Impact Of Airport Security Measures On The Demand For Air Travel

IMPACT OF AIRPORT SECURITY MEASURES ON THE DEMAND FOR AIR TRAVEL

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INTRODUCTION

Background to the study

Following the terrorist attack that occurred on September 11, 2001, the federal

government in response-enacted acts was that was responsible for increasing the safety of the air

passenger. This new legislation called Transportation Security Administration (TSA) was to

enhance the consolidation of the efforts in security within the transportation department coupled

with crucial changes in the procedures in the security of the civil aviation (Blalock, Kadiyali, &

Simon, 2005). Part of the primary changes that were visible to the passengers was the

federalization of the security screening at all the airports. Accordingly, there have been

improvements in the airport security in the past decades (Gkritza, Niemeier, & Mannering,

2006). The Australia and US have developed targets which are pivotal in the airport for

screening luggage coupled with subjecting the passengers to a more intensive. There has been a

change in the airport security measure across the globe after September 11, 2001(Gkritza et al.,

2006).

In the soft security, there has been an enhancement in the security by means of the

advance version systems (Peterson, 2016). For instance, the screening has been enhanced using

pat-downs and scanners, which are part of the systems that are used in the intensification of the

measure in the identification of the passengers who are posing imminent danger together with

terrorist. This has been achieved using TSCD, which has enabled the collection of the

passenger’s manifests from the airlines and the government (Peterson, 2016). Similarly, there has

been the introduction of changes in the hard security, which encompasses fortified cockpit doors,

operations using screeners, which bused for passengers together with luggage coupled with

cooperation among the society officials and the airlines. According to Gkritza et al’ (2006), the

increment in the use of the elevated risk screening has been pivotal and has benefitted the

security and safety of the air passenger worldwide with almost 70% percent of the passengers in

United states and the Australia supporting the use of the elevated screens in the security at the

airport(Gkritza et al., 2006). Based on the Persico and Todd (2005), the use of the passengers

screening has led to the inconvenience of the passenger privacy and liberty leading to the

discussion of the restricted civil liberties coupled with the passenger privacy issues (American

Civil Liberties Union,2004). It is against the backdrop of the changes in the airport security

measure that this research tends to explore the impacts and the effectiveness of the new security

measures at the airport.

Research objectives

The cardinal objective that will be explored in this study is the impacts of the new

security measures at the airports.

The specific objectives that will be explored in this study include:

I. To investigate the impacts of the changes on the airport security measures on the

number of passengers by air?

II. To examine whether the passengers consider the procedures involved in the

airport security.

III. To investigate the negative impacts of the airport security measures on the

passenger volume.

IV. To examine the impacts of the airport security on the effects flight frequency on

demand.

Research questions

Some of the questions, which include; will guide the research;

I. What are the impacts of the changes in the airport security measures on the

number of passengers by air?

II. What are the negative impacts of the airport security measures on the

passenger volume?

III. What are the impacts of the airport security on the effects flight frequency on

demand?

IV. To what level does, the passenger considers the procedures involved in the

airport security.

Literature review

Indicators that influences effectiveness of changes in the security measure

Many indicators are used in measuring the effectiveness of the new airport

security measures. Some of the indicators worth mentioning include. The number in the

hijackings within the commercial airline. There has been a significant agreement that the

number of bombings together with the percentage surrounding the guest that have been

caught has reduced in Australia and us respectively due to the changes in the airport

security measures. According to Rodriguez and Cusick (2011), there was 32 number of

people hijacked in the year 1961-1967, notably in the years 1968, there was a reported

290 number of attempts of high jacking after four years (Rodriguez &Cusick, 2011).

According to the Rodriguez and Cusick (2011), there was a reduction in the number of

passengers high jacked owing to the new airport security measure put in place after 9/11.

In the year 2002-20016, the number of people that were reported to have been high

jacked was 50. Based on the reports by the aviation safety network, there was no high

jacking that was reported in Australia and us following the airport security measures that

were put in place that were meant to enhance security. Similarly, the bombing of the

commercial airline registered a significant reduction owing to the introduction of the new

airport security measures. On-board bombing is usually caused by the failure on the part

of hard security screening which is responsible for the detection of dangerous goods.

According to the aviation security network there as a decline in the in the bombing after

the 9/11 terrorism. Conversely, there were no bombings witnessed after the plane

departed for the destination. According to Costello and Johnson2015, there was security

failure witnessed at the major busy airport in the US and Australia. Underlying the

security failure is the fact that there was the use of fake explosives, weapons that were

smuggled, the mystery guest, investigators that were found to be undercover. In their

view, Costello and Johnson claimed that 95% of the mystery guest was very successful in

posing through the security procedures.

