Home' Asian Aviation : AAV May 2011 Contents 18 AsianAviation | MAY 2011
The original Chicago Convention
of 1944 didn't include security
measures: at that time, no-one
saw the need.
By the mid-1970s, however,
aviation security threats had
become a serious issue, and provisions to tackle the
problem were rst introduced by the International
Civil Aviation Organisation (ICAO) under Annex
17 at that time.
As the threat has changed and evolved, the
Chicago Convention's security measures have
been improved and updated 11 times, with a 12th
amendment approved by the ICAO Council and
expected to become applicable in July.
As recently as February, 14 ICAO member
states at a regional aviation security conference in
New Delhi adopted a roadmap to further protect
global air transport from terrorist and other security
threats. e roadmap calls for states to ensure : that
security sta are properly trained and equipped;
that air-cargo security be enhanced by working
with Customs authorities towards common goals;
and that assistance should be provided to states that
The New Delhi conference followed the
unanimous adoption at the ICAO assembly last
October of an ICAO Declaration on Aviation
Security designed to deal with known, new and
emerging threats to civil aviation.
"Terrorism is a global problem that requires global
solutions," said ICAO secretary general Raymond
Benjamin. ICAO is planning a global security
conference next year at its Montreal headquarters
to address new and emerging security threats.
While aviation security is the responsibility of
the state, airlines and passengers end up footing a
US$5.9 billion annual security bill, according to the
International Air Transport Association (IATA).
This includes: US$2.4 billion per annum for
fraud and the prevention, audits and emergency
planning ; US$1.6 billion for passenger operations
security; and US$1.8 billion for aircra protection.
But the ever-growing security bill and recent
terrorist attacks on aviation, such as the bombing of
Moscow's Domodedovo Airport in January, suggest
that the current multi-layered security approach
is not working and that new approaches and
technology are required to tackle the ever-changing
security threat. Governments and industry are
ghting back with a ra of new initiatives to ensure
the safety of the aviation industry of the future.
IATA believes there is a need for a new concept
in passenger security screening, which would stress
enhanced security at the same time as improving
throughput e ciency.
"Today's global screening paradigm tends
to be a 'one size ts all'," said Kenneth Dunlap,
IATA's director of security and travel facilitation.
Passengers with an elevated travel risk use the same
security lanes as frequent iers and everyone else, as
passenger data is not used at the checkpoint to make
intelligent screening decisions, he added.
"This paradigm has created long lines,
inconvenienced passengers and generally not
resulted in higher detection levels of threatening
objects," Dunlap said.
IATA also questions whether today's checkpoints
can handle predicted passenger traffic growth,
particularly in high-growth regions such as China
and India. IATA expects 2.5 billion passengers to
y this year --120 million more than in 2010 -- with
steady 5.5 percent annual growth forecast through
to 2013 and an annual 16 billion passengers by 2050.
Towards a secure future
IATA is aiming for uninterrupted,
door-to-door travel for passengers.
"Today's global screening paradigm ... has created long lines,
inconvenienced passengers and generally not resulted in higher
detection levels of threatening objects." -- IATA's KennethDunlap
Initiatives to enhance aviation security are being developed around the world
as industry and governments accept that the current, multi-layered approach
isn't working. Emma Kelly reports.
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