year," says Christopher Bidwell, VP-security and facilitation with ACI-North America.

Future airport security systems will come to rely more on processes and procedures that combine advanced and ongoing intelligence – gathered from law enforcement, military, State and airlines, with a process that identifies people, observes their individual behavior, and singles out those who raise suspicions, from the time they enter the airport property. Security screening personnel will have access to far greater data, in vastly more comprehensible forms.  Gone will be the provocative images of naked females, male genitals and children; instead, screeners will carry iPod size units capable of displaying analog and digital data condensed for rapid interpretation.  Looking more like a cockpit display than a CCTV screen, security officers receive realtime feed on an individual's identity, mood, mental activity, and travel history.  Anomalies are displayed as warnings to be followed up by personal interview or physical intervention.

Yet, to be fully competent, the aviation security officer of the future must have the proper skill set, basic and recurring training in a variety of fields.  Academic Continuing Education  and Development combines with various technological disciplines to require of the aviation security professional knowledge not only in International Regulations, Standards and Practices, but aspects of Psychology, Interpersonal Communications, Report Writing, Conflict Resolution, Close Quarters Tactics and Computer Technology as well.

Policy and Procedures

Since 1944, the International Civil Aviation Organization (ICAO) has promulgated standardized operations, security and emergency response policy and procedures among its member States.  Through its Annexes, Manual Publications, Appendices and Templates, ICAO strives for uniformity in policy and procedures among its 183 member States.

However, today, "The lack of harmonized standards between the European Union and the U.S., for example, is why transatlantic travelers undergo the practice of duplicate screenings, one at their point of origination in Europe, and again on arrival if they are taking a domestic U.S. flight" according to Christopher Bidwell, VP security and facilitation at ACI North America.

In light of the fact that USC 49 CFR, EU 300 and the National Security and Emergency Response Plans of each individual 183 States are built upon the local codification of ICAO Annexes, redundancy at the local level would appear to be inevitable.

Our airport of the future, will address this redundancy through voluntary "trusted traveler" and NEXUS ⁵ programs. Here, fingerprints and biometric scan data, together with a verified background check ensure the individual's identity and expediting the screening process.

Standardization of security force training through new legislation, local recognition and emulation of the standards, practices, policies and procedures found in the ICAO Trainair Program will ensure quality security staff, trained and prepared for the task at hand.

Funding 

While the outcome of today's planning may appear optimistic, the inevitable question remains, 'Where is the funding for such ambitious security projects coming from?'  First, Governments [ICAO member States] must do their part and allocate realistic and reasonable State monies.  Whether in the form of budget allocations, grants, or direct payment for technology and training, States must recognize their individual responsibilities in owning, operating and maintaining aviation facilities.  Second, and far less popular, air operators too, must recognize the need for realistic security training and equipment budgets.  Too often, those charged with developing, presenting and justifying the financials of a security department know no more about the task at hand than they do about breeding giraffes. Therefore, those charged with the development and submission of the security budget must acquire the skill set of: background, education and training in proper budget preparation.  Third, passengers and the traveling public must recognize the 'real world' cost of maintaining their safety and security while in transit.  Passengers must be willing to accept a small surcharge to help air operators offset the very real cost of training, education and equipping their airline security staff.  There can be no doubt that the public at large would by far rather incur a small fee for security, than be charged excessively for each and every carry-on bag on the premise of offsetting the current fuel charges on AVGAS.

Then too, there are 'out of the box' solutions to individual air operators or airport funding needs.  Program exist, outside the familiar, which offer funding for training, technology acquisition and much more  A host of corporations offer sponsorships and scholarships for airport or airline employees to attend initial or mandatory re-training.  Many private organizations and State airport councils offer procurement programs which are designed to assist in the acquisition of surplus equipment (from radar units to fire trucks) – often for no more than the cost of transit to its new location.

Conclusion

As long as the industry remains Reactive instead of Proactive, responding to new terror threats, biological outbreaks or environmental changes after-the-fact, and continues to ignore the issues of proper personnel selection, training and funding, the 'bad guys' will always have the upper hand. Optimistic planning and policies can only work if they are executed in an environment of knowledge and professionalism.  Achieving acceptable levels of passenger facilitation while maintaining adequate security is a balancing act we have yet to master.

Footnotes

1. http://en.wikipedia.org/wiki/Biometrics
2. Jain, A. K.; Ross, Arun; Prabhakar, Salil (January 2004). "An introduction to biometric recognition". IEEE Transactions on Circuits and Systems for Video Technology 14th (1): 4–20. 10.1109/TCSVT.2003.818349
3. http://pipl.com/directory/people/Martin/Annis
4. ICAO takes Clean Sheet Approach to Checkpoints, By James Ott jott@aviationweek.com, Nov 25, 2010
5. Nexus Program Description, http://www.cbp.gov/xp/cgov/travel/trusted_traveler/nexus_prog/nexus.xml

 

References

1. British Airways to adopt N.Y. biometric screening - Business - International Herald Tribune, By Nicola Clark, http://www.nytimes.com/2006/08/31/business/worldbusiness/31iht-fly.2658755.html

2. ICAO Takes Clean Sheet Approach To Checkpoints, By James Ott jott@aviationweek.com, Nov 25, 2010, http://www.aviationweek.com

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