Changes in the airport security measure since September 2001

Following the terrorist attack that occurred on September 11, 2001, the federal government in

response enacted acts was that was responsible for increasing the safety of the air

passenger. This new legislation called Transportation Security Administration (TSA) was

to enhance the consolidation of the efforts in security within the transportation

department coupled with crucial changes in the procedures in the security of the civil

aviation. Part of the primary changes that were visible to the passengers was the

federalization of the security screening at all the airports. Implicit to the federalization of

the screening was the fact that the passenger was subjected to additional screening which

includes searching proof the baggage within the boarding area together with the removal

of the shoes through the checkpoints. While taking cognizant of the fact that there is still

administering of the previous security measures which were standardized across all the

passengers. the elevated risk screening has become very pivotal and convenient. This

elevated risk screening includes the use of pat-downs, explosive detection as well as the

use of bag searches.

Hard security changes after 9/11

According to Blalock et al'(2005) major hard security, changes have been

witnessed in the visible security, cockpit doors as well as the cooperation between the

security personnel and the airlines. In response to the attack, there was a creation of the

transportation security admiration, which was mandated, with the task of the security of

the airport (price et al., 2005). Further, there was an introduction of the legislation which

was meant to tie baggage to one air passenger subjecting the baggage top screening thus

preventing the explosion from baggage's that were unaccompanied. The baggage is

subjected to the procedure, which encompasses detection of the explosive using ETD,

together with the use of the EDS followed by the sniffing dogs that are used in the

detection of the bombs coupled with manual searching of the bags. According to the

Blalock et al's (2005), the use of the EDS was responsible for the inaccurate flagging off

the 30% of the bags, which might contain the explosives while at the same time intensive.

In his view, Blalock et al, (2005) opines that there was the enhancing of the operation s of

the scanners, which was aimed at removing the inefficiencies associated with it thus

aiding the reduction of the time in the queue. According to Sweet (2009), the use of the

scanner was efficient using more training in its application resulting in better pay thus

better detection of the potential risk posed by the objects.

Changes in the soft security

Following the 9/11 attacks, there was the introduction of the target by the

transportation security administration. This was meant for the intensification of the

security measures by means of identifying the passengers who posing the security risks.

Accordingly, there was the introduction of the secure flight which was enhancing the

collection of the passenger’s manifests through the government via the airlines coupled

with sending the passenger information to the data services (Ravich, 2005). According to

Ravich, (2005), the commercial data services were responsible for reporting to the

Transportation Security Administration, by asking whether the information provided by

the air traveler through the airline’s company record are correct. This is further ruined

against the database of the terrorism screening Centre. The results gleaned from this test

is then forwarded to the officer dealing with security within the airport (American civil

liberties union, 2104)

Federalization in operations of the passenger screening

In response to the 9/11 attacks, there was the introduction of the target by the

transportation security administration. This was meant for the intensification of the

security measures by means of identifying the passengers who posing the security risks

promoting the conduction of the passenger screening. Imperatively, there was a major

primary change that occurred in a bid to enhance the security operations. The first change

was the aspect of increasing the number of staff in the waiting area along the security

operations. According to Ravich, (2005), he suggests that the Transportation Security

Administration can hire approximate 56,000 screeners for the passenger as well as the

baggage screening security operations. Second, the transportation security administration

recorded an increased in the compensation made to the screeners together with better

benefits coupled with an increase in wages. According to the General Accounting Office,

there was an increase in the turnover of the security screeners that were plummeted. For

instance, according to Seidestat (2004) before the 9/11 attack, the number of x-rays

operators in the security firms that were private was reported to be average at 12 hours of

the training. Conversely, the transportation security authority needed 100 hours training

for the passengers together with the baggage screeners (General Accounting Office,

2003).

According to the Transportation Security Administration, the resource allocation

was still hindering to the air travelers screening operations. In their report, the

transportation security authority was allocating the screeners based on the number of

screening lanes as well as the passenger volume. Based on the House Subcommittee

which was responsible for overseeing the security in the aviation docket, there were a

thousand standing points at the busiest airport which resulted into air travelers not

passing through the airport security screening procedures coupled with shortages at the

destination and origins of the airports. In response to the problem at the major connecting

airports resulting from the imbalance and overstaffing the transportation security

authority, there was a reduction of the workers operating the screeners by January.

Conversely, according to the reports of the General Accounting Officer (2003), the

reduction in the workforce coupled with the complexities in hiring extra screeners

resulted into the understaffing of the major airports, together with long lines in the

waiting area and missing of the flights by the air passengers as wells the delays inflight.

Research methodology

Research design

This refers to the process of arranging the conditions for collecting an s analyzing data in

a way that responsible for combining relevance to the purpose of the research together with

economy in the procedure. In this study, the design will be descriptive survey using self-

administered questionnaires. The descriptive questionnaire is suitable for this study since it

provides the collection of detailed information describing the existing phenomenon. Based on the

information gleaned from literature review, questionnaires will be developed for collection of the

primary data. This will be followed by an analysis of the result with the aid of the statistical

methods.

Target population

Target population describes the aggregate of the total cases that is in conformity to a

designated set of description representing the entire sample of the relevant unit used in the analysis

of data. In this study, the target population will be 150 passengers traveling using Melbourne

Airport, which will be provided with a questionnaire to fill for the collection of primary data.

Analysis of the data will be done afterward to get the overall impacts of airport security measures.

