Charlotte Douglas International Airport (CLT) is a year and a half into of a terminal expansion project, which includes a new space as well as the renovation of their preexisting pre-security space. The entire project is anticipated to be complete in 2025, said Jack Christine, chief operating officer for the City of Charlotte’s Aviation Division.
“The first three years of the project is essentially building a new part of the building so that we can start to utilize that space to clear out the areas for renovation that are in the existing part of the building. So moving the ticket counters forward, consolidating the checkpoints, things like that,” Christine said.
Christine added that they are currently in phase two of six for the project. Phase one included utility work and, notably, the implementation of automated screening lanes (ASL) at what is currently being referred to as Checkpoint E. The five ASLs went live November of 2020 and Christine said they have seen steady usage since.
“Putting the ASL equipment into that checkpoint was one of the first steps so that we could provide ourselves additional throughput capacity for the rest of the construction project when we take down lanes in order to consolidate them,” Christine said. “We did a lot of pre-planning, a lot of engineering and design work in that analysis to try and help us determine how many ASL we needed to manage the throughput given the passenger numbers that we have as well as projected continued growth over the life of the construction project. That was a key piece of infrastructure that we needed to have first before we could go in and start renovating the existing space.”
The ASLs at CLT are manufactured by Vanderlande. Doug Deihl, Head of PAX Solutions North America, Vanderlande, said the ASLs are fully modular, allowing for the lane configuration to be adapted to each airport’s specific needs and requirements.
The first modules are the divestment stations, which are equipped with a bin transfer mechanism and sensors to provide passengers with empty bins when needed. Once a passenger has divested their belongings, they can push their bins onto the main conveyor for screening.
“Bins containing a prohibited items are automatically diverted to a separate area for a TSA Officer to perform secondary inspection, allowing other bins to continue through the screening process uninterrupted. Clear bins make their way to the reclaim area where passengers can collect their belongings. The reclaim area of Vanderlande’s ASLs are equipped with an Empty Tray Recognition System (ETRS), which automatically detects and stacks empty bins before there are conveyed back to the divestment area,” Deihl described.
Each bin is identified by Unique Radio Frequency Identification (RFID) tags. The ASLs’ software is programmed to ensure that bins are always available for passengers to divest and ensure the proper tracking, spacing and movement of bins in line with the decisions taken by the screening agents on each bag.
“They go through the checkpoint, the screening equipment screens the baggage. And when you come out the other side, there are multiple spots for you to get all your things and reconstitute yourself, and then move on outside of the security process and onto your gate. So by providing multiple opportunities for you to start the security process and not be dependent on the people that are directly in front of you, that allows you to process more passengers within a given time,” said Christine.
Christine added that the ASLs can process between 170 and 190 passengers an hour compared to a standard lane which Christine estimated can process between 120 and 140 people an hour.
“By introducing automation to the security screening process, ASLs allow for increased throughput, enhanced security effectiveness, and improved user experience for both TSA and passengers,” said Deihl. “ASLs also optimize the performance of other checkpoint technologies such as CT scanners which is the future for security screening.”
Christine said that the ASLs are technology the airport knew it wanted to adopt from the beginning of the terminal expansion project. Seeing the successful deployment of ASL technology at other airports, CLT, their design team and the TSA agreed that is technology worth exploring.
“We discussed different ways that we can increase throughput and ASL came to the top of that list, simply because it was a technology that was being deployed. They were seeing good throughput numbers on it. And so, we started doing some analysis on what we could use and how we could use it, how many lanes that we would need in order to maintain that during construction, especially. And so that was the genesis of the idea of using ASLs. And then as we got into the phasing, taking care of the Checkpoint E first rose to the top of the phasing because we knew we needed that additional throughput capacity and ASLs was what we decided was going to help us get there,” explained Christine.
Christine said that there was a bit of a learning curve with the technology; the ASLs were the first time the airport had utilized technology like it. TSA agents had to learn how to get comfortable with the machines and how to direct passengers through them to successfully maximize their efficiency.
