Inside the Fence
By John Infanger
September 2002
In
airport management, remaining anonymous can reap a significant benefit:
job security.
Too bad. In the airport environment of today,
it is the people working at the airports who have much to say about what
is and is not being done to make flying safer. While one group of airport
managers has become quite visible by challenging Congress to reconsider
its 2002 screening deadlines, most airport officials remain guarded when
it comes to challenging the federal government and the Transportation
Security Administration.
For this issue’s cover story, we had
the opportunity to talk with a number of airport officials about the TSA,
security, and challenges at their respective airports. Interestingly,
the majority seem to remain hopeful that deadlines will be met and the
system will continue to operate on January 1.
Consider, however, a couple of the not-for-attribution
comments ...
"You want to be a hero? You want to propose
a really unique idea?
"Let’s get rid of the TSA; let’s
build little border crossing stations at airports where you come through.
Your baggage, you, everything gets inspected, screened. Your car is searched.
Then, we have to do little at the airport. Once you’re through there,
you’re essentially sterile."
And ...
"Rather than TSA doing all this checkpoint
security, why not have the National Guard do it permanently?
"They could reformat guard duty weekends,
and do them during the week. If it’s a permanent mission of the guard,
you can rotate people in and out of airports during their two week summer
camps and guard drills. They’d be performing an actual mission rather
than training to perform a mission that they may or may not be called
up for.
"Some of the financial resources that are
already programmed could be utilized to perform an actual mission that
they performed for nine months superbly. And, we’re not creating
a whole new federal agency with the cost that TSA is talking about. The
TSA can still do its bag oversight or whatever they’ve got to do,
but instead of hiring all of these federal law enforcement officers, let
us do it locally or bring the Guard back."
* * *
Other situations bear close watching as
the industry prepares for a return to yesterday’s problem, capacity.
FAA appears to be changing course significantly on peak-hour pricing at
congested commercial airports — most notably Boston Logan, the site
of previous battles. Airports tend to view the policy as an ability to
use market forces to regulate congestion. ATA, AOPA, and others object
and say the feds should focus on easing congestion by focusing on infrastructure
and technology.
With Vanguard bankrupt and grounded, U.S.
Airways flying under a bankruptcy cloud, and American Airlines saying
it will totally rethink its business, the new questions are What capacity?
and Where?
Meanwhile, in Elk Grove Village, IL, city
officials are trying a new tactic in their efforts to stop the proposed
massive reconstruction of neighboring O’Hare International Airport.
They are seeking to get some $120 million from the airport if the expansion
is approved to make up for lost revenues on some 300 acres that O’Hare
would require.
Seems like just one more reason why a third
commercial airport is the answer for Chicago and the system.
Thanks for reading.
