AIR TRANSPORT SECURITY 2013

Letiště Praha, a. s. ve spolupráci s Vysokou školou obchodní v Praze, o. p. s. Katedrou letecké dopravy

AIR TRANSPORT SECURITY 2013 2. mezinárodní vědecká konference

Sborník příspěvků

Praha 19. – 20. 11. 2013

ZÝKA, J., DĚKAN, T.: Air Transport Security 2013, 2. mezinárodní vědecká konference, sborník příspěvků, 19. – 20. listopadu 2013, Praha, Česká republika, Praha, Vysoká škola obchodní v Praze, o. p. s., 2013, 68 stran ISBN 978-80-86841-44-1

Under the Auspices of Jiří Pos Chairman of the Board and CEO, Prague Airport prof. Jaroslava Durčáková Rector, University of Business

Main Experts prof. Alan B. Kirschenbaum Technion Israel Institute of Technology prof. Antonín Kazda University of Zilina, Slovak Republic prof. Rudolf Jalovecký University of Defence in Brno prof. Zdeněk Žihla Univesity of Business in Prague Col. Dr. Jaroslav Tureček The Police Academy of the Czech Republic in Prague Ladislav Bína Czech Technical University in Prague Luděk Beňo University of Business in Prague Jindřich Ploch University of Business in Prague Vladimír Smrž Technical University of Ostrava Jiří Pos Prague Airport Tomáš Plaček Brno Airport

Organizing Committee prof. Zdeněk Žihla University of Business in Prague Jindřich Ploch University of Business in Prague Zdeněk Truhlář Prague Airport Tomáš Děkan University of Business in Prague Jan Zýka University of Business in Prague

Patronát nad konferencí převzali Ing. Jiří Pos ředitel společnosti a předseda představenstva Letiště Praha, a. s. prof. Ing. Jaroslava Durčáková, CSc. Rektorka Vysoké školy obchodní v Praze, o. p. s.

Vědecký výbor konference prof. Alan B. Kirschenbaum Technion Israel Institute of Technology, Israel prof. Ing. Antonín Kazda, CSc. Universita Žilina, Slovensko prof. Ing. Rudolf Jalovecký, CSc. Univerzita obrany, Brno prof. Ing. Zdeněk Žihla, CSc. Vysoká škola obchodní v Praze, Praha plk. doc. RNDr. Jaroslav Tureček, Ph.D. Policejní akademie, Praha doc. Ing. Ladislav Bína, CSc. České vysoké učení technické v Praze, Praha doc. Ing. Luděk Beňo, CSc. Vysoká škola obchodní v Praze, Praha doc. Ing. Jindřich Ploch, CSc. Vysoká škola obchodní v Praze, Praha doc. Ing. Vladimír Smrž, Ph.D. Vysoká škola báňská - TUO, Ostrava Ing. Jiří Pos Letiště Praha Ing. Tomáš Plaček Letiště Brno

Organizační výbor konference prof. Ing. Zdeněk Žihla, CSc. Vysoká škola obchodní v Praze, o. p. s. Praha doc. Ing. Jindřich Ploch, CSc. Vysoká škola obchodní v Praze, o. p. s. Praha Ing. Zdeněk Truhlář Letiště Praha, a.s. Ing. Tomáš Děkan Vysoká škola obchodní v Praze, o. p. s. Praha Ing. Jan Zýka Vysoká škola obchodní v Praze, o. p. s. Praha

Předmluva Současná složitost existujících politických vazeb, některých náboženských vztahů, neřešených společenských problémů a často i velmi neutěšená ekonomická situace v řadě zemí světa, společně s existující, nežádoucí silnou ekonomickou podporou potencionálních teroristů, vytváří trvale nebezpečí vzniku různých druhů protiprávního činu proti civilnímu letectví. Této situaci pochopitelně odpovídají rostoucí požadavky na odhalování a analýzu možných rizik, na hledání a realizaci náročných legislativních, organizačních a technických opatření a postupů pro zamezení jejich vzniku, nebo v kritických případech alespoň možnosti včasného potlačení rozsahu případných škod. K zajištění požadované míry bezpečnosti se ukazuje, že je potřebné důsledně přijímat všechna mezinárodními a národními orgány předkládána rozhodnutí a nařízení, sledovat průběžně poskytované informace a v rámci technických a organizačních možností pak zavádět v praxi odpovídající opatření. Současně je však také nezbytné aktivně vyhledávat a studovat všechny dosažitelné informační zdroje, analyzovat je a bezprostředně pak předávat odpovídající náměty a doporučení provozní praxi. Výsledky jednání 1. Mezinárodní vědecké konference Air Transport Security 2012, konané v minulém roce ve spolupráci Letiště Praha, a.s. a Vysoké školy obchodní v Praze, o.p.s. navíc potvrdily, jak je prospěšné na odpovídající úrovni o těchto problémech diskutovat, vyměňovat si zkušenosti a také současně společným úsilím vytvářet podmínky pro hledání nových přístupů a řešení. Aktivity spojené s přípravou loňské mezinárodní vědecké konference, společně s námětem na vytvoření Národního znalostního centra Security, vysloveným na konferenci, umožnily vytvořit široký okruh zájemců o spolupráci. Jde o pracovníky z národních regulačních orgánů, akademických i provozních oblastí, s vazbami na aktivní problematiku zajišťování požadované míry bezpečnosti v letecké dopravě, nebo obecně na otázky zkoumání Security v jiných oblastech dopravy, případně i potřeby ochrany společnosti před protiprávními činy. Na minulé konferenci prvotně prezentované úvahy o možné koncepci Znalostního centra na Vysoké škole obchodní v Praze přerostly během uplynulého roku ve vyhlášení dvou vnitřních vědeckých úkolů, dnes již aktivně řešených na katedře letecké dopravy. Hlavní náplní vyhlášených vědeckých úkolů je vedle hledání procesů a postupů pro naplnění cílů a obsahu činnosti připravovaného Air Transport Security Knowledge Centre, především řešení problematiky lidského činitele ve vztahu k současnému růstu požadavků na rozsah a kvalitu prováděných kontrolních činností. Potřeba zkoumání uvedené problematiky vychází z růstu objemu letového provozu a s tím spojených stále náročnějších provozních podmínek. Při tom se však požadavek na rozsah a kvalitu bezpečnostních kontrol střetává s řadou nežádoucích vlivů, z velké části vyplývajících z vlastností lidského činitele. Tyto skutečnosti výrazně vystupují do popředí v souladu se zvyšující se pracovní zátěži, při náročných pracovních podmínkách, rostoucí časové tísni při provádění kontrolní činnosti, ale podle prováděných zjištění jsou také velmi často ovlivňovány existujícími osobními a sociálními problémy bezpečnostních pracovníků.

Organizátoři 2. Mezinárodní vědecké konference „Ochrana civilní letecké dopravy“ (Air Transport Security) 2013 jsou přesvědčeni, že jednou z cest, jak lze na tuto situaci v praxi úspěšně reagovat, je prezentace dosažených výsledků, poznávání nových problémů a s nimi spojená aktivní diskuse na odpovídající úrovni a pochopitelně pak další navazující aktivity. prof. Ing. Zdeněk Žihla, CSc.

Foreword The current complexity of the existing political ties, some religious relationships, unresolved social problems and often very poor economic situation in many countries of the world, together with the existing undesirable strong economic support for terrorism, creates a permanent risk of various kinds of unlawful interference against civil aviation. This situation, of course, corresponds to the increasing demands for detection and analysis of potential risks to find and implement demanding legislative, organizational and technical measures and procedures to prevent their occurrence, or in critical cases, at least the possibility of early suppression of any damage. In order to ensure the desired level of security, it is necessary to consistently accept all decisions and regulations put forward by international and national bodies, monitor the continuous provision of information and within the bounds of technical and organizational possibilities then implement appropriate measures in practice. At the same time however, it is also necessary to actively search for and study all available sources of information, analyze it and then immediately forward appropriate suggestions and recommendations to the operational practice. The results of the 1st International Scientific Conference of Air Transport Security 2012 held last year in collaboration of Prague Airport and the University of Business in Prague confirmed how beneficial it is to discuss these issues on the corresponding level, exchange experience and at the same time, in a joint effort, to create conditions for the search for new approaches and solutions. Activities associated with the preparation of the last year´s international scientific conference together with the proposal to create a Air Transport Security Knowledge Centre expressed at the conference allowed to create a wide range of people interested in cooperation. They are the staff of the national regulatory authorities, academic and operational areas with active links to the issue of ensuring the required level of security in air transport or generally on examination of Security issues in other areas of transportation, as well as the need to protect society against acts of unlawful interference. At the last conference initially presented reflections on the possible concept of the Knowledge Centre at the University of Business in Prague developed over the past year into the publication of two internal scientific challenges today actively investigated at the Department of Air Transport. In addition to finding the processes and procedures the main aim of the renowned scientific tasks is to meet the objectives of upcoming work of the Air Transport Security Knowledge Centre primarily addressing the human factor in relation to the current growth of requirements in the scope and quality of carried out control activities. The need for examination of the above issues stems from the increasing of the volume of flight operations and the increasingly demanding operating conditions. In doing so, however, the requirement for coverage and quality of security controls interferes with a number of undesirable clashes largely resulting from the properties of the human factor. These facts emerge to the fore greatly in accordance with the increasing workload, in demanding working conditions, growing time constraints in the implementation of control

activities, but according to findings they are also very often influenced by the existing personal and social problems of the security staff. The organizers of the 2. International Scientific Conference Air Transport Security 2013 are convinced that one of the ways how to successfully respond to this situation in practice is the presentation of the results achieved, discovery of new problems connected with active discussion at the appropriate level, and then, of course, other follow-up activities.

prof. Zdeněk Žihla

Contents

USING THE THERMO VISION FOR SPEED UP THE FLOW OF PASSENGERS DURING SECURITY CHECKS AT INTERNATIONAL AIRPORTS Tomáš DĚKAN, Vlastimil MELICHAR ................................................................................. 16 POSSIBILITIES OF OPTIMIZING THE PROCESS OF SECURITY CHECK AT AIRPORT TERMINALS Pavlína HLAVSOVÁ ............................................................................................................... 21 A SYSTEMS APPROACH TO TRAINING SECURITY PERSONNEL IN CIVIL AVIATION Pavel HOŠEK, Vlastimil MELICHAR .................................................................................... 26 CURRENT APPROACH TO AIR CARGO SECURITY Michal JIZBA ........................................................................................................................... 31 INCREASING AIRPORT SECURITY USING SYSTEMS ENGINEERING APPROACH Jakub KRAUS, Peter VITTEK, Vladimír PLOS, Martin NOVÁK ......................................... 37 PRIVATIZATION OF THE INTERNATIONAL AIRPORTS IN THE CZECH REPUBLIC AND ITS SECURITY ASPECTS Jan NAJMAN ........................................................................................................................... 41 ZKUŠENOSTI S INCIDENTEM NA PALUBĚ LETADLA - BEZPEČNOST NA PALUBĚ PO DOBU LETU Vladimír SMRŽ, Daniel PONCZA .......................................................................................... 48 MEASURES FOR TIME SHORTENING OF PASSENGERS’ SECURITY CHECK AT AIRPORTS David ŠOUREK ....................................................................................................................... 53 PHYSICAL POSSIBILITIES OF X-RAY SYSTEMS Jaroslav TUREČEK ................................................................................................................. 58 ODBORNÁ PODPORA ZNALOSTNÍHO CENTRA SECURITY Zdeněk ŽIHLA ......................................................................................................................... 63

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Conference contributions

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USING THE THERMO VISION FOR SPEED UP THE FLOW OF PASSENGERS DURING SECURITY CHECKS AT INTERNATIONAL AIRPORTS Tomáš DĚKAN1, Vlastimil MELICHAR2 Abstract: This article discusses the possibility to speed up the flow of passengers at security checkpoints at airports through the introduction of multi-level security control model by the IATA project Checkpoints of the Future and the use of thermovision for decision analysis agent Behaviour Analyst to specific the level of security control. Key words: Security Checkpoints of the Future, Behaviour Analyst, multi-level security control, thermovision

1. INTRODUCTION No other part of transport does not care so much for sophisticated security system as just by air. Generally we can distinguish between two basic types of defence. Older but public awareness is not as well-known security in terms of Safety, or the operational safety. This is often an important component of any company called Safety Management System, in short SMS. Meantime became known part Security. This part of the security for political and religious conflicts in the world today is an indispensable part of the check-in process at every international airport which must undergo each substrate passing through the airport, including passengers, baggage and cargo. Given that the current form of security checkpoints at airports including the processes themselves ensure the security check has been used unchanged for very long time. That’s why had logically with the advent of new technologies and in particular knowledge in this area is to pass this security inspection as extensive and fundamental changes.

