Posts Tagged ‘ aviation ’

One Winner in the Aviation Crisis: Europe’s Railways

Tuesday, April 20th, 2010
Mark Reutter



PPI Fellow Mark Reutter is the former editor of Railroad History and author of Making Steel: Sparrows Point and the Rise and Ruin of American Industrial Might (2005, rev. ed.).

by Mark Reutter

The media’s blanket coverage of the travel chaos gripping Europe has overlooked just one thing — fast and frequent trains have gotten hundreds of thousands of travelers to their destinations safely and on time while airplanes sat on the tarmac.

In fact, if there’s any winner in the crisis that began when a cloud of ash from an Icelandic volcano drifted over the continent, it’s Europe’s railways. They have operated with few disruptions at the same time air flight was grounded by authorities over safety concerns.

Since trains handle a large portion of commercial traffic between many cities, the average European has not been hurt by the “transportation tsunami” breathlessly described by CNN and other media outlets.

Travelers most affected by the air ban have been international flyers, such as British tourists coming back from Easter vacations in the Mediterranean and passengers on transatlantic flights, who couldn’t land in northern Europe, Scandinavia or the British Isles.

Since last Thursday, high-speed Eurostar trains have been the only direct link between London and the rest of the world. Running through the English “chunnel,” Eurostar has added trains to its daily roster of 32 trains to and from Paris and 18 trains to and from Brussels.

An estimated 50,000 passengers took the trains between Thursday and Sunday, a 30-percent jump from normal bookings. Eurostar’s website says trains are sold out through the end of this week, but that special service will be added to accommodate still-stranded air passengers.

Elsewhere in Europe, trains have been packed. A EuroCity train from Italy to France was so crowded over the weekend that people could barely squeeze through the doors. A Swiss Federal Railways spokesman said trains have been reconfigured with twice as many cars as normal to handle the increased patronage.

Although airports across Europe are preparing to resume limited flights today along “safe air corridors,” it will take days, if not a full week, before normal operations are reestablished, according to aviation officials.

Much will depend on the status of the Eyjafjallajökull volcano. It continues to spew out thick clouds of ash, whose microscopic shards of rock, glass and sand can stop jet engines by melting and congealing in turbines.

The volcano’s unexpected activity — leading to the biggest flight ban in aviation history — is a stark reminder of the vulnerability of air travel and the necessity of having solid transportation alternatives in a crisis.

Photo credit: http://www.flickr.com/photos/kbs478/ / CC BY-NC 2.0

Airline Screening, See-I-Told-You-So Edition

Tuesday, April 6th, 2010
Jim Arkedis



Jim Arkedis is the director of PPI's National Security Project.

by Jim Arkedis

About two months ago, I wrote an opinion piece for the Cleveland Plain Dealer‘s website on the virtues of a “smart selectee list.” My point was that Americans are essentially programmed to throw money at terrorism, but that more effective and cheaper measures are available.

For example, following the Christmas Day bombing attempt, the Obama administration announced that it would spend some $700 million on full-body screening machines. Sure, they’ll be effective for a while, but it’s only a matter of time before someone somewhere finds a way to either beat the machine or to blow up an airline that doesn’t involve explosives smuggled onboard by a passenger. If terrorism over the last 20 years has taught us anything, it’s that terrorists adapt to beat new security measures.

Instead, here’s how my “smart selectee list” would work:

It’s time to construct a security apparatus that intelligently accounts for signs of potentially dangerous passengers while balancing risk, passenger inconvenience and privacy concerns — and saves money in the process.

Rather than purchase enough body scanners to take naked pictures of everyone boarding a flight, the TSA and National Counter Terrorism Center should review one of the least discussed but potentially most effective devices it already has on the books: the “selectee” list. …

It’s time to let the selectee list think for itself. With technological innovation, the list could be transformed into a “smart” anti-terrorism tool: Allegedly dangerous individuals would be added, but additional passenger screening is triggered only when an algorithm connects potential attackers to a suspect travel itinerary and during periods of elevated, if vague, threat levels. Individuals selected for additional screening must be shared with the airlines.

For example, if an allegedly dangerous Elizabeth Kennedy is set to travel from Dublin to the United States, her profile would trigger additional screening only when the list automatically connects her name, travel itinerary and an ongoing Ireland-based threat. If the threat is based out of, say, France, or once an analyst determines it has lapsed, she would undergo standard security procedures.

