Annex B
AVIATION SECURITY
1. Security regulation was introduced into
the aviation sector through the Aviation Security Act 1982. TRANSEC
is responsible for regulating and monitoring compliance with aviation
security standards in the UK. It also works to protect UK airline
operations overseas, including by pressing for higher standards
and better implementation internationally.
2. Under the 1982 Act, TRANSEC issues Directions
to airlines, airports and others and requires these "Directed
Parties" to carry out the measures specified—such as
the screening of passengers and their bags. Directions are written
in broad terms, leaving industry managers to identify the optimum
means of implementing the requirements. They specify the minimum
standard required though industry can apply additional measures
should it choose to do so. The Directions, together with the recommended
practices which indicate how standards may be best applied, make
up the National Aviation Security Programme (NASP).
3. Measures are primarily ground-based.
The airport Restricted Zone (RZ) is a "cordon sanitaire"
in which all passengers, staff, baggage and cargo are subject
to screening. As in other modes, security is layered; it is a
combination of measures rather than a single line of defence.
4. Ensuring that measures are implemented
effectively is crucial. TRANSEC inspectors assess the delivery
of security on the ground to ensure that the required standards
are being met. TRANSEC maintains a constructive dialogue with
industry at all levels and encourages them to take ownership and
responsibility for ensuring standards are being met. TRANSEC seeks
rectification where appropriate and takes enforcement action where
necessary.
5. The delivery of effective aviation security
requires co-ordinated working between stakeholders, including
government, industry and the police and other control authorities.
Sir John Wheeler's 2002 report on aviation security, commissioned
by Government, endorsed TRANSEC's role in this relationship. It
also concluded that multi-agency analytical work on the threat
of serious and organised crime to airport security was required
in order to develop a more holistic approach. This recommendation
led to the establishment of the Multi-Agency Threat and Risk Assessment
(MATRA) process at UK airports.
6. Under MATRA, those with a stake in the
security of the airport work together to agree a risk register
and identify further actions required to mitigate risks to an
acceptable level, which ultimately leads to an airport security
plan. This voluntary process is supported by a joint DfT/Home
Office secretariat, which promotes best practice and monitors
progress. MATRA has created greater mutual familiarity between
stakeholders for each other's responsibilities, ways of working,
issues and concerns.
7. Since 9/11, the overall pace and scope
of international aviation security work has increased dramatically
and a large number of initiatives have been taken forward. As
a comprehensive regime already existed in the UK, relatively little
change to UK practice was required. Some of our international
partners faced a greater challenge in raising their levels of
protective security. There has been a greater impetus in a number
of international organisations to develop new aviation security
standards and initiatives. This has called for even greater engagement
by TRANSEC internationally, both multilaterally in the EU, ICAO,
ECAC and G8, and through an intensified programme of overseas
assessments and other bilateral work.
8. Work in the EU is the highest priority
from an international perspective as EC Regulations are directly
applicable in UK law, and bear on key neighbouring States with
major traffic flows to the UK. The UK engages closely in the work
of the EC Regulatory Committee which develops the regulatory standards
and implementing procedures for aviation security in the EU, and
is contributing actively to the present recasting of the baseline
EU regulation, in light of two years' experience of its application.
9. The UK also plays a very active role
in ICAO and a high priority is to try to raise the security baseline
and to press for ICAO standards which are more directly relevant
to the current threat scenario. TRANSEC also makes best use of
opportunities in international fora to raise awareness of the
seriousness and global nature of the threat to aviation.
10. TRANSEC carries out a major programme
of overseas assessments, in co-operation with Host State authorities.
This programme concentrates primarily on UK airline operations
to encourage standards which will enable UK airlines to operate
securely. In addition, an intensified programme of visits to the
UK by aviation security specialists from foreign governments allows
TRANSEC to promote and demonstrate UK aviation security philosophy
and best practice to those best placed to influence standards
overseas.
11. TRANSEC has developed a small network
of Regional Aviation Security Liaison Officers (RASLOs) based
overseas to work collaboratively with international partners and
UK airlines in key regions around the world, providing technical
and specialist support, training and guidance. TRANSEC has been
actively involved in training activities internationally for many
years. This has particular benefits at locations where UK airlines
operate but also serves to improve the security environment for
other airline operations to the UK.
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