Civil Aviation Security Module 4 PDF

# Civil Aviation Security ## Module Introduction Airports include areas to which access is controlled. Passengers, luggage and freight are subject to rigorous security controls before boarding or being loaded on an aircraft or transferred between aircraft. ## 4.1 Civil Aviation Security ###...

# Civil Aviation Security ## Module Introduction Airports include areas to which access is controlled. Passengers, luggage and freight are subject to rigorous security controls before boarding or being loaded on an aircraft or transferred between aircraft. ## 4.1 Civil Aviation Security ### 4.1.0 Unit Overview In this unit, we will first define civil aviation security and explain its objectives and general principles. You will learn how the first acts of unlawful interference with civil aviation occurred, which prompted ICAO to initiate measures to prevent and to counter them. Then you will learn about the various mechanisms developed by ICAO to counter threats. We will address the two types of international documents that were developed to that effect. We will then discuss measures States should implement to deal with the prevention of, and response to threats and acts of unlawful interference against civil aviation within their territory. ### 4.1.1. Introduction to Civil Aviation Security ICAO defines civil aviation security as a combination of measures and human and material resources, intended to safeguard civil aviation against acts of unlawful interference. As defined by ICAO, the objective of civil aviation security is to safeguard passengers, crews, ground personnel, the general public, aircraft, airports, and navigation facilities against acts of unlawful interference. States must establish measures (including resources, organizations plans, and procedures) which together will provide a standardized level of security for all flights, in conditions of regular operations, and which are capable of rapid extension to cope with an increase of security threat, or an actual act of unlawful interference. ### 4.1.1.1 Brief History At the time ICAO was created, threats to civil aviation were practically unheard of. Consequently, the Chicago Convention (the instrument that founded ICAO) does not address this issue. During the 1960s, however, civil aviation started to be the focus of unlawful acts, usually in the form of aircraft hijacking. As a result, ICAO initiated a series of measures addressing the prevention and repression of such acts. **Key Learning Point** The objective of security is to safeguard people, aircraft, and aviation infrastructure against acts of unlawful interference. ### 4.1.1.2 Aviation as a Target The first acts of unlawful interference with civil aviation were mostly in-flight hijacks carried out by politically motivated or mentally deranged individuals. However, over time, other acts became more frequent and diverse: aircraft and terminal bombings, aircraft attacks with ground-based weapons, use of aircraft as weapons of destruction, and attacks on passengers. Experience demonstrates that aircraft in flight constitute the main target of unlawful acts against civil aviation: they can be used as a very powerful bargaining tool to obtain something (often a politically motivated want) or as a worldwide perceptible statement of terrorism. Consequently, the control of access to aircraft on the ground is of primary importance. ### 4.1.2 The International Framework After the advent of the first acts of unlawful interference against civil aviation, ICAO initiated two types of documents designed to set the framework for a worldwide prevention of, and response to such acts. For ease of reference throughout the next two units, refer to Figure 4.1.2, which illustrates the overall framework of civil aviation security. ### 4.1.2.1 Legal Instruments-Conventions and Protocol In response to the rising level of threat against civil aviation, ICAO developed several legal instruments addressing the prevention and repression of unlawful acts: - The Tokyo Convention (1963), dealing with offences committed on board aircraft. - The Hague Convention (1970), dealing with the suppression of unlawful seizure of aircraft. - The Montreal Convention (1971), dealing with the suppression of unlawful acts against civil aviation. - The Montreal Protocol (1988), an addendum expanding on the Montreal Convention and dealing with the suppression of unlawful acts of violence at international airports. - The Convention on the Marking of Plastic Explosives for the Purpose of Detection (Montreal, 1991). To effectively prevent and respond to acts of unlawful interference, States must ratify these Conventions and Protocol, and create a national regulatory framework to allow their enforcement within their territory. **Key Learning Point** ICAO developed four Conventions, one Protocol, one Annex, and one guidance document to set the international framework for the prevention and repression of acts of unlawful interference against civil aviation. ### 4.1.2.2 Technical Documents-Annexes and Other Documents Further to the above legal instruments, ICAO developed two technical documents that provide States with Standards and Recommended Practices (SARP) and guidance: - Annex 17, Security-Safeguarding International Civil Aviation Against Acts of Unlawful Interference. This document provides technical specifications in the form of SARPs. - Security Manual Against Acts of Unlawful Interference-Document 8973/7. This document provides States with guidance for the development and implementation of a National and an Airport Civil Aviation Security Program. As signatories to the Chicago Convention, States must comply with the provisions contained in all Annexes to this Convention. Annex 17 is one of them. ## 4.1.3 The National Framework ### 4.1.3.1 The National Civil Aviation Security Program Similar to the Aerodrome Standards and Recommended Practices (mainly Annex 14), States must adopt the provisions of ICAO Annex 17-Security. They require, among other things, the implementation of a National Civil Aviation Security Program. ICAO Document 8973/7, Vol. 1 Chapter 7 