“This is our fifth airport deployment in the U.S. and our team is dedicated to the success of each of our airport partners. The Vanderlande team provides comprehensive training to the TSA staff to ensure a successful introduction of the ASLs. The ASLs are very intuitive and TSA Officers generally adapt to the new solution quite rapidly. added Deihl.
CLT knew it would take some time to get up to speed with the ASLs and Christine said that now that passengers and employees alike have gotten familiar with them, the airport is happy with the results.
“We're at a point now where the TSA agents, especially on their side have used it enough that they understand what they need to do to get the rhythm correct, and feed the checkpoints with passengers. And so those throughput numbers are starting to show what we had planned for, which is good. That was the goal. So we're pretty happy with the way that the deployment has gone,” Christine said. “We're in a position where we feel comfortable that what we have planned for the rest of the project will work.”
“Experience has shown us that there is no one-size-fits-all solution when it comes to airport security checkpoints. The ideal configuration of a checkpoint will vary to meet the airport’s capacity objectives but also to ensure that the airport is able to scale its operations up and down along with traffic variations during the day. As a rule of thumb, longer lanes will have a higher throughput capacity, but it’s important to maintain a balance between the divestment and reclaim areas to prevent bottlenecks from happening. It’s also not uncommon to see multiple lane configurations in a single checkpoint to accommodate space constraints,” added Deihl.
Assessing Access Control
Other than the ASLs, CLT’s terminal expansion project includes a handful of other security upgrades, needed as the building space will be increasing. Among them are expanding the airport’s video CCTV system, utilizing LIDAR technology for checkpoint wait times and how to balance the lobby from checkpoint to checkpoint, and expanding their access control system.
David Coleman, VP of business development, Paige DataCom Solutions, said access control systems is an area that isn’t looked at closely enough.
“The technologies that power most access control systems, from a security standpoint or a cybersecurity standpoint, haven't changed much since they came out in the 1970s. And unfortunately, the bad guys, their tools, their ambitions, the budgets that they need to attack these types of systems, they obviously have definitely changed since the 1970s,” Coleman.
Coleman explained that the transmission from badge reader to door control is very vulnerable to attack and is something that, on standard access control systems or Wiegand style Access Control, is problematic. As such, Coleman is working to educate about and encourage the adoption of Open Supervised Device Protocol (OSDP) standard from the Security Industry Association.
OSDP encrypts the transmission, keeping transmissions from being hijacked. OSDP has been in use since 2012 and is a requirement for federal buildings, but Coleman said the question an IT and security team should be asking is if their entire system operates on it.
“Another way of asking the question in a different way would just be to say, am I vulnerable to attack through some of the known attacks that occur on access control systems? And if you're not sure, the answer is you better start making a budget to investigate, what would it take to upgrade to OSDP,” Coleman said.
Upgrading to an OSDP system does not have to be a major project. While airports can elect to do full rip and replacements of systems, Coleman said there are ways to nibble at the edges of it depending on the budget allotted for the upgrade.
“The ways that you can make upgrades can start simply by replacing just the hardware at the card reader, at X number of doors, and then the door controllers as well to be upgraded. And then, there're companies, manufacturers that have less expensive ways of just creating a few pieces to make a hybrid system, or some of it is over OSDP, and some of it is the old style. And some building operators will choose to kind of do that in pieces as their budget allows,” Coleman said.
For access control system upgrades, Paige provides an all-in-one composite style access control cable that supports RS-485 transmission needed for secure communication between the card readers and the door controllers when upgrading from legacy systems.
“Existing cable infrastructure may not support the newer Access Control technologies either. For upgrades to OSDP access control, you may need a new type of cable that connects the door controllers with the card readers. This is especially true for cable runs that exceed 200 feet,” Coleman said.
A big question Coleman hears is around wiring.
