R. William Johnstone served at the transportation defense employees of the 11th of September fee, and wrote this ebook to construct upon and complement the Commission's paintings. In its pages, he explains the aviation safety process failure on September 11, makes use of that as a way for comparing post-9/11 transportation safety efforts, and proposes treatments to persevered shortcomings.9/11 and the way forward for Transportation safeguard is predicated on info initially supplied to the Sep 11 fee, augmented by means of unpublished reviews and a wealth of different fabric that has come to mild because the issuance of the Commission's personal document in July 2004. half One analyzes the aviation safety system's historical past and associations to give an explanation for why the procedure failed on September 11. half appears to be like at what has been performed in aviation and transportation safeguard given that 11th of September, together with the Commission's thoughts and the congressional reaction to them. eventually and most importantly, half 3 outlines a instructed technique for making improvements to present U.S. transportation safeguard. It starts with primary coverage questions that has to be spoke back if we're to optimize transportation protection efforts, and concludes with either underlying rules for motion and particular ideas.
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Extra info for 9 11 and the Future of Transportation Security
As DOT Inspector General Kenneth Mead testiﬁed to the 9/11 Commission: I think that the system we had in place before September 11th had in fact undergone incremental improvements over the years . . and I believe in fact provided a deterrent value for certain types of threat. S. civil aviation security system and its individual members were utterly unprepared for the terrorist hijackings that occurred on 9/11. 7 The screening checkpoints were geared to preventing the carrying of handguns or large knives on board a plane.
Although some attempts to place accountability for the lack of preparedness for 9/11 begin and end with the FAA, it must be emphasized that FAA itself was but a part of the larger aviation security system (in some ways, perhaps not even the most inﬂuential part), and that none of the leadership of the other components distinguished themselves with respect to security. Congress, which provided the money and was responsible for oversight of the system, collectively and, with few exceptions, individually did not steer the FAA toward strengthening security, in its hearings or in its spending decisions.
58 Starting in 1997, the Department of Transportation’s Inspector General (DOT IG) had documented substantial “underutilization” of the explosives detection machines deployed at airports to screen checked baggage, primarily because the airlines were reluctant to inconvenience their passengers. S. airports, mainly because airport security personnel failed to follow prescribed procedures. 59 Apart from all of these published reports that documented aviation security ﬂaws, the FAA leadership had data from its own “Red Teams,” which conducted undercover testing of airport security employing simulated terrorist tactics.
9 11 and the Future of Transportation Security by Johnstone