2. THE CURRENT STATUS OF SECURITY CONTROLS The current form of security controls knows about everyone who has ever used to travel by air. On appropriate security controls are individual passengers inspected during each item that are prohibited for security reasons to be carried on board the aircraft. Security check of handbag consist of an inspection of baggage using X-ray equipment that is able to create an image of the individual layers of baggage with colour coding based on material throughput Xrays. Security checks themselves passengers then proceeds with the detection frame which is able on the basis of a closed electrical loop and other detection sensors to detect any

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Ing. Tomáš Děkan, Katedra letecké dopravy Vysoká škola obchodní v Praze, o.p.s., [email protected] prof. Ing. Vlastimil Melichar, CSc., Dopravní fakulta Jana Pernera, Univerzita Pardubice

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dangerous objects located in the passenger's clothing or objects which are attached directly to the body of the passenger. As already mentioned this form of security checks is the same for quite a long time and the current level of technology and knowledge is the way of implementation has been less effective and significantly reduces the main benefits of air transport and thus passenger interest in its use. First of all it is related to the security control of passenger perspective. Each airport is designed to make passenger the stay at the airport as pleasant as possible. For this reason each airport terminals are modified to positively affect the psyche of the passenger from the airport. The only component that does not meet the expectation is just the place for security controls. Passengers passing through security control are exposed to stress from the small space and especially on its own checks. The most stressful situations you can find below: Repetitive passing through the security check Personal security checks Personal checks of handbags Confiscation of prohibited objects Stressful situations when security checks are only the less crucial disadvantages of their current form. Much more serious is the fact their identical form at most of airports. In other words passengers are almost identical process security checks on most international airports regardless of the final destination and also irrespective of a possible criminal history of the passenger. This apparently insignificant disadvantage however it may have a major impact on the actual security of air transport. Each passenger is informed about following process not the passenger's ulterior motives with this security check before thoroughly prepare and rehearse your behaviour and options for hiding a forbidden subject. In the case of major terrorist organizations which have considerable financial capabilities there is no problem to design the test checkpoint and test it on possible throughput secrecy or prohibited items to commit the offense on board the aircraft. Given these considerable disadvantages have recently begun in the world to appear several projects aimed at the modernization of vital security checks at airports. 3. THE MODERN CONCEPT OF SECURITY CHECKS Projects to modernize security checks at airports, taking into account how modern technology to carry out their own checks, as well as new scientific knowledge, especially in the field of human psychology. Application of modern technologies in security checks of passengers and their baggage in particular provides a much greater efficiency in detecting prohibited items. To perform detects the handbag may not be used X-ray equipment but can be used for this purpose such technology in medicine which until then had been exclusively designed for the [17]

display of human body parts and human organs such as CT, MRI, etc. Due to these technologies is able to security agent checks and detect even small objects placed in laptops, cameras, or other shelters. The application of scientific knowledge in the field of human psychology in turn allows you to perform a thorough and time-consuming security checks only for passengers who show signs of strange behaviour. One of the most popular projects on modern concepts of security controls is a project of international organizations IATA (International Air Transport Association) called Checkpoints of the Future. This project is based on the concept of multilevel security controls which are primarily assume three levels named as "Known Traveller", "Normal", and "Enhanced". Each level represents a different intensity in the implementation of security procedures. In this project there are implement modern technologies to detect prohibited articles including for example the so-called "Body Scanner" which is used to detect objects in deposit inside body cavities. In the case of applying the highest level for each passenger undergoing a security check by the time of the examinations at one passenger was in the order of a few minutes, and therefore the time the passenger at the airport would be absolutely unbearable and against all principles and trends in civil aviation. This is the reason also envisages introduction a new position called "Behaviour Analyst" based on certain inputs shall assign a specific level of security controls to concrete passenger. Basic inputs for the allocation level security checks are: The background and payments for the air transportation Biometric document Reports from investigate for person who suspected of committing a crime The frequency of travel Final destination One way or return ticket Answering the “Security Questions” during the passengers a baggage handling on check-in counter Behaviour analyst And other Security staff on the position should therefore be trained to analyze the behaviour of each passenger which according to certain features of the behaviour of a particular passenger he is able to recognize its potential ulterior motives. Behaviour analysis is mostly based on observations of a particular person for a specified period, or by responding to questions. Deep analysis of each passenger would lead to a significant increase in the time required to perform security checks. To conduct the analysis is therefore currently trying to find a technology that would immediate detect of non-standard passenger behaviour and subsequent assignment thorough security checks for such passenger. Such technology would need to fulfil many basic requirements, which include: [18]

The ability to identify the behaviour of passengers based on the reaction of the organism to stress accompanying intending offense Identification of such a situation on the basis of extrasensory reaction of the human organism, which can not affect a person or somehow train their unnatural reaction The ability to identify passengers' behaviour based on past requests in a short period of a few seconds as passengers waiting in the queue for allocation level security controls. It means fast and based on the response of the human organism manifested on the visible part of the human body clothed passenger Possibility of applying this technology to the space of security checkpoints Economic requirements - reasonable cost and low operating costs Operational requirements – reliability

4. THERMOVISION Nowadays on the market there are technologies to identify the behaviour of people. Mostly is a technology that can be used for the entry-level allocation of security checks at airports. One of the possible technologies that meet the above criteria is thermovision technology. Thermovision have been successfully installed at airports during the pre-pandemic bird flu virus when using this technology has been detected elevated body temperature of passengers, which was then allowed to board their flight and the flight itself, namely in order to avoid the spread of disease. Infracamera however went with similar success used to analyze the behaviour. Some extra-sensory response of the human organism associated with stress produce different body temperatures in different parts of the human body and these changes can therefore use technology thermovision easily detected. A person is stressed out further reaction of the organism increases as body temperature, sweating, heartbeat, blood pressure, etc. Monitoring these physical manifestations took too much time and would not meet the requirement for speed and easiness of monitoring. One of the possible physical symptoms the monitoring satisfies all the criteria mentioned above is the temperature change of the face particularly in the T-zone. Stressed person in the T-zone temperature rises to the surface, which can be used to detect thermovision and used as input for security agent "Behaviour Analyst", on the basis of these inputs remake demanding passenger during a security check. The project doctoral dissertation at Jan Perner Transport Faculty, University of Pardubice researcher plans to explore the possibility of using thermovision to speed up the flow of passengers at security checkpoints. In case of a positive response to this proposal plans researcher also modelling the current state of the passenger flow at the selected airport, and particularly the changes in the rate of passenger flow after the introduction of modern concepts of security checks and using thermovision as input for analyzing the behaviour of individual passengers worker "Behaviour Analyst".

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REFERENCES 1. Bína L., Žihla Z.: Bezpečnost v obchodní letecké dopravě, CERM 2011, ISBN: 978-807204-707-9 2. Žihla Z.: Provozování podniků letecké dopravy a letišť, CERM 2010, ISBN: 970-80-7204677-5 3. IATA web site, www.iata.org

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POSSIBILITIES OF OPTIMIZING THE PROCESS OF SECURITY CHECK AT AIRPORT TERMINALS Pavlína HLAVSOVÁ3 Abstract: The Article deals with possibilities of optimizing the process of security check at airport terminals. The queuing at airport security lanes, which is quite common, decreases level of service and increases security costs. Therefore, airports seek opportunities to reduce these negative influences. This paper introduces a case study, based on real parameters. Using a simulation in the environment of the program Tecnomatix Plant Simulation, the initial solution as well as proposed changes in security check are simulated. Limiting criteria for optimization include operating conditions of airport terminals, financial means connected with personnel resources, legal standards related to safety in air transport and level of service indicators. Article shows the impact of suggested changes. Key words: Security check, passenger flow, airport terminal, simulation INTRODUCTION Air transport is said to be the quickest kind of transport. For short distances, there are some disadvantages in comparison to other kinds of transport. Critical point is represented by passenger check-in, which is very time-demanding and which represents substantial increase of the total transfer time compared to competitive high-speed railway transport. The quality of security checks at airports is nowadays an often discussed issue. The question is; how to raise the quality of security check without increasing the time spent on the check, alternatively reduce the queues in front of the security check system. There are some controversial innovations, which could make security check system more effective. Well-known example is the Full-Body Scanner, which is already being used. Another one is the Passenger Profiling, which is being adopted around the world. This solution consists in focusing on finding “bad people” instead of looking for “bad things” like nail files. Passenger profiling relies on the passenger risk assessment, which could be based on picking up on passengers’ behavioural patterns or evaluating passengers´ biographic data and details of the itinerary. In fact, it is prohibited to use race when identifying suspects. These solutions are currently not available all over the world. They are in the process of evolution development. Besides that, there are still other possibilities of changing the airport security check, leading to optimise this process. This paper introduces a case study, based on real parameters. It is concerned with the analysis of the check-in and security check process in Terminal 2 at the Václav Havel Airport Prague, which was a base for model constructed in the Tecnomatix Plant Simulation 3

Ing. Pavlína Hlavsová, Dopravní fakulta Jana Pernera, Univerzita Pardubice, [email protected]

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programme environment. Using this model, characteristics of the system were being researched. The aim of this paper is to propose possibilities of optimizing these processes and to estimate the impact of suggested changes. Limiting criteria for optimization include operating conditions of airport terminals, financial means connected with personnel resources, legal standards related to safety in air transport and level of service indicators. 1. DRAWBACKS OF THE SECURITY CHECK PROCESS IN THE AIRPORT TERMINAL – CASE STUDY The analysis proceeds from the model constructed in the Tecnomatix Plant Simulation programme. This functional model was created and analysed in the extent of available data necessary for the model calibration. Calibration and validation of the model was carried out within the presentation of the Article using data from further measurements (March - Mai 2013). This model creates a usable measure for evaluation of changes in check-in and security check organization. System constructions allowed defining relations between individual processes followed by simulation of the operation in the time of simulation between 9:30 to 14:30. Simulation showed in this time period detected system throughput 589 passengers per hour. The proportion of time spent in queues to the total time of system throughput was 24%. During that period, an average passenger spent in total 16 minutes in queue. Initial for this study is the analysis of situation in non-public area, i.e. after the boarding pass control. In the queues before the boarding pass check, which is the process input for the security check, there are up to four passengers. The situation differs before the security check, where the maximum length of the queue is 25 passengers. Such huge queues are undesirable and complicate using air-line or airport services making it unpleasant. Considering the precedence and sequence analysis and analysing the outputs of the realized simulation, it is possible to detect drawback of the whole system lying in the process of baggage drop off for x-ray screening, x-ray screening itself and baggage pick up after walking through the metal detector. 2. CHECK-IN PROCESS IMPROVEMENT PROPOSALS

Because of the spatial conditions, the lengthening of the baggage drop off tables before x-ray screening, which could accelerate the process, is not possible. However, it could be effective to inform passengers about the security check process in detail. If passengers knew all the items they have to drop off to container, they would get through this part of system quicker. An opportunity how to familiarize passenger with the security check is to make a creative security instruction video or billboard, which could be posted in the area before the security check, alternatively on the airport website. Business passengers are a good example where this effect could be observed. They are familiarized with the airport security [22]

process, because they usually travel often. It could be easily observed that they usually get through the system in a shorter time. Another solution is to place new tables into the nonpublic area immediately before the security check. Passengers could use them while preparing for security check. Time demands for x-ray screening could not be reduced without using new modern xray equipment for cabin baggage screening. The security staff needs time for their decision making, so that the security-screening procedures couldn´t be time-limited. However, the new modern devices, such as advanced three dimensional X-ray systems, could help them in their work. But this is an expensive solution. Presently it is not planned to invest in new x-ray equipment in the case of Vaclav Havel Airport Prague. Passengers pick up their items behind the x-ray screening after walking through metal detector. In the case of Terminal 2 at Vaclav Havel Airport Prague there is an opportunity, which could lead to accelerating the process of security check. The capacity of the tables, where passengers pick up their items, is showed in the Fig. 1. (The length of 75 cm was considered as the minimum place for one passenger.)

Fig. 1 Capacity of the tables for baggage pick-up process after x-ray screening Source: Author

The spatial conditions allow lengthening the tables behind the x-ray. In order not to meddle into the corridor, the limit of 40 cm longer then initial situation was defined. The tables could be connected immediately to the x-ray belt. Four alternative options of lengthening the tables behind x-ray were proposed. All of them are shown in the Fig. 3. Simulation showed up that outcome of all of these variants is identical; the maximal throughput of these options is the same. Moreover, the Option 2 offers passengers more space at the table than the rest of them.

Fig. 2 Variants of lenghtening the tables behind the the x-ray Source: Author

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3. SIMULATION OF PROPOSAL CHANGES Simulating the airport terminal operations with lengthened tables for pick up the items after x-ray screening (as the Option 4 in the Fig.4 describes), differences in behaviour of the system were observable. The throughput of the check-in and security check process in the simulated time period (9:30 - 14:30) increased from 589 PAX per hour to 600 PAX per hour. For the accelerating the process it would be beneficial to use automatic conveyor belts. It is more expensive solution, but we can expect, that automatic belts could motive passengers to go throw quicker. Cheaper solution could be based on the gravitation. The x-ray machine is situated on the higher position then the tables for pick up the items. The container with the items moves spontaneously because of the pull of gravity. There are two solutions in the Fig. 3. One of them uses a convertible divider for selection detected suspect items. As it was mentioned, putting more afford into making passengers familiar with the security system would be also benefitial.

Fig. 3 Solutions of the ceoveyor belt behind the x-ray Source: Author

CONCLUSION Based on the real airport operation, a functional model in the simulation programme was created. Analysing the outputs of model, the drawbacks of the security check process were detected. Data analysis shows problematic nature of the baggage pick up process after xray screening when the passenger walked through the metal detector. Respecting basic limiting conditions, the possibilities of optimizing the security check process were introduced. Proposed measure for improving operation smoothness in the case of the Terminal 2 at the Vaclav Havel Airport Prague is increasing capacity of pick up tables by their enlarging. As a research result, an improvement proposal model was created. Simulation of the airport terminal operations with proposed changes showed, that the throughput of security check system increases from 589 PAX per hour to at least 600 PAX per hour. During the time, when this study was formulated, some changes in the security check system layout in the Terminal 2 were implemented. The system layout is nowadays similar to one of the proposed changes in this paper (specifically it is similar to the Option 1). According to the outputs of simulation, it could be expected that solution proposed in this paper (Option 4) would be more effective. This paper introduces also additional changes, which could accelerate the security check process in the point of baggage drop off tables before x-ray screening. It could consist in making passengers more familiarized with the security check system or in implementing [24]

additional tables, where passenger could prepare for the security check. These proposals also contribute to the whole process optimizing. This paper has been supported by the project “Support Networks of Excellence for Research and Academic Staff in the Field of Transport“ (CZ.1.07/2.3.00/20.0226) on Jan Perner Transport Faculty, University of Pardubice, Czech Republic.

