The Experts below are selected from a list of 273 Experts worldwide ranked by ideXlab platform
Lotte E. Feinberg - One of the best experts on this subject based on the ideXlab platform.
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FOIA, federal information policy, and information availability in a post-9/11 world
Government Information Quarterly, 2004Co-Authors: Lotte E. FeinbergAbstract:AbstrAct Access to government records is increasingly shifting to a nether world-governed neither by the FOIA and the Privacy Act, nor by an executive order on classification. Instead, new categories of records, labeled “sensitive but unclassified,” “for official use only,” or “critical infrastructure information,” are being created in a variety of agencies, and are governed by agency regulations. Statutory authority is found in a number of separate laws, such as the Homeland Security Act and the Aviation and Transportation Security Act. These categories can be assigned by agency officials, contrActors, or those in the private sector who originated the records; many records categorized this way are not subject to appeal or review by agencies or the courts, or to any automatic “declassification” process that has applied to documents withheld under the FOIA or subject to classification. Trends toward increased secrecy at all levels of government have become sufficiently alarming that individuals across the political spectrum have begun to speak out, and members of the access community (e.g., newspaper editors and public interest groups) have formed coalitions to focus debate on the need to rethink the balance of access with privacy and records protection, and to lobby Actively for reinstatement of principles of access that have governed records policy for the past 35 years.
Russell D. Shaver - One of the best experts on this subject based on the ideXlab platform.
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SAFER SKIES: BAGGAGE SCREENING AND BEYOND WITH SUPPORTING ANALYSES
2002Co-Authors: Gary Kauvar, Bernard D. Rostker, Russell D. ShaverAbstract:The Aviation and Transportation Security Act mandates that by December 2002 100 percent of checked baggage be screened. Can this schedule be met? RAND assessed the feasibility of using explosive detection system machines or whether less-expensive explosive trace detection machines could shoulder part of the load. After studying operations at Dulles and Dallas-Fort Worth Airports, the authors concluded that a bottom-up approach an airport-by-airport basis was better than the top-down approach mandated by the Federal Aviation Administration (FAA). They identified six problem areas and propose improvements that, while not meeting the deadline, will increase Security.
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SAFER SKIES: BAGGAGE SCREENING AND BEYOND
2001Co-Authors: Gary Kauvar, Bernard D. Rostker, Russell D. ShaverAbstract:The Aviation and Transportation Security Act mandates that by December 2002 100 percent of checked baggage be screened. Can this schedule be met? RAND assessed the feasibility of using explosive detection system machines or whether less-expensive explosive trace detection machines could shoulder part of the load. After studying operations at Dulles and Dallas-Fort Worth Airports, the authors concluded that a bottom-up approach an airport-by-airport basis was better than the top-down approach mandated by the Federal Aviation Administration (FAA). They identified six problem areas and propose improvements that, while not meeting the deadline, will increase Security.
Kelly Leone - One of the best experts on this subject based on the ideXlab platform.
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THE KEY DESIGN PARAMETERS OF CHECKED BAGGAGE Security SCREENING SYSTEMS IN AIRPORTS.
Journal of Air Transport Management, 2005Co-Authors: Kelly Leone, Rongfang LiuAbstract:AbstrAct In an effort to meet the checked baggage screening explosive detection deadline established by the Aviation and Transportation Security Act, the Transportation Security Administration placed hundreds of explosives detection system machines and thousands of explosives trace detection machines in airport check-in areas across the country as short-term solutions. To effectively integrate explosives detection system machines into the air Transportation operations, numerous objectives must be balanced, including equipment cost, passenger and baggage demand, screening capacity, and Security effectiveness. As a result, the Transportation Security Administration and its industry partners will need to increasingly rely on computer models, which offer the opportunity to examine the various complexities of the airport environment in a non-intrusive way, and to estimate the operational impAct of new Security equipment, policies, and procedures. While Transportation Security Administration, along with the airport community, is stimulating research in this area, it remains relatively undeveloped. Thus, the purpose of the research is to identify and evaluate the key design parameters of checked baggage screening, and to develop an analytical model that will determine the optimal number of explosives detection system equipment based on passenger demand levels and Security protocols.
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measures of effectiveness for passenger baggage Security screening
Transportation Research Record, 2003Co-Authors: Kelly LeoneAbstract:One of the most challenging tasks of the Aviation and Transportation Security Act of 2001 is to meet the goal of performing explosive detection system (EDS) screening on 100% of checked baggage by the end of calendar year 2002. Accomplishing this goal within the imposed deadline and within the typically tight space constraints of airport terminals will require significant changes in the way airlines and airports manage passengers and their baggage. One of the up-front keys to integrating 100% checked-baggage screening into airports is to identify realistic throughput rates of various EDS machines available to Transportation Security Administration (TSA) planners. Some of the issues associated with the implementation of EDS equipment are discussed, and an analysis is performed on the throughput of the equipment, using modeling and discrete event-simulation tools. One conclusion of the analysis is that a significant difference exists between the scan rate and the effective throughput rate for the InVision C...