“I once heard an airport IT professional describe his problems by saying that cabling standards were designed around tall buildings, but it doesn’t exactly make sense to take those designs and lay them on their side for long buildings like airports. Whether it’s in the terminals or across the perimeter, airports need to place cameras, WAPs, digital signage and other IP devices in areas that are often more than 328 feet from the nearest network switch,” he said.
To remedy the issue, Paige offers the GameChanger Cable, a cable that performs like a Cat6 but can be run twice as far, that Coleman said often used for airport video security and Wi-Fi systems.
“The old rule of thumb was that any IP device needed to be within 100 meters of a network in order to get connectivity and power. That’s no longer the case, you can use fewer switches to reach more devices, up to 200 meters away, with products like the GameChanger Cable.”
Federal Inspection Services Innovations
Parabit Systems, Inc. worked in conjunction with U.S. Customs and Border Protection to design a modular, free-standing FIS podium with integrated workstation. The trend to move from traditional inspection booths to smaller form-factor podiums helps create flexible FIS space improving the way passengers are processed and passenger flow is managed.
Rob Leiponis, President and CEO of Parabit said the modular, free-standing podiums align with the latest directives from the Program for Applied Research in Airport Security (PARAS) and are ready to meet the Biden administration’s goal of modernizing US ports of entry as part of the American Jobs Plan.
Traditional piggyback inspection booths were fixed installations that occupy significantly more real estate than free-standing podiums. Reducing baseline space requirements support a myriad of benefits including implementation of self-service automated technology, more efficient passenger flow, reconfiguration of FIS space as changes evolve, and potential future activities for additional vetting of certain foreign nationals.
“As we continue to make progress in the recovery, flexibility within the design of FIS space will be critical. We’ve learned through the COVID landscape just how quickly change can occur, the value of being nimble, and the benefits of responsive action in changing market conditions,” stated Leiponis.
The first deployment of the new modular design FIS podiums was for the Brownsville South Padre Island International Airport’s (BRO) new passenger terminal. With construction occurring during the pandemic, the owner and design team had to pivot on many fronts, however their existing FIS plans which included the new podium design in primary screening, triage, and general aviation, continued seamlessly.
“As we underwent the most significant infrastructure project in the history of our city, we saw tremendous long-term value in Parabit’s FIS podiums from the standpoint of modern processing, flexibility to support future equipment upgrades, safety and efficiency,” explained Assistant City Manager and Aviation Administrator for the City of Brownsville, Bryant Walker. “The podiums support touchless passenger processing and intuitively encourage biometric engagement, which will help us transition to biometric entry in the coming year.”
The new podiums incorporate several innovations including contactless travel, hardware to support biometric entry, and customer-facing fingerprint and document scanners which passengers can access themselves without assistance from the CBP officer.
“Touchless passenger processing improves safety for both passengers and CBP officers, supporting physical distancing and eliminating common touch points” said Leiponis.
Other key product innovations include antimicrobial surfaces and an integrated workstation designed to maximize operational efficiency and support migration to future technology.
“The podium workstations were designed to support the CBP push to minimize manual work for CBP officers. The more we can streamline administrative functions and other tasks, the more awareness officers have to remain present and vigilant assessing potential threats,” explains Leiponis. “The modular design is also future-proof to support, not only the current technology and devices, but also future upgrades as technology evolves.”
The podiums are shipped ready to install, needing only to be connected to power, data and the installation of CBP provided devices.
Perimeter Security
On the outside, airport security starts at its most basic—with a fence. Kevin Frain, project director for Wallace Perimeter Security, said that traditionally airports would deploy different variations of basic chain link fence systems to protect the airport perimeter, combined with slide gates to control vehicle traffic flow at critical access points. Changes in global security have caused airports to rethink the possibilities as it relates to perimeter protection. Chain link and basic access gates are no longer enough. Airports are increasingly turning towards innovative products that not only provide optimal security, but also offer seamless integration into the overall site security plan.
The key with any solution is a balanced offering, meeting the security needs of the end user, considering budget constraints, constructability and specification standards, and, now more than ever, delivering a product that is aesthetically pleasing.