Sample size and design

In this study, a sample size of about 150 passengers traveling using Melbourne Airport will

be selected from the target group, which will be founded on the experience. In this case, sampling

will be done by means of a stratified random method where the population will be divided based

on the experience with the airport security measures. In the stratified random sampling method,

strata will be built based on the attributes that are shared thus eliminating bias coupled with

ensuring that a given segment is not accurately presented.

Data collection methods

The secondary will be the primary source of data collection .Secondary data will be

obtained from a publication such as the relevant books and journals. Additionally, data will be

archived from various departments, which encompasses the Department Of Transportation, Data

Bank as well as getting relevant information from the airline data services.

Imperatively, data based on the volume of the passengers together with the price of the

tickets will be archived from the department mandated with transportation, Data Bank on the

destination and origins of the survey. Accordingly, the study will focus on the tickets with the

numbers, which ends in zero, which was previously sold to the air passenger’s by the airline for

the flight, which has its origin and destination in the airport. This will entails aspects such as the

full travel itinerary, the carrier as well as the prices of the tickets. Moreover, the study will

extensively employ the TSA date of the application of the new airport security measures, which

entails the screening of the passengers and the baggage in the airport, which will be used as an

indicator variable for the airport security changes.

Similarly, the study will extensively archive the career -segment level from the airline data

services department. In this case, the segment indicates the direct services, which emanates from

the departure point to the destination off the air travel. The estimation of the demands model of

the carrier segment will be fundamental in coming up with distinction between the originating

passenger and the connecting passenger which is a crucial aspect of the identification strategy in

this study. Relevant information from the print and electronic media will be pivotal in the provision

of the vast information of the airport security screening changes. This will be helping in building

up the transportation security administration changes of the passenger’s ad baggage screening

effects and changes.

References

American Civil Liberties Union. (2004). About Secure Flight. Retrieved 2016, from American

Civil Liberties Union: https://www.aclu.org/other/fourbiggest-problems-secure-flight-

airline-security-program

Aviation Safety Network. (2012). Airliner Hijackings. Retrieved October 2, 2016, from Aviation

Safety Network: https://aviationsafety.net/statistics/period/stats.php?cat=H2

Blalock, G., Kadiyali, V., & Simon, D. H. (2005). The Impact of 9/11 on Road Fatalities: The

Other Lives Lost to Terrorism. SSRN Electronic Journal. doi:10.2139/ssrn.677549

Boussadia, K. (2009). The evolution of airport screening technology. Biometric Technology

Today, 17(2), 7-8.

Costello, T., & Johnson, A. (2015). TSA Chief Out After Agents Fail 95 Percent of Airport

Breach Tests. Retrieved October 4, 2016, from NBC News:

http://www.nbcnews.com/news/us-news/investigation-breachesus-airports-allowed-

weapons-through-n367851

General Accounting Office (2001): “Financial Management: Assessment of the Airline

Industry’s Estimated Losses Arising from the Events of September 11,” GAO Report

GAO-02-133R, Washington, D.C., October 5.

Gkritza, K., Niemeier, D., & Mannering, F. (2006). Airport security screening and changing

passenger satisfaction: An exploratory assessment. Journal of Air Transport

Management, 12(5), 213-219.

Kirschenbaum, A. A., Mariani, M., Van Gulijk, C., Lubasz, S., Rapaport, C., & Andriessen, H.

(2012). Airport security: An ethnographic study. Journal of air transport

management, 18(1), 68-73.

Peterson, B. (2016). How Airport Security Has Changed Since 9/11. CN Traveler. Retrieved

September 29, 2016, from http://www.cntraveler.com/story/how-airport-security-has-

changed-sinceseptember-11

Price, C. J., Forrest, S. J. (2013). Practical Aviation Security. Predicting and Preventing Future

Threats. Waltham. United States of America: Elsevier Inc.

Ravich, T. M. (2005). Airline passenger profiling systems after 9/11: Personal Privacy versus

National Security. Washington: Transportation Research Forum

Ringle, C. M., Sarstedt, M., & Zimmermann, L. (2011). Customer satisfaction with commercial

airlines: The role of perceived safety and purpose of travel. Journal of Marketing Theory

and Practice, 19(4), 459-472.

Rodrigues, C., & Cusick, S. (2011). Review of attacks on civil aviation. In C. Rodrigues, & S.

Cusick, Commercial Aviation Safety (5th edition ed., pp. 271-272). New York: McGraw-

Hill.

Seidenstat, P. (2004). Terrorism, Airport Security, and the Private Sector. Review of Policy

Research, 21(3), 275-291. doi:10.1111/j.1541-1338.2004. 00075.x

Subcommittee on Aviation (2004): “Hearing on Aviation Security: Progress and Problems in

Passenger and Baggage Screening,” Hearing transcript, United States House of

Representatives, Washington, D.C., February 12

Sweet, M. K. (2009). Aviation and Airport Security. Terrorism and Safety Concerns. Boca

Raton. United States of America: Taylor & Francis Group LLC.

Transportation Security Administration (2002): “TSA Meeting December 31 Deadline for

Screening All Checked Baggage,” Press Release 147-02, Washington, D.C., December

30.

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