provides detailed guidance for its implementation. **Objective** This program is established in accordance with the Government Policy on National Security. Its objective is to safeguard civil aviation operations against acts of unlawful interference through: - Regulations - Practices - Procedures In order for States to translate ICAO security requirements into practical and enforceable measures meeting national needs, the National Civil Aviation Security Program must be based on a regulatory framework. **Contents** A model program provided by ICAO suggests the following content: - Program objective - Definitions - Legislation - Responsibilities - Coordination and Communications - Protection of airports, aircraft, and air navigation facilities - Control of persons and items placed on board aircraft ­ - Security equipment - Personnel - Response to acts of unlawful interference - Evaluation of effectiveness - Program adjustment - Contingency plans - Financing - Appendices ### 4.1.3.2 The National Civil Aviation Security Authority Each State must create a National Civil Aviation Security Authority responsible to develop, implement, and maintain all elements of the National Civil Aviation Security Program. In many States, this authority is part of the Civil Aviation Authority. This authority should be equipped with the resources necessary to meet its objectives. Its responsibilities are to: - Develop and update a program commensurate with the specific aviation security needs of the State. - Assess the national threat level, in line with the regional and global context. - Ensure that all airports develop and implement their own Civil Aviation Security Program. - Carry out audits, inspections and tests. - Adjust the program following audits, inspections, tests, and actual incidents. **Key Learning Point** In order to translate the ICAO legal instruments into practical security measures, States must develop a National Civil Aviation Security Program, managed by a National Civil Aviation Security Authority. ### 4.1.3.3 National Civil Aviation Security Committee Each State must establish a National Civil Aviation Security Committees. If a State has more than one international airport, individual committees must be established to address the specific needs of each airport. **Role** The role of the committee is to provide advice on security policies, recommend measures and procedures and review their efficiency, and ensure the required level of coordination to achieve the success of the security program. It should also ensure the liaison with committees at each airport. **Membership** Membership of the National Security Committee should include (but. not be limited to) representatives from the following organizations: - Civil Aviation - Authority in charge of police functions - National security agency or services - Immigration - Customs - Other border control agencies - Postal services - Foreign Affairs and External Relations ## 4.2 Airport Security Explain the need to develop an Airport Security Program and name its main elements. Explain the main responsibilities of an Airport Security Authority. Name the three parallel approaches used as preventative security measures. Describe the procedures used to control the access of employees, vehicles, passengers, checked luggage, and freight aboard aircraft. Describe the security measures that airport operators should consider when designing a new or expanded facility. Define the measures that airport operators should establish to respond to acts of unlawful interference with civil aviation. Describe the conflict between security and facilitation. Explain ICAO's position relative to facilitation. Explain the importance of security awareness and the need to train airport employees on security issues. Name the key components of a security training program. ### 4.2.0 Unit Overview The third level in the effort to ensure security takes place is at the airport itself. It is the most action-oriented and detailed one in its application. We will address the many measures implemented by airport operators to prevent acts of unlawful interference (control of access to restricted areas and to aircraft by passengers, luggage, freight, and employees), and to respond to them (emergency plans and facilities). In order to protect civil aviation at the airport level (where most threats and unlawful acts originate), each airport must establish a written Airport Security Program. It is an extension of the National Program and it consists of the same objectives and components. However, it is more action-oriented: it is where the prevention of, and the response to threats and acts of unlawful interference take place. At the airport level, the protection of civil aviation against acts of unlawful interference is a joint effort between many parties, including tenants, concessionaires, passengers, and visitors. However, the three key partners are the National Civil Aviation Security Authority, the airport operator, and aircraft operators. Recent Increases in security measures lengthen the total transfer time from the surface mode to the air mode. We will look at ICAO's recommendation relative to this issue and some of the measures that airports can implement to mitigate the impact of security processes on facilitation. We will then explain the need to train airport employees on security issues and explain the importance of security awareness. ### 4.2.1 Airport Security Program According to Annex 17, each Contracting State shall require each airport serving civil aviation to establish, implement and maintain a written airport security program. This program, to be approved by the National Civil Aviation Security Authority, should include the following elements: - Responsibilities of the airport operator - Coordination and communications - Protection of airport, aircraft, and air navigation facilities - Control of persons and items placed on board aircraft - Security equipment - Personnel - Response to acts of unlawful interference - Evaluation of effectiveness of measures - Program adjustment - Contingency plans ### 4.2.2 Airport Security Authority Each