UpdatedImpacts of Airport Security Measures 1

IMPACT OF AIRPORT SECURITY MEASURES ON THE DEMAND FOR AIR TRAVEL
Submitted by:
Shivaj Sharma
Student ID Number
201700694
For Partial Fulfilment of:
Master of Business and Project Management
Submission Date:
March 2018
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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