It seems like the administration is starting to come around:

Before Dec. 25, airlines were given the no-fly list of people to be barred from flights altogether and a second “selectee” list of passengers to be subjected to more thorough screening. Those lists have been expanded considerably this year and now contain about 6,000 and 20,000 names respectively, officials said.

The new system will send the airlines additional names of passengers not on either the no-fly or selectee list but identified as possible security risks because of intelligence about threats. Only the names of the passengers selected for extra screening, not the underlying intelligence, will be shared with airlines and foreign security personnel, officials said.

The details of this program remain a bit sketchy, but it would appear that the administration is linking threat-based information to travelers who share the same name as the potentially dangerous. Potentiality is an important concept in this process — the intelligence community was faulted for the Christmas attempt because it failed to “connect the dots” even though intelligence is designed to only link together credible dots. And I’d argue that in the case of that incident there weren’t credible dots to connect. There was a lot of possibly credible stuff out there, but none of it was ironclad.

This new system appears to trigger additional screening when information of unknown credibility is linked together at the point of attack. It’s a smart method that’s in stark contrast to the indiscriminate body screening of passengers. For passengers whose names come up under the new selectee process, undergoing additional screening would be a relatively minor inconvenience. But the targeted patdown would be an effective security measure that doesn’t trample civil liberties and minimizes the inconvenience for most passengers.

In China, High-Speed Rail Cuts into Air Travel

Friday, February 12th, 2010
Elbert Ventura



Elbert Ventura is the managing editor of Democracy: A Journal of Ideas. He formerly served as the managing editor of the Progressive Policy Institute.

by Elbert Ventura

As our recent policy paper on high-speed rail (HSR) noted, China has emerged as one of the global leaders in HSR, recently unveiling the world’s fastest train — with top speeds of 245 piles per hour — and proceeding apace on a plan to build 8,000 miles of ultraspeed lines by 2020.

A story from Bloomberg (h/t Infrastructurist) puts Chinese HSR’s success into perspective:

China Southern Airlines Co., the nation’s largest carrier, and Air China Ltd. are slashing prices to compete with the country’s new high-speed trains in a battle that Europe’s airlines have largely already ceded.

Competition from trains that can travel at 350 kilometers per hour (217 miles per hour) is forcing the carriers to cut prices as much as 80 percent at a time when they are already in a round of mergers to lower costs. Passengers choosing railways over airlines will also erode a market that Boeing Co. and Airbus SAS are banking on to provide about 13 percent of plane sales over the next 20 years.

“There’s no doubt that high-speed rail will defeat airlines on all the routes of less than 800 kilometers,” said Citigroup Inc. analyst Ally Ma. “The airlines must get themselves in shape, increase their profitability and improve the network.”

As the lede states, HSR has had a similar effect in Europe. A few years ago, Air France dropped its five daily trips between Paris and Brussels as a result of the growing popularity of high-speed rail among travelers. The same thing happened with the routes between Paris and Stuttgart.

Not that the airline industry in China is necessarily hurting. The country’s explosive growth has led to an urgent need to expand all sorts of transportation infrastructure. This year, some 25 airports will begin construction, including a second one in Beijing. China ordered 160 Airbus airplanes in November 2007.

China’s experience offers an instructive model as we embark on our own push to revitalize our aging rail infrastructure. As travel demand has increased, HSR has offered greater choice, reliability, and price competition for Chinese consumers. Is there any reason why China can provide that kind of infrastructure upgrade for its travelers and we can’t?

Photo credit: http://www.flickr.com/photos/peoplezchronicles/ / CC BY-NC-ND 2.0

Making Airport Screening Smarter

Monday, February 8th, 2010
Jim Arkedis



Jim Arkedis is the director of PPI's National Security Project.

by Jim Arkedis

The following op-ed ran in today’s Cleveland Plain Dealer:

One homeland security item that jumps out in the president’s 2011 budget is $700 million to buy an additional 1,000 full-body scanners for airports. The decision underscores the new politics of security in the wake of the attempted Christmas Day bombing of a U.S.-bound Northwest Airlines flight.

The scanners will help for now, but it’s only a matter of time before a terrorist comes up with a way to get around them. A cheaper and more effective alternative exists — smart screening. And smart screening doesn’t take naked pictures of everyone trying to board a plane.

First, we have to understand the failings of the system. Following the bombing attempt, the intelligence community came under fire for failing to “connect the dots” that could have stopped Umar Farouk Abdulmutallab. But that’s not right — there weren’t any dots to connect.