“As an example, the FAA tower at McCarran Airport in Las Vegas utilized our bi-folding gate system to harden the perimeter in a critical airport facility,” Frain said. “This facility is also public-facing, so aesthetics are important. The bi-folding gate integrates seamlessly with the perimeter fence line and is sequenced with crash-rated products for the highest level of protection. The smaller operational footprint of the bi-folding gate also allows for multiple side-by-side lane configurations, something that can be difficult to accomplish with typical slide gates. With that said, different areas of the airport perimeter generally require different levels of protection. For other parts of the airport property that may receive less use or do not have space requirements, the cantilever gate system might be a good solution to fit that application. It's a lower cost product that still provides a high level of security, but it doesn't get the wear and tear that a bi-fold gate system would receive.”
Welded wire fencing, Frain continued, is the next evolution of security fencing when taking into consideration all these factors. It offers solutions for all airport perimeter security applications, from light commercial to the most secure AOA/ FAA requirements, and everywhere in between.
“A chain link fence is basically a bunch of wires that are woven together; it is a flexible fencing system, but it does have some limitations when it comes to security. You can essentially cut into that fencing system and unweave it after making a few cuts. The advantage of the welded wire fence system is that every single joint in the fence system is welded to the next,” Frain said.
To then access the airport’s perimeter, a hole needs to be cut the size of whatever is trying to pass through, whether it be a person or some type of equipment. The advantage to the welded wire system is it helps to delay an intruder or give an opportunity for the airport to detect any type of breaches that might be taking place and provides a higher level of security. Welded wire also provides a more stable platform for fence detection systems (PIDS) compared to chain link.
“There are numerous fence systems on the market. At most airports, you will see chain link fence with barb wire as a standard FAA fence system. Ornamental fence is becoming more common, especially in public-facing applications, but it comes at a significantly higher cost. Rampart Welded Wire provides superior protection when compared to chain link without the high cost of most ornamental systems. Welded wire, from a price point, falls right in the middle,” added Frain.
What matters most is what type of facility an airport is offering. The fencing needs of a small, general aviation’s airport will differ significantly from that of a cargo hub. The amount of people going through security and what kind of uses the property sees will ultimately dictate the perimeter security requirements. Wallace Perimeter Security provides solutions to meet the requirements of all aviation facilities.
Securing the Workforce
At the foundation of CLT security is the vetting and credentialing of aviation workers. Earlier this year, CLT went live with Telos as its Designated Aviation Channeler (DAC). Since 2012, Telos has been a TSA-approved DAC for airports and airlines. Dawn E. Lucini, vice president, aviation security, Telos, said a couple of the key features of the Telos DAC are expediting aviation workers’ on-boarding with real-time and combined biographic and biometric data submissions to the TSA, expediting return of results to airports and airlines – no queuing, matching or batching. And the upload of I-9 documents, combined with simultaneous submission of biographic/biometric data to TSA, which expedites TSA adjudication response times of foreign-born workers from weeks to days.
Adoption and set up of DAC services at airports is varied given differing procurement and IT requirements across the industry, added Lucini.
“Given our DAC service is via a secure online portal, airports generally come online within 30 to 45 days from contract signing. Within that 30-to-45-day period, we work with the airport on setting up user accounts, coordinating data transfer with the TSA and providing training via webinars,” she continued. Given CLT’s use of an Identity Management System (IdMS), CLT DAC implementation exceeded 45 days to allow for development and testing in support of integration between the IdMS and DAC.
To get trained, Telos offers webinars and provides an overview of how to use the service from capturing fingerprints, uploading documents and submitting data to the TSA. In support of these webinars, they also provide training and user guides and access to its DAC test environment where end users can practice transactions prior to going live with the service.
“We are continuously evolving our DAC offerings to meet new and emerging TSA and industry requirements. As we provide new functions and features within our DAC portfolio, we do so at no additional cost and offer training on the new features,” said Lucini.