Contracting State shall ensure that an authority at each airport serving civil aviation is responsible for coordinating the implementation of security controls. This can be contracted to third party service providers, but the ultimate accountability lies with the State's relevant authorities. ### 4.2.2.1 Responsibilities The Airport Security Authority has a number of result-oriented responsibilities: - Coordinate, at the airport level, the implementation of the National Civil Aviation Security Program. - Collect and maintain statistics on airport vulnerable points. - Ensure that existing security measures meet the requirements of current and anticipated threat levels. - Conduct regular and permanent performance monitoring in case, this activity is contracted to third party service providers. - Conduct regular exercises, tests and inspections. - Report on weaknesses and implement corrective measures. - Report to management on weaknesses requiring outside assistance. - Ensure that all security personnel are qualified and trained. - Provide input into plans for new or expanded airport facilities. ### 4.2.2.2 Resources and Tools In order to effectively safeguard civil aviation against acts of unlawful interference, the Airport Civil Aviation Security Authority requires a number of resources and tools: - Qualified employees - Support facilities - Contingency plans - Training programs - Control equipment and procedures - Access control and procedures - Testing of procedures - Audits - Equipment maintenance and calibration - A close interface to terminal and airport operations to be fully informed about flight data and expected passenger flows. **Key Learning Point** In order to prevent and respond to acts of unlawful interference, each airport must develop a written Security Program. The essential components of this program are the protection of airport, aircraft, and air navigation facilities, and the control of persons and items placed on board aircraft. ### 4.2.3 Airport Civil Aviation Security Committee As described in Annex 17, Standard 4.2.3, each airport shall establish a Security Committee to assist the authority in coordinating the implementation of security controls and procedures as specified in the airport security program. Membership of the committee must include a complete cross-section of expertise required to effectively deal with local security issues: - Airport management - Airlines and other aircraft operators - Head of airport security - Police - Immigration - Customs - Other border control agencies - Postal services - Air traffic services - Medical services - Rescue and fire-fighting services - Freight forwarders - Organizations representing employees likely to be affected by acts of unlawful interference against civil aviation. (such as crew members, security screening personnel, airline agents, etc), who can provide technical expertise during deliberations and incidents. ### 4.2.4 Preventative Measures The primary objective of these measures is to prevent the presence on board aircraft (and in other vulnerable points) of weapons, explosives, and other dangerous devices, articles or substances. These prohibited items can be introduced by several means: - Introduced through collusion in restricted areas for future use. - Carried on board aircraft by people (passengers, employees, and trespassers). - Placed inside checked luggage or freight. To prevent the above acts, access to aircraft must be strictly controlled. Three parallel approaches must be implemented concurrently: - Creation of restricted access areas (the airside plus other vulnerable points), to be protected by physical barriers. - Procedures to ensure that only authorized people can pass through these barriers. - Procedures to ensure that no unauthorized items can be placed inside checked luggage, freight, or directly on board aircraft. Three categories of people may be authorized to access restricted areas: - Passengers with a valid boarding pass or airline ticket. - Duly identified employees whose duties require such access. - Occasional visitors and temporary employees, when escorted by a qualified person. Airport security increasingly widens their focus into the terminals to prevent acts of terrorism (i.e. the placement of bombs) in the heavily populated landside areas. ### 4.2.4.1 Control of Access to Restricted Areas-Physical Barriers Airport restricted areas are surrounded by the airport property limit, by the landside, and by buildings that straddle the landside and the airside. The airport property limit may extend over several kilometers, which renders access control difficult. In particular, undeveloped areas consisting of fields or forests sustain little activity and display no lighting. Therefore, effective means must be implemented to prevent unauthorized access from outside the airport. **Security Fences** In order to prevent unauthorized access to restricted areas, their entire perimeter must be secured using a fence meeting a number of specifications. Transparent fences are preferred to opaque ones as they allow seeing outside of the restricted areas. They may be made of chain link, expanded metal sheets, steel palisades or welded steel mesh. Concrete or steel posts should support them. The fabric should be strong enough to sustain deformation, and tall enough to prevent access over or under it (ie. the fence will have to be anchored and extended underground to prevent animals from digging underneath the fence). Anti-climbing devices such as barbed wire should be used for additional protection. No obstacles such as parked vehicles, stored materials, and stockpiles of earth, are allowed within a reasonable distance on either side of the fence, as they would facilitate access. Fences should be kept clear of tall vegetation and climbing vines as they obstruct view and hamper surveillance. Where feasible, fences should be well illuminated to facilitate the detection of suspicious activity in their vicinity. Lighting can be supplemented with detection equipment such as closed-circuit television, motion detectors, and infrared cameras. Underground storm sewer pipes or tunnels