REFERENCES 1. GIOVANNA, Miceli, ANDERSON, Ribeiro: Level of Service Evaluation at the Enplanning Halls of Major Brazilian Airports [online], Lisbon, Portugal, 2010, [cit. 2013-05-15] 2. LOVE, Jeremy: Passenger profiling: a good solution to improving aviation security?. In: Passenger Terminal Today [online], [cit. 2013-10-19] http://www.passengerterminaltoday.com/opinion.php?BlogID=466 3. Letiště Praha [online], 2010 [cit. 2013-1-21]. http://www.prg.aero/cs/. 4. MUMAYIZ, S.A.: A methodology for planning and operations management of airport passenger terminals: a capacity/level of service approach, Loughborough, [cit. 2013-05-16] https://dspace.lboro.ac.uk/2134/7403. Disertace. Loughborough University 5. ŠIROKÝ, J., CEMPÍREK, V., GAŠPARÍK, J. :Transport Technology and Control, monograph, Tribun EU Brno, 238 pages, ISBN978-80-263-0268-1 6. ŠIROKÝ, J., HLAVSOVÁ, P.: Simulační modul procesu odbavení a bezpečnostní kontroly cestujících v terminálu letiště, Scientific papers of the University of Pardubice, series B, The Jan Perner Transport Fakulty 18 (2012), pages 267-280, Univerzita Pardubice, Pardubice 2013, ISSN 1211-6610 7. GIOVANNA, Miceli, ANDERSON, Ribeiro: Level of Service Evaluation at the Enplanning Halls of Major Brazilian Airports [online], Lisbon, Portugal, 2010, [cit. 2013-05-15]

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A SYSTEMS APPROACH TO TRAINING SECURITY PERSONNEL IN CIVIL AVIATION Pavel HOŠEK4, Vlastimil MELICHAR5 Abstract: What conditions make for the security personnel that security measures are effective and at the same time adequate to defined threats and their level of risk? Or as a training area to control the time and it does not forget important? A possible answer is through the application of access “Security management system”. It is a tool for a comprehensive and integrated management of the entire field of corporate assets. This system is fully usable also for those interested in the protection of civil aviation against acts of unlawful interference. The basic advantages of this system are logical links between individual areas that make up a whole Deming's PDCA cycle. One of the elements of this system deals with the right expertise, training and knowledge of gravity. Connectedness with other elements of the system can provide adequate, functional and sustainable training of security personnel. Key words: Security management system, security training, security personnel

INTRODUCTION Security personnel are a link and also the most important element in safety measures providing civil aviation protection against illegal acts. Improved security technologies or more efficient security procedures will not work unless used by qualified security personnel. Competence can only be guaranteed by adequate and ongoing security training. What do we understand by "adequate security training" and what conditions for its implementation should be created? How to provide sustainability of security training in time? SECURITY TRAINING TODAY Before trying to answer the questions above, let us describe the usual method of security training of today. At the beginning it is necessary to note that today's security practice cannot be simply generalised for all entities involved in civil aviation protection against illegal acts. There are entities paying proper attention to security training and being supported in this regard by top management of a respective entity. However, this is not a standard practice. Security training is sometimes excessively economical, for various reasons. Costs of security training are naturally an undeniable important aspect and every entity involved to some extent in the provision of civil aviation protection against illegal acts must take this fact into account. Nevertheless, it is necessary to consider at the same time that it is an area that

4 5

Ing. Pavel Hošek, Řízení letového provozu ČR, s.p., [email protected] prof. Ing. Vlastimil Melichar, CSc., Dopravní fakulta Jana Pernera, Univerzita Pardubice

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can significantly prevent subsequent high economic losses. And history has proven this to be true. After the selection of candidates for the given security positions, new employees receive security training to the given extent including the specified examination, usually based on the applicable legislative requirements. If a legislative requirement also imposes practical training (e.g. in respect of screening), it is of course a great contribution. Even a temporary presence of an experienced instructor within the actual performance of security activities increases the probability of achieving adequate results. Legislation then requires checks, usually comprising safety tests, inspections and audits. The question is whether just meeting the statutory requirements is the way to be followed in the civil aviation protection against illegal acts. The economic argument is often ruthless. Let us not do activities that bring us increased costs more than as strictly required by legislation and, moreover, only provided that a failure to meet the requirements is inspected and sanctioned at the same time. However, should that be a sufficient reason for which security training is provided, knowing that legislation is always a step behind the existing security risks? Sure, there is no sense in providing security training in respect of some specific new security risks before applicable legislation is adopted. Power with a deeper interference with the rights of passengers may be concerned and it cannot be applied in practice prematurely. Nevertheless, there are mostly situations with security risks generally covered by legislation, commonly present in the security practice but unfortunately ignored in training. This can subsequently result in incorrect and inadequate responses of the security personnel who were not prepared for the given situations in training. SYSTEMATIC APPROACH TO SECURITY TRAINING What security practice lacks is the continuous providing of adequate security training containing all elements involved in the resulting security measures. One of the ways to provide adequate training is the application of a systematic approach (Figure 1) through the protection management system according to the ISO 28000 technical standard (Security management system for the supply chain).

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Figure 1 - Security training within the security management system

The given system views the security training as one of the elements in a system and it works with it in a broader context. In terms of the protection management approach (policy), we can state that security training is an integral and indispensable set of activities to meet the needs of the security personnel, which is the basic pillar integrating security technologies and procedures into safety measures. SECURITY RISK MANAGEMENT AND PLANNING IN TERMS OF SECURITY TRAINING

Security training should primarily address the existing security risks and the given security practice. In addition to the general part of training for the security personnel, the professional training should also include a specific part for the given position held. Practical training of situations (real simulation) that can be or are potentially conflicting is often ignored in the practice. The pursuit of assertive behaviour, preventing unnecessary conflict escalation sometimes give way to unnecessarily tough and even inadequate enforcement of powers by the security personnel. This is often caused by the fact procedures "full of action" are frequently preferred in training to engaging verbal and non-verbal communication elements. The knowledge and practical training of possible development of potentially risky conduct, crisis or emergency situations and the way to address them significantly contribute to an increased professional level of the personnel. Compliance of training with the legislative and other legitimate safety requirements is an undeniable condition. It is important to identify the respective requirements in sufficient advance so that their implementation in practical training was smooth and could be adopted adequately. [28]

Not even high-quality security training can be provided without determining specific goals and planning of their achieving. Funds to implement the defined goals are linked to the goals. Every activity that we want to perform in a high quality in the long term must be described in the respective internal documentation. This element is sometimes ignored, with saying it is useless and excessive bureaucracy that is to be used to anything but to demonstrate activities for internal and external checks. However, the opposite is true. Precise and structured keeping of documentation for security training guarantees that we know the extent of activities being performed within the security training and why this is taking place. If this is not the case, the training itself is absolutely inefficient. Documentation must be managed in time. That means making sure the documentation is up to date, submitting the documentation to an authorised security manager for approval (he knows what is important for the security practice) and making all parties concerned familiar with the documentation. SECURITY TRAINING INTRODUCTION AND MANAGEMENT

If security training is provided using own resources of the given entity, it is necessary that persons implementing the security training have the appropriate powers and responsibilities in the organisational structure. Security training outsourcing is more useful in some cases but there still must be a person coordinating related activities and keeping the respective documentation appointed. Competence requirements both in respect of the entire security personnel and all employees engaged in civil aviation must be defined. Specific competence requirements must be imposed on security training instructors. Both the level of the theoretical knowledge and practical skills together with the ability to pass these knowledge and skills is the basis of adequate training. A common mistake is the lack of appropriate attention to changes related to security training. A change may include a change in the requirement for training modification due to implementation of new procedures addressing new security risks, a change related to security technology or amendment to legislative requirements relating to security training. In order not to neglect any aspect of a required change, the change is subject to management in the protection management system (management of change). SYSTEMATIC INSPECTIONS OF SECURITY TRAINING

How to provide feedback from security training identifying correct conducting of the security training? This can be verified by an appropriate combination of proactive and reactive activities. The proactive activities by which we try to prevent inadequate responses of trained staff in a given situation include the measurement of performance of selected security training parameters and by checking the actual performance. The reactive activities deal with circumstances of documented security incidents, failures and non-compliance, focusing on possible effects of the previous training. Sufficient information for making a decision [29]

regarding potential modifications and improvements of security training can be obtained with the combination of both of these groups of activities. REVIEW OF TRAINING OUTCOMES BY COMPANY MANAGEMENT

The way to ensure support of the security training also by the top management is the provision of adequate and regular information that may influence the further direction and decisions of the given entity. The process of the so-called systematic review must take place in regular cycles (usually annually). It should include the overall evaluation of the results from checks including any corrective actions taken, communication with external parties concerned in security training, achieving the security training goals, information on significant changes especially in legislative requirements and improvement recommendations, if any. CONCLUSION The systematic approach to the security training provision described thoroughly above may make some readers consider it extremely difficult and unnecessarily bureaucratic. At this point, it is necessary to emphasise that the systematic approach does not only apply to the training described above but to all activities important for the provision of civil aviation protection against illegal acts. Practical long-term experience demonstrates clearly positive results if a systematic approach is applied. A correctly applied systematic approach ensures reasonable and, at the same time, required security training without excessive agenda. From a purely economic point of view, funds (usually considerable) in case of a systematic approach are efficiently and meaningfully invested in human resources in a way they significantly reduce the risk of financial loss in the event of impact of security threats in form of security incidents. By this, the actual sense of security training is fulfilled.

REFERENCES [1] ISO 28000:2007 Specification for security management system for the supply chain (01 0381) [2] Commission implementing regulation (EU) č.1035/2011 of 17 October 2011 laying down common requirements for the provision of air navigation services and amending Regulations (EC) No 482/2008 and (EU) No 691/2010

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CURRENT APPROACH TO AIR CARGO SECURITY Michal JIZBA6 Abstract: Air cargo transport plays a prominent role in world supply chain. As such, it must be a subject to supply chain security. In addition, as cargo is often transported in cargo holds of passenger planes, it must not be misused by terrorist organizations to endanger passengers. For the purpose of securing cargo, new methods were developed - such as Authorized Economic Operator programs or advance cargo information systems for risk assessment. The aim of this submission is to introduce current approach to air cargo security, including programs and initiatives in both United States of America and European Union Keywords: supply chain security (SCS), air cargo, security, programs and initiatives INTRODUCTION The air transport passenger security has improved considerably since the events of 11th September 2001. However, recent events have revealed weaknesses in air cargo security - let us take so called "Yemen incident" of 29th October 2010 for example. Al Qaeda cell operating in Yemen planted an explosive PETN inside two packages transported in a cargo hold of both passenger and cargo planes. The PETN was hidden inside toner cartridges mounted inside HP laser printers - luckily, a disaster was prevented thanks to a perfect performance of intelligence agencies. [1] This event definitely underlines the growing importance of ensuring Supply Chain Security (SCS). Air cargo transport forms a substantial part of the world's supply chain - according to Pocket Guide to Transportation 2013 published by U.S. Bureau of Transportation Statistics, its share of value of goods imported in and exported out of U.S. in 2011 was 24.9 % (surpassed only by maritime transport with 46.9 %). [2] However, if we consider the weight of goods, the share of air transport is only 0.4 % (compared to 75 % of maritime transport). Therefore, it is safe to say that air cargo focuses mainly on transport of high-value and lightweight goods with time restrictions of the transport duration. Naturally, security of this kind of cargo must be ensured. In addition, the Yemen incident revealed the terrorist's focus on air cargo, since a part of the air cargo is being transported in passenger planes. Therefore, besides economic concerns, the protection of passengers should be the primary motivation to implement new security measures. However, unlike passenger screening, screening of 100 % cargo is very difficult, if not impossible. There are several reasons - for example, the cargo is already palletized before departure and can't be entirely screened without breaking up. In addition, some consignments are too large for conventional X-ray screening equipment or are made of such material, that screening 6

Michal Jizba, Czech Technical University in Prague, Faculty of Transportation Sciences, Prague, Czech Republic, [email protected], +420728569906

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requires other methods (which may not be available at the particular airport). [3] Based on these presumptions, new approach to secure cargo is required. 1. APPROACH OF ICAO & WCO As a UN agency, the International Civil Aviation Organization (ICAO) is responsible for codification and standardization of techniques and principles in civil aviation, including the security domain. It has been recently announced on ICAO's 38th Assembly in September and October 2013 that ICAO will closely cooperate with international intergovernmental organization World Customs Organization (WCO) in order to secure SCS, including new approach to air cargo security. [4] WCO's most notable set of measures is the SAFE - Framework of Standards to Secure and Facilitate Global Trade. This document concerns customs to business partnership and sets conditions and requirements for Authorized Economic Operator (AEO) concept.

Figure 1. - Principle of AEO concept in air cargo transport [5] The aim of this concept is to build a network of known shippers and operators, whose internal processes fulfill necessary security requirements. [6] Enterprises participating in these programs can in turn look forward to faster customs clearance and fewer cargo inspections. The Figure 1 depicts application of AEO in air cargo transport - goods transported by certified manufacturers and shippers are not supposed to pose a threat and thus can be loaded into more vulnerable passenger aircraft. Examples of AEO include the U.S. Customs-Trade Partnership Against Terrorism (C-TPAT) and EU's Authorized Economic Operator (AEO). ICAO fully supports the AEO concept, which is beneficial for both economic operators and aircraft operators - without AEO, aircraft operators or regulated agents were required to conduct cargo screening in order to secure cargo. With AEO, cargo is already secure before its delivery to aircraft carrier. Overall reduction of costs and time is thus [32]

ensured. However, if the consignor is not part of AEO, cargo still must be rendered secure by a regulated agent or aircraft operator. [3] Naturally, in order to work properly, this concept requires an advanced system of sharing information about the cargo. For this purpose, the subject that renders cargo secure should issue Consignment Security Declaration (CSD). CSD contains information about cargo status and important security information and is shared throughout the supply chain. [3] 2. APPROACH OF UNITED STATES Air cargo security falls under the jurisdiction of the Transportation Security Administration (TSA) and U.S. Customs and Border Protection (CBP), which are both agencies of the U.S. Department of Homeland Security. TSA's key philosophy is the multilayered approach to air cargo security, which includes following: vetting companies that ship and transport cargo on passenger planes to ensure meeting of TSA security standards; establishing a system to enable Certified Cargo Screening Facilities (CCSFs) to physically screen cargo using approved screening methods and technologies; employing random and risk based assessment to identify high-risk cargo that requires increased scrutiny; inspecting industry compliance with security regulations through deployment of TSA inspectors. [7] There are several programs under the jurisdiction of CBP which contribute to SCS. The most prominent is the Customs-Trade Partnership Against Terrorism (C-TPAT). Based on WCO SAFE Framework, members of the C-TPAT are obliged to implement required security measures and co-operate with CBP to protect the supply chain. Both CBP and enterprises benefit from C-TPAT - the latter can enjoy expedited processing, fewer cargo inspection or reduced insurance rates, the former can utilize better risk assessment and target higher-risk cargo shipments. C-TPAT is focused solely on import. [8] Moreover, all cargo undergoes risk assessment and prescreening. Legal background for this activity was provided by Trade Act of 2002, which came into effect in December 2003. The collection of data is carried out by CBP's Advanced Manifest System (AMS). The Trade Act of 2002 sets a specific time frame, in which the required data elements (such as shipper's name and address, consignee information or seal confirmation) must be received in AMS by CBP (in case of air transport 4 hours or wheels up for NAFTA and Central / South America flights). [9] In addition, TSA and CBP have introduced a pilot project called Air Cargo Advance Screening (ACAS), which allows both TSA and CBP to receive security filing cargo data for the purposes of high-risk shipment identification inbound to the United States. Based on these data, TSA and CBP may require additional screening of shipments in question. [10]

