14.1 ABOUT THIS CHAPTER
14.1.1 More detailed
information on aviation security is contained in the ECAA Security Manual for
Safeguarding civil aviation against acts of Unlawful Interference (Doc
8973). Distribution of the document is restricted. It is available only through
State Administrations. Airport security is an integral part of airport
planning and operations, but details must be restricted. As a result, the
subject can only be discussed in general terms in this manual. Attention is
directed to the document cited above for detailed planning data.
14.1.2 At each airport a
basic level of security is required under normal operating conditions. In
addition there are measures and procedures which will be required during
periods of heightened tension. These requirements will need to be determined at
the earliest possible stage in the preparation of plans or designs.
Consultation with airport security authority will be essential in order to
assure that all security requirements are taken into account.
14.1.3 In order for
security to be effective, a systems approach is required and this includes the
basic plan for the design of the airport. All of the measures listed in this
chapter need not be implemented at every airport but they should be considered
against the level of security which it
is desired to achieve. They should be implemented in such a way as will cause a
minimum of interference with, or delay to, passengers, crew, baggage, cargo and
mail. It should be recognized that the airport design is relatively inflexible
once the structures are completed and should the security requirements become
greater in the future, it may be difficult, if not impossible, to modify the
buildings and structures at a reasonable cost.
14.1.4 Concurrently with
determining the level of security to be provided, there is a need to define the
areas on the airport to be protected. As a minimum, this would include the air
side, but at some airports, protection of the entire airport property may need
to be considered. In addition, other functions vital to air navigation which
may not be located on the air side, such as air traffic services, radio
navigation aids, petroleum storage areas, water and electrical power supplies,
will also need to be protected.
14.2 LAND SIDE SECURITY
Passenger Buildings ‑
Inspection/Screening of Persons
14.2.1 The most important
security consideration in the design of passenger buildings is that it should
not be possible for unauthorized persons to pass from the land side to the air
side. This requires that access from public areas of the building to
operational areas (including baggage and cargo areas) be strictly controlled.
14.2.2 In this context,
adequate provisions must be made for the inspection /screening of passengers
and their cabin baggage. For example, adequate space must be provided to
separate X‑ray devices from walk‑through gate‑type metal
detectors by a minimum of
14.2.3 Passenger
inspection/screening preferably should not take place in the immediate
passenger boarding area or near the aircraft door. A preferred location would
be a sufficient distance froi~1 the aircraft boarding area so as to permit
adequate time for security procedures to be initiated in the event of a
security alert. The Security Manual for Safeguarding Civil Aviation
Against Acts of Unlawful Interference describes the basic plans for the
inspection/screening of passengers at gates, hold areas and concourses, and
sets out the advantages and disadvantages of each. A room or other facility
should be provided in close proximity to each inspection /screening point where
manual or other special search of persons may be carried out in privacy.
14.2.4 Regardless of the
plan selected it is essential that the design provide for:
(a) the physical separation of persons who have been subjected to
inspection/ screening from others at the airport; and
(b) the prevention of unauthorized access from land side or air side to
passenger waiting (sterile) areas in which passengers are waiting after they
have been inspected/screened and prior to boarding an aircraft.
14.2.5 VIP lounges should
be so designed that they do not permit unauthorized land side/air side access.
Persons boarding an aircraft from a VIP lounge should be subjected to the
passenger and cabin baggage inspection/ screening process.
14.2.6 Consideration may
need to be given to the desirability of providing observation areas for the
public to overlook aprons. If observation areas are to be provided,
consideration should be given to enclosing them with glass or providing for
surveillance by security guards. In cases where persons in the observation area
would be able to pass material to departing passengers, the observation area
should be made sterile by subjecting everyone to inspection/screening prior to
being permitted access.
Airport Emergency Operations/Security Services
Centre
14.2.7 The airport design
must provide for an airport emergency operation's centre and a security
services centre. These two operations may usefully be located in one complex,
either in the passenger terminal building or other suitable structure nearby.
Use of accommodation in the air traffic services facility, the airport control
tower or other remote facility on the air side for these purposes is not
recommended.
Public Storage Lockers
14.2.8 Locations of public
storage lockers should be selected to facilitate public access and to minimize
public exposure in the event of an explosion in a locker facility. If
constructed in terminal buildings, a vent should be provided so that the force
of an explosion is directed away from locations in which there are
concentrations of people and in a direction, which will not adversely affect
essential airport facilities. Provision for supervised storage facilities
should be considered in lieu of lockers if any threat exists.
Baggage Handling Facilities
14.2.9 Adequate space will
be required to enable the airline operator to establish procedures to ensure
that only checked baggage for which a passenger is on board will be allowed to
be transported on the aircraft. The exception to this would be if the airline
operator has authority for some other form of security control for unaccompanied
baggage, such as X‑rays.
14.2.10 Another feature
which should be considered in terminal design in relation to baggage handling
is the ability to control access from land side to air side through the baggage
conveyor system. If direct access is possible, a method of locking or otherwise
controlling the access areas should be provided.
14.2.11 Many States have
prohibited the use of off airport check‑in or curb‑side baggage
check‑in. Terminals should be designed in such a way that checked baggage
can be handled in the normal fashion if it is necessary to prohibit off‑airport
or curb‑side check‑in.
