R. William Johnstone served at the transportation protection employees of the 11th of September fee, and wrote this booklet to construct upon and complement the Commission's paintings. In its pages, he explains the aviation defense procedure failure on Sept. 11, makes use of that as a method for comparing post-9/11 transportation safeguard efforts, and proposes treatments to persevered shortcomings.9/11 and the way forward for Transportation defense relies on details initially supplied to the 9-11 fee, augmented by way of unpublished stories and a wealth of different fabric that has come to gentle because the issuance of the Commission's personal document in July 2004. half One analyzes the aviation safeguard system's background and associations to give an explanation for why the method failed on September 11. half appears to be like at what has been performed in aviation and transportation protection given that 11th of September, together with the Commission's strategies and the congressional reaction to them. eventually and most importantly, half 3 outlines a instructed method for making improvements to present U.S. transportation protection. It starts with basic 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 innovations.
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Additional resources for 9 11 and the Future of Transportation Security
19 Ironically, though the BWG had been conceived of as a way to break the usual cycle of aviation security measures being driven solely in response to disasters and emergencies, the group held its ﬁrst meeting on the same day that TWA 800 exploded, and its analyses and recommendations served primarily as a basis for the work of the Presidential Commission that was established one month later. 20 The ﬁnal report of the Gore Commission described the evolving threat to civil aviation in this time period as follows: 15:4 ggbk003c02 GGBK003/Johnstone Johnstone-C9075 March 27, 2006 The Pre-9/11 Aviation Security System 21 The Federal Bureau of Investigation, the Central Intelligence Agency, and other intelligence agencies have been warning that the threat of terrorism has been changing in two important ways.
R Require criminal history background checks for baggage and passenger screeners. r Encourage FAA to facilitate the interim deployment of available explosive detection equipment. r Encourage FAA, the Department of Transportation, the intelligence community, and law enforcement agencies to assist air carriers in developing passenger proﬁling programs. r Direct FAA and the FBI to conduct joint threat and vulnerability assessments at least once every three years at airports determined to be high risk.
However, if the national leadership had stayed the course on the largely unprecedented security recommendations of the FAA-chartered Baseline Working Group as presented at the end of 1996, which entailed a substantial increase in both federal spending and federal responsibility for aviation security, and which included greater emphasis on such items as expanded security training, comprehensive screening of individuals identiﬁed as potential threats, and increased FBI attention to civil aviation, the system in place by 9/11/01 may very well have made a difference in whether the terrorists would have tried or succeeded in attacking a more hardened target.