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3. APPROACH OF EUROPEAN UNION The Yemen incident has triggered implementation of new measures for air cargo in the EU as well. Before February 2012 EU air cargo security requirements applied only to cargo loaded at airports located in the EU. Since then the regulations apply to all cargo and mail inbound to EU from non-EU airports. [11] Moreover, additional conditions will apply as of 1st July 2014 - only carriers that fulfill all new regulations will be designated as "Air Cargo or Mail Carrier operating into the Union from a Third Country Airport" (ACC3) and will be allowed to transport cargo or mail into EU. All ACC3 must ensure physical screening of all cargo or mail before loading into a plane. [12] In addition, a mutual recognition of EU and U.S. air cargo security program has been negotiated and went into effect in June 2012. As a result, air carriers do not have to apply for additional U.S. measures on condition that they comply with EU standards. Benefits of no duplicated security controls are obvious - lower costs and faster cargo expedition. [11] Besides these new measures, EU introduced its own AEO program based on WCO SAFE Framework. Since it is based on WCO SAFE Framework, mutual recognition of similar programs is possible and desirable (e.g. an agreement of mutual recognition of EU's AEO program and C-TPAT was signed in May 2012). Based on the legal AEO framework, EU Member States have the right to grant the AEO status, which is then recognized by other Member States. The agency responsible for granting the AEO status in the Czech Republic is the Customs Administration of the Czech Republic, which falls under the jurisdiction of the Ministry of Finance of the Czech Republic. [13] Furthermore, based on the Regulation (EU) 1875/2006, carriers are required to electronically transmit the Entry Summary Declaration (ENS) data to the Customs authorities of members of EU Customs Community (Norway and Switzerland have also joined this effort). The aim of ENS is risk assessment and determination of risks presented by cargo. ENS data include information about consignor and consignee, goods specification (including UN code for dangerous goods, if applicable), information about packaging etc. As was the case of AMS in the U.S., there are time limits, in which ENS must be filed (e.g. short haul flights under 4 hours - filed upon departure; long haul flights over 4 hours - filed at least 4 hours prior to arrival at the first airport within the EU customs territory). [14] CONCLUSION This paper introduced current approach to air cargo security from the viewpoint of ICAO and WCO, United States government agencies and European Union. To sum up, according to the opinion of the author, the future trends concerning cargo security are: emphasis on risk-assessment of shipments based on collection of advanced cargo information systems; only high-risk cargo or shipments by unknown consignors subjected to cargo inspection and screening;

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further expansion of AEO programs based on WCO SAFE Framework and their mutual recognition. All these measures contribute to overall SCS and bring economical benefits for enterprises, air carriers and other subjects of international trade. In addition, they guarantee security of passengers aboard passenger planes that carry cargo as well - after all, human lives are more precious than any high value cargo. REFERENCES 1. Shane, S. and Worth, R. 2010. Earlier Flight May Have Been Dry Run for Plotters. [online] Available at: http://www.nytimes.com/2010/11/02/world/02terror.html?_r=3&src=twrhp& [Accessed: 31 Oct 2013]. 2. Pocket Guide to Transportation. 2013. [e-book] United States Department of Transportation - Bureau of Transportation Statistics. http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/pocket_guide_2013_1.pdf [Accessed: 31 Oct 2013]. 3. Moving Air Cargo Globally. 2013. [e-book] ICAO, WCO. Available through: ICAO.int http://www.icao.int/Security/aircargo/Documents/ICAO-WCO_Moving-AirCargo_2013.EN.pdf [Accessed: 2 Nov 2013]. 4. Aircargoworld.com. 2013. ICAO strives to strengthen air cargo security. [online] Available at: http://www.aircargoworld.com/Air-Cargo-News/2013/09/icao-strives-tostrengthen-air-cargo-security/2515360 [Accessed: 2 Nov 2013]. 5. Elias, B. 2010. Airport and aviation security. Boca Raton, FL: CRC Press. 6. SAFE Framework of Standards to secure and facilitate global trade. 2012. [e-book] Brussels: World Customs Organization. http://www.wcoomd.org/en/topics/facilitation/instrument-andtools/tools/~/media/55F00628A9F94827B58ECA90C0F84F7F.ashx [Accessed: 31 Oct 2013]. 7. Transportation Security Administration. 2013. Air Cargo. [online] Available at: http://www.tsa.gov/stakeholders/air-cargo [Accessed: 2 Nov 2013]. 8. C-TPAT overview. 2012. [e-book] U.S. Customs and Border Protection. Available through: CBP.gov http://www.cbp.gov/linkhandler/cgov/trade/cargo_security/ctpat/ctpat_program_informati on/what_is_ctpat/ctpat_overview.ctt/ctpat_overview.pdf [Accessed: 31 Oct 2013]. 9. Trade Act of 2002 - Advance Electronic Information. n.d. U.S. Customs and Border Protection - Trade Act of 2002. [online] Available at: http://www.cbp.gov/xp/cgov/trade/trade_outreach/advance_info/ [Accessed: 31 Oct 2013]. 10. Air Cargo Advance Screening Pilot Strategic Plan. 2013. [e-book] CBP, TSA. Available through: CBP.gov http://www.cbp.gov/linkhandler/cgov/trade/cargo_security/cargo_control/acas_psplan.ctt/ acas_psplan.pdf [Accessed: 2 Nov 2013].

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11. Ec.europa.eu. 2013. Air cargo and mail. [online] Available at: http://ec.europa.eu/transport/modes/air/security/cargo-mail/index_en.htm [Accessed: 2 Nov 2013]. 12. Ec.europa.eu. 2013. From non-EU countries. [online] Available at: http://ec.europa.eu/transport/modes/air/security/cargo-mail/non-eu_en.htm [Accessed: 2 Nov 2013]. 13. European Commission. 2013. Authorised Economic Operator (AEO) - European commission. [online] Available at: http://ec.europa.eu/taxation_customs/customs/policy_issues/customs_security/aeo/index_e n.htm [Accessed: 31 Oct 2013]. 14. Expeditors.com. 2013. Advanced Manifesting Programs. [online] Available at: http://www.expeditors.com/news-media/featured-information/2011/manifestingprograms.asp [Accessed: 2 Nov 2013].

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INCREASING AIRPORT SECURITY USING SYSTEMS ENGINEERING APPROACH Jakub KRAUS7, Peter VITTEK8, Vladimír PLOS9, Martin NOVÁK10 Abstract: This article focuses on increasing security at aerodromes in two ways. The first one comprises processes of data gathering, analysis and optimization of emergency plans from the perspective of gradual changes in aviation. The aim of this section is to describe systems engineering approach used to deal with setting up this significant function of airport. The second way how to increase aerodrome security is to employ sensor networks as a measure to secure various types of actions, including natural, unlawful and operational processes. This attitude will allow completely new kind of supervision. Keywords: Aviation Security, Emergency response plans, Sensor Networks, General Aviation INTRODUCTION Air transport is despite its constant improvements very vulnerable area in terms of unlawful acts. Its main disadvantage is the extensive consequences of any crisis situation that affect not only the aviation but also the entire society. Therefore, it is important to continuously create new defences and, for cases of their failure, also effective and swift procedures to respond to the situation. After many analyses we chose to use sensor networks as a good defence against unlawful acts. Their current development and possibilities comes very handy for securing objects at aerodromes. But, in time when an event which cannot be stopped by defences occurs, it is necessary to have a proper plan to deal with it. Therefore, we also analyse the process of emergency planning to improve airport emergency plans to usable state. WIRELESS SENSOR NETWORKS Wireless sensor networks, such as new technology, are beginning to spread up into different areas of the human life. From the perspective of air transport the most important area is aviation security. But, the use of sensor networks can be in both safety and security, which could be marked as primary area; the protection against unlawful acts. Wireless sensor networks consist of a group of small devices that are deployed in a specific area and communicate with each other wirelessly in order to monitor or control. By monitoring is meant data gathering using sensors and sending the measured values to superior system for processing, analysis and evaluation. The output of the network can display with graphical representation of sensors. Classic sensor network is focused on the collection of onedimensional data that is sent to the monitoring station. Unlike conventional sensor networks, 7

Ing. Jakub Kraus, Fakulta dopravní ČVUT, [email protected] Ing. Peter Vittek, Fakulta dopravní ČVUT, [email protected] 9 Ing. Vladimír Plos, Fakulta dopravní ČVUT 10 Ing. Martin Novák, Ph.D., Fakulta dopravní ČVUT 8

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visual sensor networks have two-dimensional data, i.e. video or photos. In the case of detection the triggered sensor is identified, or the image data are displayed. In general, all elements of the sensor networks should be simple, small and inexpensive devices with low power consumption. If the network requirements permit it, the network nodes should automatically switch to power saving mode after performing their task. A typical node is in standby mode for more than 99% of the time. Typical device used in wireless sensor network consist of the following components: a) Sensor - ICs sensing physical or chemical quantities and transform it into a digital signal b) Sensor board - the basic element to which are connected all the elements of a sensor network device (sensors, power, antenna, radio module, ...) c) Power - power source for devices d) The antenna and radio module - to ensure “wireless” for wireless sensor networks The most important in sensor network use is variability, it is sufficient to think of a place that is needed to secure and then apply sensory network. Thus the main area for sensor network is to use it for securing perimeter and entrances to buildings or to secure the inner spaces. SENSOR NETWORK FOR SECURING PERIMETER

Securing the perimeter should be one of the primary concerns for every airport. The use of sensor networks for perimeter security provides new possibilities for monitoring intruders. It has great advantage against conventional fence in this area, which means that the sensor networks are better for security. The disadvantage is the failure to prevent unintentional entry into the perimeter (animals), therefore from safety point of view conventional fence is better. Another factor influencing the use of sensor networks for perimeter security is the current price of components. The price to secure the airport perimeter with sensor networks is today approximately equivalent to the price of steel fence. Therefore, an interesting way seems to be to securing perimeter with lasers, which on the other hand fail to provide accurate detection of intruder position and do not fully meet the requirements of the sensor network, because they have relatively high power consumption. SECURING OBJECTS AND BUILDINGS

Securing of airport facilities is another part of security, where it is possible use sensor and wireless sensor networks with high added value. As mentioned above, by using a sensor network can be secured almost anything, when at a given location can be measured physical or chemical parameters. Therefore, it is appropriate to use sensor networks for complex security from the door opening control, motion detectors, detection of hazardous substances, [38]

to smoke detectors and fire detection. With such an overall security the diversity in systems and technologies could be eliminated and also in case of failure of some elements of the network the system can still work properly. The highest contribution, however, have sensor network for CBRN (chemical, biological, radiological and nuclear) defence, where for relatively minor cost can be obtained hidden detection of CBRN and thus prevent the realization of the potentially very dangerous consequences. Due to constant improvement of large airports security it is therefore necessary to secure even the small ones to prevent the shift of attention of people, who are trying to do an unlawful act.

SYSTEMATIZATION OF CONDITIONS FOR THE CREATION OF EMERGENCY PLAN Airport emergency planning is controlled process of preparing an airport to deal with emergencies occurring at the airport or in its vicinity. The purpose of airport emergency planning is to minimize the impact of emergencies with emphasis on the protection of human health and life and maintaining air transport. Airport emergency plan describes procedures for coordinated responses of various stakeholders at the airport and outside the airport that may be useful in response to an emergency [1]. If the danger will be non-existent, airport emergency plans would be not needed, but the occurrence of an emergency can be expected regardless of whether that risk is admitted or not. [2] Airport emergency planning should be done in accordance with local specifics and should take into account the already established procedures of other rescue forces of the state. Therefore, when creating emergency plans, airports need to properly communicate with the Integrated Rescue Service (IZS in Czech). The benefit of airport emergency plans is correct allocation of tasks for all participating subjects – rescue and organizational. When emergency planning is held, it is necessary to take into consideration all action plans of each subject that are involved in the emergency situation. It is virtually impossible to drawn up airport emergency plan by an individual. Among the advantages offered by a team approach, we can include e.g. greater involvement of all participants involved in the airport emergency planning and benefit from more expertise in the planning process. At the same time the process of emergency planning is to improve working relationships, ensuring subsequent improved coordination and teamwork during emergencies [1]. Even if airports have their own emergency services, they should work together with the emergency services of the state in the process of emergency planning and during the solution. The basic requirement is that in the creation of the emergency plan of general aviation airports must be involved persons and organizations that will be involved in activities related to the solution of an emergency. Since at each GA airport is different situation, the team can be adjusted according to these needs. The essential members of the team should be the airport operator or a person authorized by him, a representative of the IZS.

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In description of airport emergency plan must be included plans for action in emergencies at the airport or its surroundings, including accidents, malfunctions, emergency conditions during the flight, airport facilities fires, environmental accidents and all other nonstandard situations [2]. Furthermore there must be mentioned procedures for dealing with unlawful acts. These are cases of sabotage against the airport, bomb threats, hijacking and other unexpected situations with increased danger [3]. Prediction of emergency situation is very challenging, but its incidence can be expected, therefore everybody can be prepared to it. Airport operators perceive some emergency events as improbable and preparing to them as too expensive. An important consideration in the process of emergency airport planning must be devoted to analysing the possibilities for support and cooperation of all participating subjects. Airport emergency plan must respect all the tasks carried out by state rescue forces and must also prepare the organization to provide all the assistance and support.

CONCLUSION In this paper, we show the direction of our research in the field of security. From this perspective sensor networks appears to be an excellent technology for expansion in places which are necessary to secure. However, sensor networks are currently still quite expensive for expanding their use and are not sufficiently tested for their potential use for example in airport terminals. But, it is also certain that wireless sensor networks are the future of detection and it is appropriate to explore them more. Part of the defence against unlawful acts, which interferes with the safety, is airport emergency planning. Creating an excellent plan is not an easy task and not every airport has enough resources for testing how it should look and for its subsequent real testing. Therefore, it is necessary to move the whole idea of airport emergency planning to the attention of aviation professionals, but also to create awareness among the subjects of the IZS, which will result in a real airport emergency plans that could be used in appropriate situations. REFERENCES 1. USA. Emergency Guidebook for general Aviation Airports: A guidebook for Municipal Airport Managers. In: AirTAP, USA, 2010. 2. USA. Advisory Circular: Airport emergency plan. In: AC 150/5200-31C. USA, 2010. 3. USA. SLG-101: Guide for All-Hazard Emergency Operations Planning. In: FEMA. USA, 1996. 4. LEWIS, F. L.: Wireless Sensor Networks. In: Smart Environments: Technologies, Protocols and Applications. New York 2004. 5. Raghavendra C.S., Krishna M. Sivalingam, Taieb Znati: Wireless Sensor Networks. Springer. 1st ed. 2004. p.426. ISBN 978-1402078835

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PRIVATIZATION OF THE INTERNATIONAL AIRPORTS IN THE CZECH REPUBLIC AND ITS SECURITY ASPECTS Jan NAJMAN11 Abstract: The paper deals with the concept, basic research, and numerical modeling of the power pulsed microwave generator. In this research report, the shape design and the experimental verification of the pulsed power generator are solved. The design of the generator is based on the use of the relativistic electron beam effect- the Cherenkov effect. Numerical and analytical models of a part of the generator were built and verified subsequently by experimental texts. Key words: air transport, Czech Republic, international airport, privatization, security 1. INTRODUCTION Airports and especially the international one are one of the main parts in organization of air transport. International airports pass through its transformation, as other components of the organization, and these changes have a significant impact on security. The privatization is one of these changes. The result of that is not only a change of owner, as it might seems at first glance. This change has far-reaching consequences on almost all areas, from economic to personnel management and it also affects security issues, of course. But does the privatization affect it positively or negatively? Such privatization was prepared only once in the Czech Republic (CR), in the case of the international airport in Prague (LKPR). This privatization was accompanied by a very long discussion among both professional and lay public and also the media. All those debates were mostly focused only on economic issues of further operation of the airport. Security issues have taken a back seat and they were mentioned only rarely. Therefore, my goal is to identify security threats related to the privatization of international airports in the CR.