often extend beyond the security fence. Their outlet must be equipped with steel bars to prevent access through them. Where buildings constitute the boundary between landside and airside (terminal buildings-passenger and freight, general aviation hangars, fuel depot, etc.), these buildings play the same role as a fence. Access to restricted areas within buildings is addressed under "Access Points". **Access Points** Ideally, fences should provide an uninterrupted barrier over their entire length. However, there is a requirement to provide a number of access points to restricted areas for operational, safety, maintenance and inspection reasons. Their number must be kept to a minimum. Access points usually consist of gates (sliding, swinging or lifting-Figure 4.2.4.1.b) with some kind of locking mechanism: padlock or lock with an access code (for access points with infrequent use), or electronic card reader, remote opener, or guarded access (for access points with frequent use). Gates must be kept closed and locked whenever they are not in use. Wherever possible, access points should be well illuminated. The whole length of the security fence must be regularly and frequently checked for integrity and evidence of attempted access. Particular attention should be paid to access points. The provision of a patrol road adjacent to the fence will facilitate this task. Where the physical barrier is a building, the control of access to restricted areas is the responsibility of the building occupant. Doors leading to restricted areas must be kept closed and locked whenever they are not in use. Wherever possible, they should be equipped with alarms and surveillance cameras. Access to restricted areas through terminal buildings is addressed in the section titled "Procedures". **Signage** All security fences and access points, including buildings providing access to restricted areas, must display signs indicating that the area beyond them is restricted. It has a deterrent effect on potential trespassers. It also allows enforcement in case of trespassing. **Other Vulnerable Points** In addition to the protection of aircraft, airports must ensure the protection of a number of vital facilities that, if damaged or destroyed, would seriously affect the operation of the airport. Although they may be located within the airport-restricted areas, they are, in some cases, located off airport. Some examples of vulnerable facilities are: - Telecommunication facilities (on or off-airport) - Radio navigation aids (on or off-airport)-see Figure 4.2.4.1.c - Emergency Operations Centers - Air traffic services facilities (control tower in particular) - Fuel depots - Power supply These facilities should be adequately protected using means that provide a level of security equivalent to airside areas. It is particularly important for facilities located outside of the airport property. ### 4.2.4.2 Control of Access to Restricted Areas-Procedures **Passengers and Carry on Luggage** The control of passengers and their carry on luggage is an essential component of security measures to protect aviation against acts of unlawful interference. All passengers, irrespective of their destination, must be screened at their airport of origin. The objective of this process is to prevent the unauthorized access of weapons, explosives, and other dangerous objects on board aircraft. Adequately trained employees must perform security controls. Several types of organizations can provide security control: - Airport operator - Specialized security agency - Police - Airlines The first opportunity to carry out passenger control occurs at the time the passenger first encounters airline staff. Airline agents will ask passengers whether they packed their carry on and checked luggage themselves, if they contain any dangerous objects, and whether they left them unattended in a public area. It is also a good opportunity to detect suspicious behavior on the part of passengers. Many passengers check themselves in via online- or kiosk provisions. In that case a special page requests the passenger's confirmation of the compliance with this restriction. The next and most important point is the security screening point. Officers performing screening duties are required to be certified. In order to detect any attempt to carry prohibited objects on board aircraft, control measures must be able to detect metallic objects and solid as well as fluid explosives. Several types of equipment provide such capability: - Walk-through and hand-held metal detectors for passengers (Figure 4.2.4.2.a). - Radioscopic (X-ray) equipment for carry-on luggage (Figure 4.2.4.2.a). - Explosive vapor detectors for carry-on luggage. - Manual search of passengers and carry-on luggage (Figure 4.2.4.2.b). - Full-body scanners. Any passenger who refuses to comply with security controls, or who carries unauthorized objects, either on his or her person or in carry-on luggage will not be allowed to access the airside. Once inside the restricted area of the terminal, screened passengers must not mix or come in contact with non-screened passengers. This is best achieved by the provision of physical barriers such as walls or partitions, or processing on different levels. If spatial segregation is not feasible, passengers must be segregated on a time basis: operational procedures must be implemented so that screened and non-screened passengers are not in the same space at the same time. Careful inspections must supplement this option. **Checked Luggage** The control of checked luggage is another key aspect of the prevention of unlawful acts. Its objective is to prevent the unauthorized carriage of weapons, explosives, and other dangerous objects on board aircraft, that could be used at a later time, detonated in flight, or used as a threat to commit an act of unlawful interference. Only checked or controlled luggage is allowed on board an aircraft: it must either belong to a checked passenger travelling on board the same aircraft, or having been duly controlled by the appropriate authority (such as misrouted luggage being shipped to the correct destination by an airline).