Record levels of airline delays in the air and on the ground. A spike in runway incursions. Overworked air traffic controllers. Long screening processes at airport checkpoints. Air carriers and federal regulators haven't wanted for areas in need of improvement recently. On Feb. 28, the Homeland Security...
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Record levels of airline delays in the air and on the ground. A spike in runway incursions. Overworked air traffic controllers. Long screening processes at airport checkpoints.
Air carriers and federal regulators haven't wanted for areas in need of improvement recently. On Feb. 28, the Homeland Security subcommittee of the House Appropriations Committee, held a hearing to discuss the financial implications of air safety and aviation security in the post 9/11 environment.
Witnesses before the subcommittee included Transportation Security Administrator Kip Hawley and James Bennett, president and chief executive of the Washington Metropolitan Airport Authority.
Subcommittee Chairman Rep. David Price called the hear to review the Transportation Security Administration's efforts to improve the efficiency of the aviation security system in the context of the agency's 2009 budget request.
For fiscal year 2009, TSA is requesting $4 billion--an increase of less than one percent above 2008, far less than is needed even to address the effects of inflation, believes Price.
"This, despite the public's growing demands on our aviation system and the fact that
the aviation industry and our airports remain a valued target for terrorist attacks against our economy and our homeland. Based on the challenges we face, one would expect significant increases across several TSA accounts. But there are only a few increases proposed in this budget," Price noted.
He said the budget request cuts key programs that help the aviation system operate more efficiently. For example, the request almost halves funding for checkpoint equipment and explosive detection systems (-$262.4 million) at the same time airlines and airports are facing rapid growth in travelers and much of the checked baggage screening equipment is reaching the end of its useful life. To make up for some of these substantial reductions, the budget assumes a new aviation surcharge totaling $426 million that must be adopted by the Congress.
"This surcharge, which has been rejected by Congress in the past, is something we Appropriators have no control over. It is hard to discern how the Administration can claim to adequately provide for the country's security when this budget proposes to cut the most critical programs designed for its protection and it relies on funds that are uncertain," he believes.
"These budget reductions are being proposed as more and more demands are being placed on the aviation system. Since 2005, passenger levels have consistently exceeded those experienced before 9/11, overcoming the precipitous decline in airline travelers after that tragic event. And FAA is optimistic about the future, estimating that U.S. commercial aviation is on track to carry one billion passengers per year by 2015. With these record traffic levels and threats to our homeland, a flat budget will simply not suffice," he has concluded.
Hawley said TSA is "a very different agency than it was three years ago. There is no doubt that the transportation system is safer today and better prepared for tomorrow.
"In FY 2005, we had approximately 45,000 TSO [Transportation Security Officer] FTE at the checkpoint doing basic screening of passengers and baggage. In contrast, in FY 2008, we had approximately 39,000 FTE performing these same basic functions. Despite an 8 percent growth in passenger traffic, wait times have remained reasonable and stable. Over the peak travel period between Thanksgiving and New Year, 98 percent of travelers had wait times of less than 20 minutes. TSA ordinarily uses Average Peak Wait times as a measurement. The Average Peak Wait times are at 15 minutes.
"At the same time we have added additional layers of security. Approx 5,500 FTE now perform more advanced security functions through the Travel Document Checker, Employee Screening, Bomb Appraisal Officer, and Behavior Detection SPOT programs. As you have directed, TSA is providing better and smarter security for more travelers, with the same 45,000 TSO [Transportation Security Officer] FTE provided for in FY 2005.
"In 2008, we will see the first major upgrade in checkpoint technology in many years. New Advanced Technology X-ray will be deployed at hundreds of lanes starting this spring. We have begun innovations in checkpoint process as well. Passengers have already seen examples in Salt Lake, Denver, and Burbank.
"We are looking to provide a better environment for us to do our security job and also improve the experience for passengers. All of these initiatives work together as connected pieces in a multi-layered total security system.
"What we do is not often popular, but we do what we feel is right to protect Americans from attack, Hawley testified.
At the hearing, Metropolitan Washington Airports Authority President and CEO James Bennett urged Congress to support the rapid deployment of technology to enhance checked baggage and passenger screening and counseled restraint in growing the mission of the TSA into security responsibilities traditionally controlled by airport professionals.
"Improving the efficiency and accuracy of aviation security is critical to improving the experience of passengers at airports as well as mitigating a very real threat," Bennett stated. "Long lines and poor customer service do not equate to better aviation security."
Bennett, who also serves on AAAE's executive committee, was the lone airport witness at the hearing, offering the views of AAAE and the airport community on improving the efficiency and accuracy of aviation security.
Bennett focused on the need for the federal government to expedite the deployment of technology to enhance checked baggage and passenger screening. On the checked baggage front, Bennett noted the undisputed benefits of moving cumbersome explosive detection equipment from crowded terminal lobbies into integrated inline baggage screening systems.
"Despite the clear security and efficiency benefits of moving forward with inline baggage systems in airports, the federal government is literally billions of dollars short and years behind in having optimal systems in place at all airports where they make sense," Bennett noted. "The longer we wait, the more expensive these projects become because of spiraling construction costs. We simply need more funding and a better process for putting that money to use in moving bulky equipment out of crowded airport lobbies."
Bennett also focused on the need to improve passenger screening by pursuing the "Checkpoint of the Future" concept and supporting the Registered Traveler program, which is now slated to be in place at 20 U.S. airports serving more than 15 percent of all U.S. enplaned passengers. Bennett said that airports must be involved in the planning of checkpoint improvements and that TSA's appetite for airport space must be kept in check.
Bennett also urged the federal government to avoid expanding TSA's mission into areas traditionally controlled by airports as local entities, including perimeter security, access control and airport employee credentialing.
"TSA has an enormous mission with passenger and baggage screening and has many future challenges to tackle as millions of additional travelers take to the skies," Bennett said. "Expanding TSA's already daunting mission into inherently local security responsibilities will diminish security and divert scarce federal resources.
"Airport personnel involved in these functions are highly trained public safety professionals with the first responder duties that all Americans value immensely," he continued. "From a security and resource perspective, it is critical that inherently public safety functions remain local with federal oversight and backed by federal resources when appropriate."
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