2. DEVELOPMENT OF INTERNATIONAL AIRPORTS´ PRIVATIZATION IN THE CR 2.1 The first privatization process We can find the beginning of privatization in 2001 (Parliament of the CR 2004), when began the transformation of the state-owned company Česká správa letišť (ČSL) to a different legal form. However, this process began gaining momentum later in 2003. More specifically, the 17th September 2003 the Government published Resolution No. 916, concerning the transformation of state-owned company ČSL and transfer of airports in Brno, Ostrava and Karlovy Vary from state ownership to the property of the respective regions. 11

Bc. Jan Najman, Fakulta sociálních studií Masarykovy univerzity, [email protected]

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The draft continued to the Chamber of Deputies, where the only thing which was consulted, was the process by which should be performed this transformation of ČSL and airports´ transfer. Because these three airports amounted to about 8% of the property of ČSL, it was not a big loss according to MPs and vice versa it could be easily dispose of the remaining assets then. Furthermore, this transfer had implemented condition that it will not be possible to sell the assets in period of next ten years and the respective regions will have to keep the majority 51% of ownership after that.(Parliament of the CR 2004b) There was no mention of economic disadvantage or security risk12 throughout the negotiations the Chamber of Deputies because the airports of regional significance, although they have the status of international airports, are not considered as strategic items with regard to the state. In addition, at the time of conversion, it was expected the accession of the CR into the Schengen area and thus needs for further investment to adapt these airports. ČSL transformation was completed in 2008 by creating a joint-stock company Letiště Praha, a.s. 2.2 Second privatization process Next privatization has been related directly and only to the company Letiště Praha, a.s. This process began officially in 2008, when the Government began negotiations on the privatization process of the state ownership interest in this company. These negotiations resulted in Resolution No. 666, according to which should be initiated privatization preparation, preparation of public tender and where was also approved sale of 100% of the state ownership in the company.(Government of the CR 2008) This time, the Government decided to act according to Act No. 92/1991 Coll. the transfer of state property to other persons, according to which the whole matter should be decided solely by the Government to draft the relevant ministries. But the group of MPs, whose representative was Bohuslav Sobotka, disagreed with that. They worked out a draft of law on property LKPR, which was sent to the Government and subsequently to the Chamber of Deputies, where this draft was very tumultuously discussed in three readings. Above all, it was the economic and security advantages/disadvantages of privatization and also the competence of the Chamber of Deputies involved in this process. The draft was published as Act No. 69/2010 Coll. and stopped the process of privatization, because according to this Act LKPR as well as all property belonging to that must remain the property of the CR or legal persons who are established in the CR and the CR have a hundred percent ownership interest.(Website EPRAVO.cz 2012)

12

The only criticism was raised by the former Minister of the Interior Stanislav Gross. It was related to the draft where were not treated functions of the state, which must be performed at these airports. It was the activity of the Integrated Rescue System and the Armed Forces.(Parliament of the CR 2004c)

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3. PRIVATIZATION OF INTERNATIONAL AIRPORTS AND ITS IMPACT ON SECURITY13 The airport is the first reference object that surely comes to everyone´s mind. Because this is primarily a change of its structure and organization and any change might mean not only improvement but also probable deterioration. The second reference object is the state itself. 3.1 Security recommendations Experts at airport security argue that the security has firmly defined by legislation. Their opinions however differ in the fact which legislative regulation is the basic one. According to a representative of the Pardubice international airport (LKPD) V. Vavřina14 the security issue is define by the National civil aviation security programme security program of the CR, which is mandatory for all parties.(Vavřina 2012) According to a representative of Civil Aviation Department (CAD) V. Kulawiec15 the contrary EU legislation is more important in this aspect, and gives a solid framework to the security.(Kulawiec 2012) Representative of LKPR S. Jonáš16 is not so sure in this approach. "(...) However, it is clear that in contrast to state-owned airports, where is more or less emphasized the role of major transport infrastructure manager, purely commercial entities are primarily focused on the profit, and therefore they will probably also logically move to the required regulatory minimum level in their proposals, of course, after assessment of perceived specific risks."(Jonáš 2012) On the other hand, the political representatives of the Security Committee are much more sceptical. According to the Deputy J. Tejc17 it is not so important who own the airport, as to who provides and performs the service in specific areas. "If you have more private entities participating there, in my opinion, the risk of security breaches is greater because usually fluctuation of employees in the commercial sector is higher. At the same time demands on employees, the often tend to be lower in private sector than in the institutions of the state."(Tejc 2012) Deputy D. Korte18, however, goes even further. According to him, the security already decreased which was proved by security incident at LKPR, more precisely in the cargo terminal in September 2011.(Korte 2012) 13

Because the privatization has never occurred in the CR, we are, in all cases, in terms of hypotheses. 14 Ing. Vít Vavřina works as an internal auditor at LKPD. 15 Mgr. Vítězslav Kulawiec works as a manager of CAD at Ministry of Transport. 16 Stanislav Jonáš works as a manager at Department of Strategy and security standards at LKPR. 17 JUDr. Jeroným Tejc is Deputy and member of Czech Social Democratic Party and also member of the Security Committee. 18

PhDr. Daniel Korte is Deputy and member of TOP09 and also member of the Security Committee.

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3.2 Vetting of employees According to Deputy D. Korte current system is inadequate and according to him it would be better if people were vetting by the National Security Authority (NSA) in order to exclude the possibility that these employees have some commitments from the past, due to which they could be blackmailed.(Korte 2012) In this regard, intensification of vetting Deputy J. Tejc agrees and adds other control activities. There should be clearly defined competencies and duties of state authorities that perform audits and random checks, which would prevent or at least reduce the neglect of duties of employees, whether negligent or direct intent.(Tejc 2012) In his view, moreover, in the case of private ownership of an airport, the state control should be retained or rather tightened. This would provide a dual mechanism, where each employee would be assessed not only by the airport operator, but also by the state itself. He also applied this procedure to the example of the incident in September 2011 when, according to him, the formal control of the state and the company practically nonexistent at all.(Tejc 2012) The representatives of airports have the same opinion in this issue. It is time for discussion about vetting through the NSA. However, the legislation is set quite clearly in this case and is thus the same as for airports, which are state-owned, as well as for private ones. Because the process is delegated to the subjects themselves, and it is administratively undemanding, it is already set at minimum cost, and therefore we cannot assumed that private companies would ever want to reduce these costs.(Jonáš 2012) The issue of compliance and accuracy of this process is another problem. 3.3 Smuggling of goods and illegal material We have to mention the cargo terminal at LKPR in this case again. The cargo terminal was sold in 2007 as part of the Air Cargo Terminal to Central European Handling.(Website Měšec.cz, 2007) at that time it did not know who exactly is behind this company. The company was later renamed as Prague Handling Company and its management has become even more opaque.(Rychetský 2012) The company is in bankruptcy nowadays. The only person, who is associated with it, is a member of the Board JUDr. Veronika Ordnungová. At the same time also it speculates on relationship of Ordungová and arms dealer Richard Háva. Ordnungová had worked in companies that were close to this arms dealer. Any of the respondents did not want to comment this issue, mostly because they cannot assess it. V. Kulawiec from CAD even said: "I have completely different concerns than watching some personal ties. Prague Airport has a high security standard and that is what I focus on."(Kulawiec 2012) According to experts at airport security V. Vavřina and S. Jonáš if we keep security and control procedures it should not occur to the illegal import or export of weapons. S. Jonáš also added that he is not aware of the misuse of air transport in such manner.(Jonáš 2012) V. [44]

Kulawiec and Deputy J. Tejc are not so sure. According to V. Kulawiec this may occur after privatization, as well as before it.(Kulawiec 2012) 3.4 Misuse of security information From the perspective of the state, the surveillance of information relating to the security is very important. MPs discussed it very tumultuously when they approved Act No. 69/2010 Coll. ownership of the airport Praha - Ruzyně. This debate alerted especially the fact that there will be provided also information beyond the scope of operation of aviation.(Parliament of the CR 2009a) This could also revealed the names of persons who work in security or intelligence forces.(Parliament of the CR 2009b) In addition, check-in systems at each airport are connected with the police and customs databases to speed up and simplify the handling process. The Deputy J. Tejc also pointed out that we still struggle with the fact that software vendors are freeholders. "The state does not produce it, does not have its own software company that would manage these databases. Perhaps with the exception of electronic criminal proceedings which were basically built as part of the police."(Tejc 2012) Security expert S. Jonáš considers these systems as relatively well-secured. "I am not afraid of misuse. It comes from the knowledge of the type of information which we are talking about and their potential vulnerability. It is true that some relatively complex databases contain sensitive data such as check-in systems with data of passengers, no-fly lists, etc.), but in practice there is granted access to also much more sensitive data for private companies according to contract conditions."(Jonáš 2012) 3.5 Privatization and influence of lobbyists Recently, the media began uncovering more and published cases of lobbyists in the country. LKPR is also connected with this issue. But the situation is not precisely mapped and has been publicized recently, so it is not possible to deal with it too deeply. L. Capoušek19 was the only respondent who mentioned this topic. He mentioned it in connection with the Vodochody airport (LKVO) and investment group Penta, which operates it. In the project of LKVO were some uncertainties and the influence of interest groups.(Capoušek 2012) In early April 2011 the Insider published several articles about the connections among lobbyist Roman Janoušek and members of the Government and Czech president in 2007. More precisely that was in the time when the privatization of LKPR was prepared. It supposed that Roman Janoušek wanted some benefits from the privatization but not only him, but also the former Mayor of Prague Pavel Bém, or the former Governor of the Central Region Petr Bendl.(Slonková 2012) Ing. Ladislav Capoušek, Ph.D. works as a pilot for Czech Airlines and teaches at Czech Technical University in Prague. 19

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Because these articles are based on records of telephone calls and messages we can only speculate about their precise content. And it is the same with the influence of Roman Janoušek on the Government which approved the privatization of LKPR or on the President Václav Klaus who vetoed a draft which stopped the privatization. On the other hand, the influence of lobbyists is rising not only in the CR and therefore it can be assumed that they will be able to intervene the process of privatization also in the future. This might have a major economic impact and security one, which of course depends on whom lobbyists represent and to what purposes.

4. CONCLUSION Privatization of international airports in the CR is a phenomenon that has not been stopped despite the Act No. 69/2010 Coll. ownership of the airport Praha - Ruzyně. Although it stopped privatization of LKPR, it did not stop the privatization of airports and other parts, at all. As turned out in my work, privatization may not be only a positive change for individual airports, but also can hide various dangers and threats. However, these threats can be eliminated. It depends on how the system is set. But legislation alone is not enough, as it turned out the event of an incident at the cargo terminal LKPR. This legislation must include a clear division of responsibilities of the authorities and also define an effective control system. The security of airports is quite dynamic and constantly evolving thing. Therefore, it is likely that some future threats may disappear or reduce the risk of occurrence or vice versa the risk even increase. It is necessary need to emphasis on prevention, and sought out threats actively. We can reduce the risk only in this way.

REFERENCES Primary sources [1] Jonáš, S. (2012): Questionnaire for Bachelor Thesis. Prague 18/04/2012. [2] Kulawiec, V. (2012): Questionnaire for Bachelor Thesis. Prague 28/03/2012. [3] Parliament of the CR. 2004a. Stenographic record from 27th meeting, 12th February 2004. Prague. (http://www.psp.cz/eknih/2002ps/stenprot/027schuz/s027082.htm#r1) – verified on 17/04/2012. [4] Parliament of the CR. 2004b. Stenographic record from 27th meeting, 12th February 2004. Prague. (http://www.psp.cz/eknih/2002ps/stenprot/027schuz/s027084.htm) – verified on 17/04/2012. [5] Parliament of the CR. 2009a. Stenographic record from 54th meeting, 31st March 2009. Prague. (http://www.psp.cz/eknih/2006ps/stenprot/054schuz/s054019.htm#r2) – verified on 19/04/2012.

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[6] Parliament of the CR. 2009b. Stenographic record from 62nd meeting, 30th September 2009. Prague. (http://www.psp.cz/eknih/2006ps/stenprot/062schuz/s062040.htm) – verified on 20/04/2012. [7] Rychetský, J. (2012): Hrozbu letiště ministerstvo tají. Vidím věří v úřednickou lemplárnu, [8] on-line verze (http://www.parlamentnilisty.cz/parlament/vlada/Hrozbu-letisteministerstvo-taji-Vidim-veri-v-urednickou-lemplarnu-223479) – verified on 04/03/2012. [9] Slonková, S. (2012): Janouškovy odposlechy: Hrálo se o miliardy z letiště, on-line verze (http://aktualne.centrum.cz/domaci/kauzy/clanek.phtml?id=739817) – verified on 20/04/2012. [10] Vavřina, V. (2012): Questionnaire for Bachelor Thesis. Pardubice 13/04/2012. [11] Government of the CR. 2008. Czech Government Resolution of 2nd June 2008 No. 666 on the procedure of privatization of the state ownership interest at Prague Airport, a.s. Prague. (http://racek.vlada.cz/usneseni/usneseni_webtest.nsf/0/D8D9D0890F62B0E8C12574630 04A880A/$FILE/666%20uv080602.0666.pdf) – verified on 17/04/2012. Internet sources [12] Website epravo.cz. 2012. (http://www.epravo.cz/top/zakony/sbirka-zakonu/zakon-zedne-1-prosince-2009-o-vlastnictvi-letiste-praha-ruzyne-17685.html) – verified on 17/04/2012. [13] Website měšec.cz. 2007. Valná hromada ČSA schválila prodej dceřiné společnosti Air Cargo Terminal, on-line verze (http://www.mesec.cz/tiskove-zpravy/valna-hromada-csaschvalila-prodej-dcerine-spolecnosti-air-cargo-terminal/) – verified on 20/04/2012. Interviews [14] Interview with Daniel Korte, Prague, 27/03/2012. [15] Interview with Jeroným Tejc, Brno, 16/04/2012. [16] Interview with Ladislav Capoušek, Prague, 29/03/2012.