Storage of Mishandled/Misrouted Baggage
14.2.12 Consideration will
need to be given to providing a secure storage area in the passenger terminal
building where mishandled baggage may be stored until forwarded, claimed or
disposed of.
14.2.13 The design of the
passenger terminal building should provide for the physical separation of
arriving passengers from departing passengers in the area after the
inspection/screening point. There must be no possibility of mixing or contact
between passengers who have been inspected/screened and other persons who have
not been subjected to that process.
Cargo Handling Facilities
14.2.14 Special security
facilities may be required for cargo. In certain situations it may be necessary
to provide security controls for cargo, such as planned delays or physical or
electronic searching. Airport planning should consider special requirements for
cargo.
14.3 AIR SIDE SECURITY Location of
Operational Areas
14.3.1 Security of
operational areas, where aircraft may be present, will be materially advanced
by the physical separation of runways, taxiways and aprons from public areas.
In any case, separation should be ensured between public and operational areas,
although the extensive area required for the latter and the need for public
access to passenger terminal buildings makes this difficult to achieve. No
precise distances can be given but the greater the separation, the higher the
level of security. A particular problem may be runways and taxiways which
overpass public roads. Where such overpasses are planned, special measures may
be needed to restrict access to runways or taxiways at this point and to
counteract the possibility of sabotage to the structure of the bridge. Other
potential danger areas are the approach and departure paths to runways where
aircraft fly at low altitude. If it is considered necessary to protect these
areas, it will be expedient to extend the airport boundaries during the initial
design of the airport to include them in the land acquired as airport property.
14.3.2 To adequately
protect air operation areas from unauthorized access, it is important to
consider physical security measures including fencing or other barriers,
lighting, locks, alarms, guards and guard houses in the planning process of air
side facilities.
Airport Roads
14.3.3 Roads located on the
air side should be for the exclusive use of airport personnel. Separate means
of access to public buildings not involving travel on the air side will need to
be provided for non‑airport personnel. Perimeter roads around the air
side area, normally just inside the airport fencing, are required for the use
of both maintenance personnel and security patrols.
Fencing
14.3.4 Physical barriers
should be provided to deter the access of unauthorized persons onto non‑public
areas. These should be permanent barriers and, normally, fencing is the most
suitable means. Care must be taken to ensure that the provision of fencing does
not conflict with the operational requirements of the airport. It will be
necessary for access points to be made in the fence to allow the passage of
vehicles and persons; the number of access points should be kept to a minimum
and equipped so that they can be securely closed should conditions require it.
if a gate is used frequently, a security guard will be required, together with
a shelter for protection against the elements. The shelter should be designed
in such a way so as to permit maximum visibility over the immediate area of the
gate and to provide easy access for the guard to carry out the duties of
inspecting vehicles and their contents. When night use is anticipated, the area
surrounding the gate should be illuminated. Discreet communications should be
provided between the security post and the airport security services office as
well as a discreet and audible alarm by which assistance may be summoned in the
event of emergency. Security of an airport will require that underground
service ducts, sewers and other structures which provide access to the air side
or other restricted area be barred. If access to these facilities is required
for maintenance purposes, locked doors or gates should be provided.
14.3.5 Buildings may be
used as a part of the physical barrier and incorporated in the fence line
provided measures are taken to restrict unauthorized passage through the
buildings. Care should also be taken to ensure that the roofs of the buildings
do not provide a possible route for unauthorized access to the air side. For
additional security, flood‑lighting of the perimeter fencing and/or the
installation of an alarm system may be considered.
Isolated Parking Position
14.3.6 An isolated parking
position will need to be designated to which aircraft suspected of carrying
explosive or incendiary devices may be taken. It should be located at the
maximum distance possible (at least
14.3.7 Facilities for the
examination of baggage, cargo, mail and stores removed from an aircraft
subjected to an act of unlawful interference should be provided as part of the
isolated parking position and consideration given to the provision of shelter
in the case of inclement weather.
Security Parking Area
14.3.8 In addition to the
isolated parking position, consideration may need to be given to the provision
of an aircraft stand where an aircraft likely to be the object of an act of
unlawful interference may be parked until it is required or for the loading and
unloading of passengers. The objective in the selection and design of this area
is to eliminate the possibility of persons physically reaching or being able to
launch an attack against the aircraft.
General Aviation Parking Area
14.3.9 It is advisable to
designate a parking area for general aviation aircraft separate from that used
by commercial air transport aircraft. This practice safeguards against the
possible use of a general aviation aircraft as a means of circumventing
security control at the airport.
14.3.10 Taxiways to such
general aviation parking areas should be identified and should, where possible,
be planned so as to avoid aprons used by commercial air transport aircraft.
Explosives Holding Area
14.3.11 A holding area
should be provided for any suspicious articles found on the airport or on an
aircraft. It should be located in a remote area, and in order to allow bomb
disposal experts to deal with any devices, the provision of a shelter, bunker
or building is recommended. This should be constructed in such a way that
vehicles used to transport explosive devices can be driven inside for
unloading.
ECAR 17 ‑ Security ‑ Safeguarding International Civil Aviation Against
Acts of Unlawful Interference.
Security Manual for
Safeguarding Civil Aviation Against Acts of Unlawful Interference (Doc
8973 (Restricted)).