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Measures of Effectiveness for Passenger-Baggage Security Screening
Transportation Research Record: Journal of the Transportation Research Board, 2003Co-Authors: Kelly Leone, Rongfang (rachel) LiuAbstract:One of the most challenging tasks of the Aviation and Transportation Security Act of 2001 is to meet the goal of performing explosive detection system (EDS) screening on 100% of checked baggage by the end of calendar year 2002. Accomplishing this goal within the imposed deadline and within the typically tight space constraints of airport terminals will require significant changes in the way airlines and airports manage passengers and their baggage. One of the up-front keys to integrating 100% checked-baggage screening into airports is to identify realistic throughput rates of various EDS machines available to Transportation Security Administration (TSA) planners. Some of the issues associated with the implementation of EDS equipment are discussed, and an analysis is performed on the throughput of the equipment, using modeling and discrete event-simulation tools. One conclusion of the analysis is that a significant difference exists between the scan rate and the effective throughput rate for the InVision CTX5500, one of the tested EDS machines. This finding is extremely important for TSA planners, who are determining the number of EDS machines to buy and deploy at all 429 U.S. commercial airports. The deployments are based on passenger demand at peak hours of the day. Matching this relatively high-volume operation against the slow processing rate of a standalone EDS will generate large passenger queues unless multiple machines are installed to provide an acceptable level of customer (passenger) service. As a result, the effective throughput rate, not the machine scan rate, should be used in determining the number of EDS machines to install at a particular airport.
Gary Kauvar - One of the best experts on this subject based on the ideXlab platform.
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SAFER SKIES: BAGGAGE SCREENING AND BEYOND WITH SUPPORTING ANALYSES
2002Co-Authors: Gary Kauvar, Bernard D. Rostker, Russell D. ShaverAbstract:The Aviation and Transportation Security Act mandates that by December 2002 100 percent of checked baggage be screened. Can this schedule be met? RAND assessed the feasibility of using explosive detection system machines or whether less-expensive explosive trace detection machines could shoulder part of the load. After studying operations at Dulles and Dallas-Fort Worth Airports, the authors concluded that a bottom-up approach an airport-by-airport basis was better than the top-down approach mandated by the Federal Aviation Administration (FAA). They identified six problem areas and propose improvements that, while not meeting the deadline, will increase Security.
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SAFER SKIES: BAGGAGE SCREENING AND BEYOND
2001Co-Authors: Gary Kauvar, Bernard D. Rostker, Russell D. ShaverAbstract:The Aviation and Transportation Security Act mandates that by December 2002 100 percent of checked baggage be screened. Can this schedule be met? RAND assessed the feasibility of using explosive detection system machines or whether less-expensive explosive trace detection machines could shoulder part of the load. After studying operations at Dulles and Dallas-Fort Worth Airports, the authors concluded that a bottom-up approach an airport-by-airport basis was better than the top-down approach mandated by the Federal Aviation Administration (FAA). They identified six problem areas and propose improvements that, while not meeting the deadline, will increase Security.
Robert A Dehaan - One of the best experts on this subject based on the ideXlab platform.
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The New Face of Aviation Security: Implementing the Aviation and Transportation Security Act
2004Co-Authors: Frank J Costello, Robert A DehaanAbstract:This article (Paragraph No. 5101) notes that in the aftermath of the September 11, 2001 terrorist attacks and their collateral effects on the aviation industry and the economy as a whole, Congress was spurred to address the deficiencies - real and perceived - in the nation's civil aviation Security program. As the Senate and House of Representatives wrestled with the issue, several contemporaneous incidents of airport Security breaches fueled the political debate, further weakened public confidence in the safety of air travel, and added a sense of urgency to the need for consensus regarding additional measures to enhance air Transportation safety. Against that backdrop, Congress reached a bipartisan compromise aimed at creating a uniform, consistent Security system at all U.S. airports. The Aviation and Transportation Security Act, signed by President Bush on November 19, 2001 (Public Law 107-71, 115 Stat. 597, et seq.), contains initiatives proffered by both House and Senate leaders. Included in the landmark package is a federalized airport screening system and a new Transportation Security Administration within the Department of Transportation, responsible for Security in all modes of Transportation, including aviation. The law also endeavors to close a serious gap in U.S. aviation Security by ensuring 100% baggage screening and by mandating the installation of full explosives detection systems by the end of 2002. The authors explain the new law section by section and examine the major regulations that have been put in place thus far to implement it. In their detailed analysis, the authors examine the numerous changes the law makes to the administration of aviation Security, its implications for the air Transportation system, and its potential effects on legal and policy issues affecting air carriers and others in the civil aviation industry.
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THE AVIATION AND Transportation Security Act
Journal of transportation law logistics and policy, 2002Co-Authors: J A Calderwood, Robert A DehaanAbstract:The U.S. Congress responded to the events of 9/11 in November 2001 by creating an entirely new Security agency within the Department of Transportation, the Transportation Security Administration (TSA). The role of TSA is to begin revamping the nation's Transportation Security regime so that the hijackings of 9/11 could never happen again. This article will provide an overview of the TSA's implementation of the Security Act six months after the agency was created, and it will assess the significant legislative and regulatory developments that will most likely occur in the remainder of 2002. Since the Security Act and its established deadlines have been primarily aviation related, the TSA's implementation of the Security Act has similarly been largely concerned with that mode. That emphasis is also followed in this article, highlighting the major developments that have taken place since the Security Act was enActed on November 19, 2001.