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ZKUŠENOSTI S INCIDENTEM NA PALUBĚ LETADLA BEZPEČNOST NA PALUBĚ PO DOBU LETU Vladimír SMRŽ20, Daniel PONCZA21 Abstrakt: Příspěvek se věnuje hledání prevence, předcházení incidentům a jednomu z menších incidentů, které jeden z pisatelů osobně zažil. Klíčová slova: Bezpečnost, Security, letadlo, let

1. ÚVOD Článek se zabývá incidentem – jeho vnějšími projevy za letu a možnostmi řešení podobných incidentů. Událost se přihodila za letu z rekreačního střediska do hlavního města, na pravidelné lince jedné společnosti. Má dvě cestovní třídy, business a economy. Letadlo je schopné pojmout více než sto cestujících a je určeno na krátké a středně dlouhé trasy. Předběžná doba letu byla odhadována na necelé 2 hodiny letu. Ve 20:15 hod. se vydalo na svůj let.

2. POPIS PRŮBĚHU LETU 2.1 Popis letu Piloti s posádkou a cestujícími prolítávali celkem přes 5 zemí, v pořadí přes Francii, Itálii, kde pod sebou mohli vidět město Genova, a již po západu slunce také historické město Milano. Poté se letadlo dostalo do rakouského vzdušného prostoru, kde míjelo v Alpách zasazené město Innsbruck aj. Dále pak následoval přelet do německého vzdušného prostoru a nakonec, nad domovským letištěm. Graficky znázorněný průběh letu s výškou, rychlostí a časem vypadá následovně:

Od startu letadla z letiště v Nice, bylo na palubě letadla vše v pořádku. Cestující, ani posádka nic zvláštního nezaznamenala. Vše se odehrávalo dle normy, tak, jako většina letů, bez větších komplikací. Let ale na malou chvíli vybočil z těchto norem.

20 21

doc. Ing. Vladimír Smrž, Ph.D., VŠB - TU Ostrava, [email protected] Daniel Poncza, VŠB - TU Ostrava, [email protected]

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2.2. Stav před incidentem Před napadením se agresor choval poněkud nezvykle. V době, kdy letušky rozvážely občerstvení v letadle a nacházely se ve druhé třetině zadní části letadla, se útočník zjevil v uličce a začal zmateně pobíhat. Přibližně 3x prošel tam a zpět. Začal na posádku letadla něco pokřikovat. Dotyčnému však nešlo z dálky rozumět. Letušky byly k muži blíže a zřejmě mu rozuměly, na výkřik zareagovaly odkývnutím a pokračovaly ve své práci. V průběhu zmateného poskakování muže po letadle, zbystřila na něj pozornost většina cestujících, sedících ve druhé a třetí třetině letadla. Chování dotyčného nebylo až tak nápadné, aby vzbudilo pozornost celého letadla, ale bylo poněkud nezvyklé a mě osobně zajímalo, co se asi děje, když se jeho zmatená chůze projevovala v nenormálním, nezvykle zvýšeném tempu. Poté, co letušky na pokřik uvedeného muže odpověděly kývnutím, se aktér ztratil z mého zorného pole. Odešel někam do přední části letadla, kde se buď usadil, nebo se tam šel jen postavit. Letušky dokončovaly obsluhu cestujících a nacházely se u poslední řady letadla. Má pozornost a zájem všech ostatních cestujících o aktéra vymizela, protože vypadalo, že je vše vyřešeno a v pořádku. Cestující si „hleděli svého“. 2.3. Průběh incidentu Po přibližně 20 sekundách, kdy se jedna z letušek nacházela stále u poslední řady, se muž náhle zjevil opět v uličce a upoutal na sebe pozornost více než dvě třetiny cestujících na palubě. Své rychlé pochodování v uličce si zopakoval, něco poukázal na obsluhující posádku a doslova se vrhl na jednoho, v uličce sedícího muže, v prostřední části letadla. Sedící muž si to nenechal líbit a chtěl se bránit. Napadený muž se postavil a roztržka probíhala v samotné uličce. Palubou zaznívaly od lidí více či méně hlasité pokřiky, ve smyslu- “ať toho nechají nebo ať někdo něco udělá.” Jeden z cestujících, přibližně po 4 sekundách od vyvolání šarvátky, který seděl v řadě před oběma bijícími se muži, se do šarvátky vložil. Snažil se o zklidnění situace a roztržení obou mužů od sebe. V tu chvíli se jedna letuška nacházela v přední části, v místě incidentu, druhá u poslední řady vzadu. 2.4. Řešení problému Přibližně za 2-3 sekundy letuška stáhla svůj obslužný vozík z uličky, a do 7 sekund byli společně s mužem v černém kabátě u obou aktérů. Tento pán v černém, společně s dalším cestujícím, který se do incidentu vložil za účelem uklidnění situace, a jednou letuškou, ta co stála v přednější části, odtrhli oba aktéry od sebe. Čas, od počátku do odtržení, byl přibližně 13 sekund. Agresor naštěstí nebyl tak agresivní, že by napadl fyzicky ostatní muže, kteří se snažili incident uklidnit. Cestující, co se přidal k dvojici rváčů jako první, se usadil na své sedadlo. 2.5. Ukončení problému Napadený muž se přesunul s letuškou do zadní části letadla a muž v černém kabátě zůstal s agresorem na místě dění. Po pár sekundách se oba přesunuli do přední části letadla, kde spolu debatovali .Muž v č.k. agresora stále douklidňoval, ten naštěstí neměl dostatečnou [49]

agresivitu na to, aby se pustil i do něj. Po chvilce agresora usadil v přední části letadla a přesunul se do zadní části, za napadeným mužem. S napadeným taktéž něco prodebatoval a usadil ho v zadní části letadla, kde bylo volné místo. Letušky začaly nosit ze zadní části ručníky na místo dění a zaslechl jsem dokonce, jak si sdělovaly, “že tam má být i krev”. Oba aktéři incidentu byli po celou dobu letu poměrně daleko od sebe, takže se eliminoval pokus o znovu napadení a vyvolání nepříjemné události na palubě.

Obr. 1. Layout letadla.

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Obr.2. Incident na palubě (2)

3. PRŮBĚH PROBLÉMOVÉ UDÁLOSTI VŠEOBECNĚ. Každou událost možno rozdělit minimálně na pět částí: 1. 2. 3. 4. 5.

Podnět pro vznik problému Existence problému Řešení problému Ukončení problému Poučení ze vzniklého problému

Z popisované události je možné vidět, že v tomto případě posádka letadla a muž v černém situaci zvládli dobře. Vyvstaly otázky typu: -

bylo možné události předcházet? bylo možné i jiné řešení? bylo ukončení problému dostatečné?

4. ZÁVĚR Popsaná situace se reálně stala. Je to jedna z mnoha událostí, která se mohou vyskytnout a dopadnout jinak a možná - podstatně hůře. Zde nebyl agresor příliš útočný, nechal se spacifikovat, řešení bylo krátké a neohrozilo cestující, ani samotný let.

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Zaznívají otázky, jak je možné takovým situacím předcházet a také, jak je rozumně řešit. Všechny letecké společnosti mají svá řešení, více, nebo méně efektivní. V současné době nejsou dořešena všechna: 1. Preventivní organizační prostředky 2. Preventivní technické prostředky 3. Způsob řešení incidentu 4. Řešení situace po ukončení incidentu 5. Nápravná opatření I tato situace poukazuje na reálnou bezpečnostní hrozbu. Bylo by dobré, kdyby posádka s předstihem věděla o případném potenciálním bezpečnostním riziku z pozice cestujících – jejich chování. Existuje zde možnost delší odborné přípravy posádky na případnou nenadále vzniklou situaci. Naší snahou je především hledat řešení v prvních dvou oblastech, navrhnout technická a organizační opatření a tím přispět k bezpečnosti letu.

LITERATURA 1. MARTINEC, F.: Problémy palubní bezpečnost, Medzinárodná vedecká konferencia, Zvyšovanie bezpečnosti a kvality v civilnom a vojenskom letectve. Žilinská univerzita Žilina, 2013, strany, ISBN 978-80-554-0665-7.

2. PONCZA, D.: Vlastní foto, 2013. 3. VOLNER, R., MARTINEC, F.: Bezpečnostní management v letectví, Ružomberok, 2013.ISBN 978-80-561-0036-3.

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MEASURES FOR TIME SHORTENING OF PASSENGERS’ SECURITY CHECK AT AIRPORTS David ŠOUREK22 Abstract: Middle and big airports are struggled with task how to make the security check of passengers as smoothest as possible and not to decrease high level of security standards. The quantity of security measures increase and in most cases all of these new measures are added to existing without deeper coordination and interconnection. There are some questions about meaningfulness of particular security measures because without interconnectedness among them there is no added value to better security check. This paper is focused on analysis of particular parts of passengers’ security procedures with impact on duration of these procedures and its necessity. Key words: airport, security INTRODUCTION Passengers’ check-in process at the airports can be divided into several parts. Initially the passengers obtain the boarding pass (by one of a few possible ways, e.g. self-check-in) and at check-in counter the passenger hands over his baggage which will be transported in aircraft’s baggage compartment. Even in these cases the self-check-in is possible but there are only a few airports in the world which offer this option. After that the boarding pass and the travel documents are checked. At the same time the allowed size of cabin baggage is checked. Then the passenger continues to security check and to the air side of airport. The baggage check-in process and the security control represents the significant risk of delay in passengers’ check-in process at the most of airports. CRITICAL POINTS OF CHECK-IN PROCESS There exist several critical points in the passengers’ check-in process. Some points are critical from security point of view others due to time of passing through them. The gaining of boarding pass is completely in passengers’ hands at most of the big airports. The time, which is needed for obtaining of boarding pass at the airport, depends on chosen type of check-in. If only the time, which the passenger needs for check-in directly at the airport, will be counted it is possible that this time will be zero. Time of delay for particular types of check-in is shown in table 1.

22

Ing. David Šourek, Ph.D., Dopravní fakulta Jana Pernera, Univerzita Pardubice, [email protected]

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Table 1: Time needed for obtaining of boarding pass Type of check-in Time [s] Internet 0 Mobile phone 0 Self-check-in (experienced PAX) 30 – 60 Self-check-in (occasional PAX) 60 – 180 For occasional passengers (especially of higher age) it is necessary to ensure the assistance for manipulation with self-check-in kiosk because the shown information may be in different language than the passenger knows. The sufficient number of kiosk must be installed for smooth and fluent check-in. The situation is not so critical in this field due to high number of presented kiosks in airport halls. The zero time of internet and mobile phone type of checkin means that the passenger enters into the airport hall with valid boarding pass and so he can skip this step at the airport. The boarding pass can be in printed or electronic form.

Figure 1: Critical places (marked as points and squares) In case of baggage check-in process the several cause of lower throughput of whole check-in system can be identified. One of the main causes is insufficient number of opened check-in counters where the passengers can checked-in their baggage. However, the main problem does not lie directly in small number of check-in counters but in the mode of checkin. The most of airports prefer the mode called flight check-in. In this mode the two or three check-in counters are set for economy class check-in and one for business class check-in for one flight. Some check-in counters remain unused and some have the long queues. Also the baggage self-check-in is not very developed at the airports and so the passengers have to go to the check-in counter (almost with queue). Similar problem can be identified also in case of security check. For this check is available sufficient number of detecting frames however not all of them are used in one time. On the other hand there exist several differences in comparison to baggage check-in process, which can be mentioned: -

Need of more qualified employees for security check More employees for one service place (one detection frame) [54]

-

Often rotation of workers due to possible loss of concentration Higher costs of one service place (detection frame, baggage scanner) Intentional creating of queues.

There are much higher requirements on qualified staff in comparison to baggage check-in. Failure of staff in case of security check can be with tragic impact in contrast to baggage check-in. The higher requirements of security check need higher number of staff for one servicing place. Two to four employees are needed for one detection frame. It carries the higher operational costs as baggage check-in. It is evident that possible measures for throughput improvement have to count with specifics of security check. In case of security check the partial reduction of throughput and artificial creating of queues can be desired. Due to this procedure the behaviour of passengers in the queues can be monitored. In coordination with e.g. remote human body temperature scanning it is possible to increase probability of potential unlawful acts revelation. Next factor, which has an influence on throughput of check-in system (even though not so significantly), is the way of queues forming. Mobile barriers for queues control are installed in front of servicing places at many airports. This system is used to directing of passengers flows to servicing places and so it is possible to define the area for queue and its shape. Despite the fact that these systems are very flexible it is not attached great importance to their using. In most cases the passengers have to go longer distance than it is necessary. It is caused by improper adjustment of this system to present situation and to the passengers’ flow intensity. Next area where the passengers are delayed is the check of identity papers, boarding passes and size of cabin baggage. This check is situated in front of security check. There arises the question that this check is really necessary. In case that this check will be removed the border between land side and air side will be moved directly to gates. Before the passenger pass through gate the boarding pass is in fact checked again. However, there is a risk that the flow of passengers through security check might be increased. POSSIBLE MEASURES FOR CHECK-IN PROCESS THROUGHPUT IMPROVEMENT As mentioned above the baggage check-in delays are caused by insufficient number of check-in counters. There exist several possible measures for throughput improvement. As first of them the change of baggage check-in mode can be presented (alternatively also check-in mode of passengers). The flight check-in is prevailing today. The check-in according airline operators or common check-in is much more effective. “Airline check-in” means that the higher count of check-in counters is assigned to one air operator. All assigned check-in counters are used for check-in of all flights which are operated by this air operator. There are no check-in counters which are assigned to one specific flight. Passengers have for disposal higher count of check-in counters as in case of flight check-in. More effective is the case of common check-in, where passenger of any flight can be checked-in on each opened check-in counter. Based on flight schedules and historical data the more effective control of number of [55]

opened check-in counters is possible. It enables almost instant response to any fluctuation or possible unevennesses in passengers’ flow. Next possibility for check-in throughput improvement is implementation of baggage self-check-in. This possibility doesn’t have to directly shorten the time of baggage check-in but increase the number of check-in places and due to this the queues in front of check-in counters might be shorter. The implementation of self-check-in counters also enables (in some cases) savings of staff costs, because some self-check-in counters can substitute or replace the ordinary check-in counters (but not all). Aside of this measure it is important to properly set the mode of queues. Selected mode cannot affect the throughput in relevant way but it can influence perception of quality (speed) of passenger check-in process. It is possible to set (or to let create) own queue for each servicing place or set only one queue for more servicing places together. In the first case the passengers are able to immediately find out the shortest queue and join this line. The movement in single queues seems to be slower than in case of common queue. The passengers have feeling that the queue moves ahead with higher speed (although the queue is much longer than in previous case). The check-in process is perceived as faster and it means from passengers’ point of view the higher quality of this process. In case of security check the common queue mode is mostly chosen. Reduction of time needed for passing through security check is possible to reach due to right arrangement of passengers in front and behind detection frame where only one passenger can go through in one time. The sufficiently large free area should be in front of detection frame. The passengers have there a plenty of time for taking all metal items out from their pockets. If the passenger is short of time in area in front of detection frame he might forgot to pull out some items. These items will be detected in the frame and the passenger spends extra time for more thorough security check by hand held scanner. The second case is that the passenger wants to lay all metal items aside but the time between possible start of laying items aside and the clearing of detection frame (next passenger can go through) is too short. The detection frame remains unused for a longer time than is really necessary. In other words the passenger causes the delay of all passengers in the queue and the throughput is lower. The similar situation can be seen in area behind the detection frame, where the passengers take back all their items. If the tables are occupied behind the security check the staff don’t invite next passenger for going through the detection frame. Critical place which can be eliminated only partially is the X-ray scanner. There the speed of service depends on content of passengers’ cabin baggage. This situation cannot be influenced without radical regulation of allowed items in cabin baggage. But it is unfeasible to set more strict rules for cabin baggage. The speed of recognition of cabin baggage content depends on speed and practice of staff. However, it is obvious that it is impossible to ask staff for the shortest time of detection of X-ray images. This situation might lead to higher error rate and to lower probability of dangerous items revelation. In final consequence it might lead to reduction of security level. On this field it is possible for throughput improvement to use methods and studies which are focused on human performance. The staff should be deployed to X-ray scanner according to their performance curve.

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CONCLUSION Security check and whole check-in process is very time consuming. There exists the effort for improvement of throughput of check-in process. There are several possibilities how to reach this. Some measures (e.g. change of baggage check-in mode) are not so economic demanding. In case of security check it is possible to find time savings in better organization and control of activities in front of and behind the detection frames. Next possibility is to apply for staff some human performance methods for improvement of their speed and reliability. REFERENCES 1. de BARROS, Alexandre G., WIRASINGHE S.C., Optimal terminal configurations for new large aircraft operations, Transportation Research Part A 37 (2003), Elsevier, s. 315– 331, ISSN: 0965-8564 2. KAZDA, Antonín., Letiská. Design a prevádzka. 1. vydání. Žilina: VŠDS, 1995, ISBN 80-7100-240-2 3. KERNER, Libor, KULČÁK, Ludvík, SÝKORA, Viktor. Provozní aspekty letišť. 1. vyd. Praha: ČVUT, 2003. 270 s. ISBN 80-010-2841-0 4. de NEUFVILLE, Richard; BELIN, Steven C. Airport Passenger Buildings: Efficiency through Shared Use of Facilities. Journal of Transportation Engineering, May 2002, Vol. 128 Issue 3, p201, ISSN 0733-947X 5. de NEUFVILLE, Richard a ODONI, Amedeo R. Airport systems: Planning, design, and management. New York: McGraw-Hill, 2003. ISBN: 0-07-138477-4.

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PHYSICAL POSSIBILITIES OF X-RAY SYSTEMS Jaroslav TUREČEK23 Abstract: X-ray systems are the basis of security baggage scanning at airports. There are a few physical principles of x-ray systems as simple imaging, dual energy, back scatter, CT and diffraction imaging. These physical principles predetermine detection capabilities of the devices. The most powerful systems are usually relatively slow and expensive. The solution is a combination of two systems. Keywords: X-ray System; Dual Energy, Backscatter; CT; Diffraction Imaging.

1. INTRODUCTION Reliable detection of explosives in the baggage is necessary for security protection of important targets against terrorist attacks. The basis of security scanning of baggage is x-ray system and it will also be in future. There are a few kinds of x-ray systems. They are based on absorption, back (Compton) scattering and diffraction of X-rays in the material of examined objects. On one side of the examined object there is a source of x-ray and on the opposite side (in the case of the backscattering on the same side) there is a detecting array. [1] 2. INTERACTION OF X-RAY RADIATION WITH MATERIAL OF THE EXAMINED OBJECT X-ray radiation is highly penetrating, although the original intensity of the incident radiation Io [W m-2] decreases after passing through the substance thickness d [m] accordance with the approximate empirical relationship of equations and formulas, use numbering in parenthesis aligned right: I = Io e-m d

(1)

, where m [m-1] is the total linear coefficient of attenuation. This coefficient equals the sum: m = mf + mc + mp

(2)

, where mf is the attenuation coefficient of the photoelectric phenomenon, mc is the attenuation coefficient of Compton scattering and mp is the attenuation coefficient given by formation of electron pairs. The photoelectric effect and the formation of electron pairs are absorption phenomena, part of the X-ray radiation is absorbed by the material. During Compton scattering (called also backscattering) the given part of radiation is scattered approximately equally in all directions. A smaller part of the X-rays passing through the examined object is diffracted at a small angle from the original direction. [2] 23

doc. RNDr. Jaroslav Tureček, Ph.D., Policejní akademie ČR v Praze, [email protected]

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3. SIMPLE IMAGING OF PASSING THROUGH X-RAYS X-ray systems with conveyer belt, unlike the ones without conveyer belt, are the basis of most of the security checking points. Various advanced physical principles are used especially for them or even only for them. Design of X-rays systems with the conveyor belt has more advantages even in the case of simple X-ray imaging of passed through x-ray radiation. It is clear that it allows to increase the number of pieces handled per unit of time. But we must also realize that to obtain X-ray image of a three-dimensional solid items undistorted in both directions the item should be irradiated with parallel beams of X-rays. It is better fulfilled in the case of small-sized items when the distance between the x-ray tube and the item is substantially greater than the dimensions of the item. Dimensions of checked baggage are larger and x-ray tube cannot be placed at a greater distance from them. However, the movement of baggage on conveyor belt is exploited by scanning system, which eliminates horizontal image distortion. The scanned baggage is only irradiated by x-ray fan beam in a vertical plane at one time. This scanning improves the quality of the image obtained from the transmitted radiation, too. In the case of irradiation of the whole scanned object at one time each point of detection array is not radiated only by the x-ray beam which goes directly from x-ray tube through the baggage. It is also radiated by Compton radiation from all organic material inside the baggage. Although this second radiation is much weaker it causes flare of the image. There is practically no image flare in the case of scanning of baggage on conveyor belt because a thin vertical slice of baggage is only irradiated at one time. 4. X-RAY SYSTEMS WITH DUAL (MULTI) ENERGY X-ray systems with dual (multi) energy are very widespread. This method allows distinguish between organic, inorganic and metal materials in its simpler design. These types of materials are shown in different colours on monitor. The more precise version also allows automatic detection of explosives and drugs in checked baggage in accordance with their effective proton number, which is approximately equal to the average proton number of the substance. The essence of the method of dual energy is that the size of the three X-rays absorption coefficients depends not only on the type of fabric (in particular on its density and average atomic number, more precisely on its effective proton number), but also on the wavelength of x-ray radiation. This wavelength is directly related to the radiation frequency f: c= .f (3) The frequency f is associated with the energy of the individual x-ray photon: E=h.f

(4)

Two (several) geometrically identical images of the scanned object are taken at dual (multi) energy method. These images differ only in the value of the energy of applied X-ray [59]

photons. It means they differ only in the wavelength of applied x-ray radiation. Then the computer estimates the effective atomic number of the investigated material from a comparison of these two (several) images. [3]

5. BACKSCATTER (COMPTON SCATTER) The checked baggage had to be scanned by thin x-ray beam at one time. A small portion of the incident radiation is scattered on light atoms to all directions. A detection array is on the same side as the x-ray source. It means that the detection array detects only the x-ray photons scattered from the light atoms of the material in the beam path at a given time. Then the image point corresponding to the beam path lights on the monitor with intensity corresponding to the signal strength. Backscattering is intensive especially on the material with atoms with low proton number. It means that organic materials as explosives, drugs, paper, plastics, wood, foods, cosmetics and drinks will especially lights on monitor. This is the opposite of the dual energy methods.

6. COMPUTED TOMOGRAPHY Interpretation of x-ray image is difficult and ambiguous especially for larger luggage with varied content. Interest items as explosives and drugs are overridden by more innocuous items located before and behind them. This problem is perfectly coped with X-ray systems based on computed tomography (CT; more precisely x-ray transmission CT). A transmission x-ray image of the whole baggage is firstly obtained with common x-ray system, which is placed before the CT part. Then the operator usually selects from one up to six cross-sectional slices of CT. He usually selects from one up to six slices going through suspicious items. Then the conveyor moves and automatically stops the baggage inside CT part so that the plane of the first slice is identical with the vertical plane of CT ring. There is a x-ray source on one part of the CT ring and a detection array on the opposite part. The ring rotates around the stoped conveyor belt with baggage and the system takes a lot of snaps of the cutting slice of the baggage from various directions. Then the computer calculates the attenuation of x-ray radiation for each imaginary elementary cube of the slice by cross-comparing this images. This is the method of computed tomography. So called CT density of material can be determined from this attenuation coefficient because it can be supposed that the material of the elementary cube is homogenous throughout its volume.

7. FALLS ALARMS

The x-ray systems with dual energy and computer tomography are able of automatic detection of explosives according to their density and effective atomic number. Certified systems can be classified as Explosive Detection Systems (EDS). However, there are a lot of kinds of innocent substance which have their density and effective atomic number in the same [60]

range as some kind of explosive. It means a lot of false alarms, up to 20%. What is worse, the automatic detection of a suspicious material mentioned above only draws the attention of a security operator on a marked area on the screen. If the explosive is not in the area where mostly inorganic material or nothing should be presupposed the operator has not any indicia that a true explosive was marked. Then the basic activity of x-ray system operator is the searching for a detonator in the marked object that could be an explosive. There is a question whether an attacker is able to make a stealth detonator which blends with the surroundings. [4] X-ray diffraction is precisely able to distinguish real explosives from innocent material. 8. X-RAY DIFFRACTION IMAGING X-ray Diffraction Imaging (XDI) is a combination of two x-ray physical methods – xray imaging and x-ray diffraction. X-ray imaging was described in the preceding paragraphs. X-ray diffraction is also called coherent X-ray scatter. X-ray diffraction utilizes the fact that a part of x-ray radiation is deflected at small angles from the original direction during their passage through the scanned substance. Each diffraction angle corresponds to a distance of neighboring lattice planes. The maximum of x-ray radiation is deflected by the neighboring lattice planes at so called Bragg angle when the path difference between parallel progressing deflected waves is equal to an integer multiple of the wavelength: n λ = 2 d sin θ

(5)

, where d is the distance of lattice planes, λ is wavelength of the incident x-ray radiation and n is a natural number. Kind of scanned substance can be determined from the measured diffraction profile.

9. CONCLUSION The disadvantage of X-ray Diffraction Imaging is its too high price and relative slowness. The solution is a combination of two systems. X-ray system with CT is suitable for the first level of security checking of baggage and refused baggage should be send to a second level. X-ray diffraction imaging is the best system for it. [5] Contemporary CT x-ray systems are also relatively slow for their stopping of conveyor belt but there are advanced CT x-ray system with continuous movement of conveyor belt under development. REFERENCES: [1] TUREČEK, Jaroslav et al. Policejní technika. Praha: Aleš Čeněk, 2008. 316 s. ISBN 978-80-7380-119-9 [2] TUREČEK, J. Technické prostředky bezpečnostních služeb II - Detektory pro bezpečnostní prohlídku osob, zavazadel a zásilek, 1. vyd., Praha: PA ČR, 1998. 100 s. ISBN 80-85981-81-5 [3] TURECEK, J. SCHWITTER, B. MILJAK, D. STANCL, M. NQR Characteristics of an RDX Plastic Explosive Simulant In Magnetic Resonance Detection of Explosives [61]

and illicit materials, 18 – 23 September 2011, Yalova, Turkey: Gebze Institute of Technology [4] TURECEK, J. Detection of Covert Explosives and Detonators. In 2nd Australian Energetic Materials Symposium, 29. – 30. 11. 2010, Adelaide: Australian Department of Defence - Defence Science and Technology Organisation, Flinders University, 100 % [5] TURECEK, J. The need and possibilities of simulants of explosives for multisensor data fusion techniques. In 10th International Symposium on Analysis and Detection of Explosives, 22. – 25. 11. 2010, Canberra: National Centre for Forensic Sciences, The Australian Academy of Sciences, UC, CIT, AFP, 100 %

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ODBORNÁ PODPORA ZNALOSTNÍHO CENTRA SECURITY Zdeněk ŽIHLA24 Abstrakt: This article discusses about the project of the University of Business in Prague on building the "Air Transport Security Knowledge Centre" which is expected to use this center as well as the processing of research papers dealing with lesser known problems of Security. Klíčová slova: Security, Air Transport Security Knowledge Centre, University f Business in Prague Očekávání iniciátorů realizace znalostního centra Security představovalo potřebu vytváření jasných, srozumitelných a snadno dosažitelných zdrojů aktuálních informací z oblasti Security v letecké dopravě. Jejich součástí pak měl být případně i určitý rozbor nebo výklad některých, v těchto zdrojích uváděných složitějších problémů, umožňující jejich snadnější poznání a možnost aplikace v praxi. Protože bylo zřejmě nereálné očekávat, že takový úkol může zvládnout jen malá skupina pracovníků Katedry letecké dopravy Vysoké školy obchodní v Praze, byl od prvopočátku vytvářen kolektiv odborných spolupracovníků z různých zájmových oblastí, s odpovídajícím vztahem k řešení problematiky Security. V rámci vědeckého úkolu „Air Transport Security Knowledge Centrum“, schváleného vedením Vysoké školy obchodní v Praze, se již na Katedře letecké dopravy rozběhla řada aktivit v oblasti technické a organizační a v tomto okamžiku nastupuje na pořad otázka, jakým způsobem lze do tohoto procesu úspěšně zapojit dosud získané, nebo nové spolupracovníky. Následující text by snad mohl být vhodným orientačním námětem pro vstup očekávaných spolupracovníků do projektem řešené problematiky. Určitým návodem k řešení může být například využívání informací z časopisu Aviation Security International, který nese v podtitulu označení „globální periodikum ve vztahu k problematice bezpečnosti letišť a leteckých dopravců pro oblast Security“. Tento časopis přináší pravidelně řadu aktuálních informací a názorů autorů, které sice nelze podle ustanovení vydavatele dále veřejně publikovat, kopírovat nebo dokonce komerčně využívat, ale v každém případě by však bylo účelné, cestou informačního centra Security na zásadní publikované informace krátkou rešerší upozorňovat, nebo některé publikované myšlenky a náměty s využitím dosažitelných zdrojů, nebo vlastních poznatků dále rozvíjet. V letošním srpnovém vydání tohoto časopisu je například publikován rozsáhlý přehledový článek s názvem Effectively Screening People: Pat Down Searches, Wands, Archways and Portals (Efektivnější prohlídky cestujících: Osobní prohlídky, ruční detektory, průchozí a skříňová kontrolní zařízení). Závěrečná část článku je orientována na perspektivní možnosti efektivnějších řešení procesů kontroly cestujících, které budou provozně operativní, zaměřené na snižování míry zatížení cestujících a současně důsledně vycházející i z nižší cenové úrovně používaných technologií. Jako východisko se v článku předpokládá aplikace kontrol, založených na principu ocenění možnosti vzniku rizika – risk-based approach. Tento přístup je typický jak u IATA publikovaného Check Point of Future, nebo také amerického 24

prof. Ing. Zdeněk Žihla, CSc., Katedry letecké dopravy – Vysoká škola obchodní v Praze, o.p.s., [email protected]

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programu TSA and CATSA Risk Based Screening Initiatives. V obou případech se v principu předpokládá, že většinu cestujících lze při kontrole zařadit do kategorie nízkorizikových. Druhým předpokladem je, že prostřednictvím současně zaváděných a perspektivních technických prostředků pro identifikaci cestujících, společně se širokým souborem dříve různými postupy zjištěných informací o potenciálních rizikových cestujících, lze úspěšně definovat požadavky pro rozdělení další skupiny cestujících podle potřebné úrovně bezpečnostní kontroly. A konečně třetím předpokladem je očekávání, že v nejbližší době dojde k urychlenému dořešení požadavků na realizaci vysoce efektivních prostředků pro zavedení plánovaných automatizovaných „průchozích“ bezpečnostních kontrol. Pro registraci do systému znalostního centra by bylo zřejmě bezesporu zajímavé zavést v článku naznačenou informaci o tom, jakým způsobem zamýšlí The Transportation Security Administration (TSA) uplatnit nové, zpravodajskou službou podporované bezpečnostní kontroly, které jsou při vlastní kontrolním procesu založeny na „risk-based postupech“ doplněných důsledným využitím moderních technologií pro bezpečnostní kontroly. V souvislosti s očekávanými moderními technologiemi jsou také v uvedeném článku časopisu Aviation Security International uváděna očekávání o bezkontaktních (průchozích) laserových kontrolních stanovištích, využívajících techniku: Surface-Enhanced Raman Spectroscopy SERS, Quantum Cascade Lasers QCL, Standoff Laser- Induced Breakdown Spectroscopy LIBS, Pulsed Laser Explosive Residue Detection. Autor článku uvádí, že integrace popisovaných průchozích detekčních technologií se současně v praxi zaváděnými systémy ověřování identity cestujících, umožní realizovat účinnou automatizaci a jsou předpokladem pro významné zlepšení procesu bezpečnostní kontroly cestujících na letištích. Je bezesporu zřejmé, že zde uváděné názvy technik nebo technologií, předpokládaných pro využití u bezkontaktních laserových kontrolních stanovišť, jsou ve vztahu k problematice Security zajímavé a zásadní. Současně však lze také při tom přepokládat, že jde o problematiku, která zřejmě není pro většinu budoucích uživatelů v provozní praxi zcela běžná, nebo je pro ně dokonce vzhledem ke svému charakteru úplně neznámá. A zde se naskýtá možnost pro kvalifikované spolupracovníky znalostního centra Security, pomáhat rozšířit obsah ukládaných informací o zcela konkrétní, srozumitelné specifické popisy uvedených pojmů, výklady o jejich možnostech a praktickém využití, včetně připojených odvolávek na vhodné zdroje informací pro případné další studium. To znamená, vypracovat podle určitých klíčových slov a doporučené šablony k uvedeným pojmům krátký odborný popis, uvést možnosti a podmínky použití, včetně údajů o dosažitelných zdrojích informací. V okamžiku, kdy bude v rámci řešeného vědeckého úkolu jasně a srozumitelně definovaná požadovaná struktura zápisu pro evidenci veřejně publikovaných informací do systému znalostního centra Security, pak již nebude problém nalezený informační zdroj, [64]

včetně jednoduchého popisu jeho obsahu v českém a případně i v anglickém jazyce zpracovat a předat do systému k uložení a evidenci. Pro ilustraci očekávaných záznamů pro registraci je v dalším textu naznačen pokus autora tohoto příspěvku, jednoduše popsat vybrané výše uvedené termíny z článku z časopisu Aviation Security International a naznačit příklady vhodných studijních zdrojů. Při zpracování přiložených příkladů se ukázalo, že při definici možných zdrojů k popisovaným tématům existují jejich autoři jako již potvrzení, nebo zatím očekávaní spolupracovníci znalostního centra Security. Poznámka: Vzhledem k tomu, že jde pouze o příklady možné formy zpracování příspěvků do znalostního centra Security, autor příspěvku si při popisu jednotlivých problémů nekladl požadavek na úplnou obsahovou přesnost. PŘÍKLADY MOŽNÉ ÚPRAVY ZPRACOVANÝCH INFORMACÍ Problematika The Transportation Security Administration (TSA) proklamované riskbased screening procedures Vychází z následujících předpokladů: většina cestujících patří do kategorie “nízkorizikoví cestující” na základě dobrovolně poskytovaných osobních informací od cestujících může TSA snadněji třídit cestující podle předpokládané míry rizika analýza chování a technika dotazování může být významnou pomůckou při bezpečnostních kontrolách TSA musí zvýšit efektivitu při optimalizaci bezpečnostních kontrol a používat technologie, které posílí systém a jeho účinnost zvýšit míru bezpečnosti se zaměřením na neznámé cestující, vyloučit známé a cestující a ty cestující, jimž lze důvěřovat. TSA vypracovala na základě uvedených předpokladů koncepci bezpečnostních kontrol, kterou bezpečnostní agentury testují na letištích od srpna 2011. Tato koncepce je tvořena pěticí základních přístupů při bezpečnostních kontrolách: urychlená bezpečnostní kontrola podle TSA (TSA Pre Expedited Screening), použitelná pro časté cestující vybraných leteckých společností a příslušníky celní a pohraniční ochrany. bezpečnostní kontrola amerických vojáků v činné službě (Screening for Active Duty U.S. Service Members), kteří jsou bezpečnostně prověřeni a je v ně kladena důvěra, proto se řadí do kategorie urychlená kontrol. bezpečnostní kontrola mládeže do 12 let (Screening for Passengers 12 and Under), TSA požaduje bezpečnostní kontrolu každého cestujícího nezávisle na věku. Bezpečnostní pracovníci však volí odpovídající přístup, případně konzultují situaci i s rodiči cestujících dětí. [65]

bezpečnostní kontrola cestujících nad 75 let (Sceening for Passengers 75 and Older), zde se používá modifikovaný kontrolní proces, podobně jako u dětí do 12 let. řízený přístup ke kontrole (Managed Inclusion), zde se používá kombinace různých způsobů (principů) bezpečnostní kontroly v závislosti na čase letu a konkrétním místě. TSA bude pokračovat v dalším zlepšování kombinovaného přístupu k bezpečnostním kontrolám s využitím nových a rozšířením existujících vylepšovaných technologií, zaváděním lepších prostředků pro identifikaci cestujících tak, aby úspěšně podporovala úsilí bezpečnostních agentur při odhalování teroristů v civilní letecké dopravě. Bližší informace jsou uvedeny ve zdroji: [1] TSA Risk-Based Security Initiatives, In: http://www.tsa.gov/traveler-information/riskbased-security-initiatives Surface-Enhanced Raman Spectroscopy SERS (Povrchově zesílená Ramanova spektroskopie) Krátký popis metody: Ramanova spektroskopie patří mezi standardní spektroskopické techniky (poskytují informace o struktuře a prostorovém uspořádání molekuly), používané k identifikaci pevných látek, kovů, polovodičů, kapalin, plynů nebo k analýze povrchů pevných materiálů při určování jejich složení a struktury. Ramanův efekt je vlastně rozptyl světla z laseru při jeho dopadu na vzorek. Povrchově zesílená Ramanova spektroskopie SERS je povrchově citlivá technika, která má za následek zvýšení Ramanova rozptylu molekuly adsorbované (shromážděné) na zdrsněném povrchu kovu. Toto zvýšení Ramanova signálu molekuly může být řádově 105 až 106. SERS tedy využívá skutečnost, že Ramanův signál z molekuly adsorbované na povrchu některých kovů může být výrazně silnější než Ramanův signál ze stejné molekuly [2] až [5]. Ramanova spektroskopie je také využitelná při detekci výbušnin. Zdroje: [2] Ramanova spektroskopie, In: physics.ujep.cz/~mkormund/P323/ChMat_II_pr5.pdf [3] TECHNIKY RAMANOVY SPEKTROSKOPIE, IN: WWW.VSCHT.CZ/ANL/MATEJKA/09-RAMAN-MIKRORAMAN-07.PD [4] Ramanova a povrchem zesílená Ramanova spektroskopie při excitaci 532 nm měřená na dvou odlišných sestavách, In: http://theses.cz/id/zg4l7b/00179079375061389.pdf [5] Surface Enhanced Raman Scattering, In: www.ramanscattering.eu/raman/.../037_text_27.php

Standoff Laser- Induced Breakdown Spectroscopy LIBS (Dálkově řízená spektroskopie laserem buzeného plazmatu) je založena na principech atomové emisní spektroskopie. Základním rysem je použití fokusovaného (zaostřeného) laserového pulzu [66]

jakožto excitačního (budícího) zdroje, který na povrchu vybudí mikroplazma. Záření plazmatu je přenášeno do spektrometru a ve specifickém časovém okamžiku je zaznamenáno detektorem [7]. Možné aplikace pro detekci výbušnin jsou komentovány v [8], příklad možné koncepce LIBS je uveden v [9].

Zdroje: [7] NOVOTNÝ, J.: Dálkově řízená laserová spektroskopie LIBS, Tese disertační práce, ČVUT FS, Brno 2012, In.: http://www.vutbr.cz/www_base/zav_prace_soubor_verejne.php?file_id=49708 [8] ŠČUREK, R.: Vybrané technické prostředky detekce a pyrotechnická ochrana na letišti, VŠB TU Ostrava FBI, Oddělení bezpečnosti osob a majetku KBM, 2008, In.: http://www.fbi.vsb.cz/export/sites/fbi/040/.content/sys-cs/resource/PDF/letiste.pdf [9] Stand-off LIBS. A detection technique for explosive residues. In.: http://www.andor.com/learning-academy/stand-off-libs-a-detection-technique-forexplosive-residues Quantum Cascade Lasers QCL (Kvantové kaskádové lasery) Pracují stejně jako většina druhů laserů na principu kvantových přechodů. Prostředí, v němž k těmto jevům dochází, se skládá z nesmírně tenkých vrstev polovodičů. Mezi nimi, v kvantové jímce o velikosti maximálně jednoho nanometru, kterou tvoří tenounká vrstvička galia a hliníku, dochází ke kvantovým jevům, kdy se elektrony dostávají do excitovaného stavu, ztrácejí energii a vyzařují fotony. Elektron přitom nevyzařuje foton jednou, jako v dosavadních laserech, ale vícekrát, v jakýchsi kaskádách. Tyto lasery umožňují generování Terahertzové THz záření (elektromagnetické záření ležící na frekvenční ose mezi mikrovlnným a infračerveným zářením, lidským okem neviditelné, ale lze jej cítit jako teplo). Pro THz bezpečnostní aplikace je stěžejní THz spektroskopie a zobrazování. THz záření prochází skrz materiály jako je např. tkanina a papír, což znamená možnost snímat předměty pod textilem při přímé kontrole osob, provádět vzdálené pozorování, kontrolu zavazadel bez jejich otevírání apod. Materiály a předměty významné z bezpečnostního hlediska (výbušniny, zbraně, drogy, chemické či biologické látky) vykazují při určitých frekvencích jedinečnou spektrální charakteristiku pohlcení záření. Vzhledem k tomuto je možné identifikovat konkrétní ukrytou látku či předmět. THz záření není ionizující, je bezpečné, což je podstatné pro osobní prohlídky. Příkladem může být THz zobrazovací systém určený k identifikaci objektů skrytých pod oblečením na vzdálenost 2,5 m, se scénou o velikosti 0,5 x 0,5 m a rychlostí 2 snímky za sekundu. Základem systému je laserový paprsek o frekvenci 1,56 THz, který je na předmět zaměřen pomocí nehybného zaostřujícího zrcadla o průměru 50 cm.

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Zdroje: [6] GAVENDA, M.: Využití terahertzových frekvencí v bezpečnostních aplikacích, Diplomová práce, univerzita Tomáše Bati ve Zlíně, 2011, In: http://dspace.k.utb.cz/bitstream/handle/10563/16091/gavenda_2011_dp.pdf?sequence=1

ZÁVĚR Pokus o zpracování a popis konkrétního teoretického a pro budoucí předpokládaný provoz náročného problému, uvedeného v určitém analyzovaném zdroji informací potvrdil, že v mnoha případech může skutečně jít o velmi významný prostředek pro relativně snadno dosažitelnou možnost získat nebo prohloubit potřebné znalostí a to nejen u provozních bezpečnostních pracovníků, ale i u studentů a dalších zájemců o problematiku z oblasti Security. Při zpracování příspěvků se však také ukázala náročnost daného úkolu a s tím i významnost úlohy skutečných odborníků, kteří projeví ochotu na vytýčeném úkolu spolupracovat. LITERATURA [1] NEEMAN, A.: Effectively Screening People: Pat Down Searches, Wands, Archways and Portals, Aviation Security International, August 2013, Volume 19, Issue 4, pp. 12 – 16

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Název: Vydavatel: Tisk: Editor: Počet stran: Rok vydání: Vydání: Náklad:

Air Transport Security 2013, 2. mezinárodní vědecké konference, sborník příspěvků Vysoká škola obchodní v Praze, o. p. s., Praha Tiskařské služby Rudolf Valenta, Geologická 2, 152 00 Praha 5 Jan Zýka, Tomáš Děkan 68 2013 první 110 kusů

ISBN:

978-80-86841-44-1