To be sure, “signs” existed that Abdulmutallab could pose a threat to American citizens. But “signs” are very different from “dots.” Signs are vague indicators of potential danger based on sources of unknown credibility, while dots are corroborated pieces of intelligence.

Think Abdulmutallab’s father’s visit to the U.S. Embassy in Nigeria was a “dot”? In hindsight, it sure looks like one, but it was a sign.

That’s because “walk-in” informants will nearly always be evaluated as noncredible sources of intelligence. Why? There are hundreds upon hundreds of walk-ins to American embassies worldwide every day. More than 99 percent are lying, confused or not knowledgeable about the issue at hand. Dedicating limited resources to verify every walk-in would severely hamper ongoing investigations involving other, more credible intelligence operations. Relatives, like the father, can be the worst transgressors. Can’t settle that intra-family dispute? Ratting out your kin to the Americans might make the problem vanish.

Then there was the NSA intercept about the Yemen-based al-Qaida affiliate using a “Nigerian” in an unspecified attack. Dot? Nope. Sign? Yes — but still a very vague one. Without specific details like the alleged attacker’s name, location or itinerary, there’s little an analyst can do aside from lump the information within the general threat environment. This is assuming, of course, that the intercepted callers aren’t speaking in code.

The bottom line? There is not — nor will there ever be — an analyst within the intelligence community who would have read a report of unknown credibility and concluded that Umar Farouk Abdulmutallab was an urgent priority, especially considering the many other confirmed bad guys under investigation.

It’s time to construct a security apparatus that intelligently accounts for signs of potentially dangerous passengers while balancing risk, passenger inconvenience and privacy concerns — and saves money in the process.

Rather than purchase enough body scanners to take naked pictures of everyone boarding a flight, the TSA and National Counter Terrorism Center should review one of the least discussed but potentially most effective devices it already has on the books: the “selectee” list.

This differs from the 4,000-person “no fly” list, whose members are permanently barred from flying. Those on the selectee list can fly, but only after additional on-site screening. The problem is that the screening generated by the current the selectee list is inefficient — the entry “Elizabeth Kennedy” gets all Elizabeth Kennedys searched every time, no matter their destination or threat environment.

It’s time to let the selectee list think for itself. With technological innovation, the list could be transformed into a “smart” anti-terrorism tool: Allegedly dangerous individuals would be added, but additional passenger screening is triggered only when an algorithm connects potential attackers to a suspect travel itinerary and during periods of elevated, if vague, threat levels. Individuals selected for additional screening must be shared with the airlines.

For example, if an allegedly dangerous Elizabeth Kennedy is set to travel from Dublin to the United States, her profile would trigger additional screening only when the list automatically connects her name, travel itinerary and an ongoing Ireland-based threat. If the threat is based out of, say, France, or once an analyst determines it has lapsed, she would undergo standard security procedures.

America’s security apparatus can’t become airtight against vague and unsubstantiated threats. When compared to the expense, invasive delay, and certain obsolescence of a full-body scanner, the “smart selectee list” is a winner. It costs less, protects privacy concerns, and reduces security wait-times by eliminating needless searches.

Read the column at the Cleveland Plain Dealer.

Who Is Al Qaeda in the Arabian Peninsula?

Monday, January 4th, 2010
Jim Arkedis



Jim Arkedis is the director of PPI's National Security Project.

by Jim Arkedis

With the news that Umar Farouk Abdulmutallab was linked to, and possibly directed by, a group called Al Qaeda in the Arabian Peninsula (AQAP), there’s much apprehension and confusion about this offshoot of Osama Bin Laden’s network.

Though I’m usually not one to lead the charge against “the media,” I’ve been most disappointed by the lack of description about the differences in organizations, targets, intentions, and capabilities between the group based in Yemen and its distant cousins along the Af-Pak border.

Consider this post an effort to explain those nuances.

Let’s get the obvious but oft-unstated out of the way: Though AQAP may trace a share of its origins to the Bin Laden-directed 2000 bombing of the U.S.S. Cole, today AQAP is a distinct, separate entity from Bin Laden’s al Qaeda (commonly referred to throughout the intelligence community as Al Qaeda Senior Leadership, or AQSL). AQAP may share a general ideological affiliation with AQSL, but its specific targeting intentions and attack capabilities vary significantly. Furthermore, AQAP’s leadership is largely independent to do as it pleases: Though it may receive occasional communications and guidance from Osama Bin Laden’s cadre, AQAP is essentially free to follow or ignore as it sees fit.

So what are AQAP’s intents and capabilities? The group certainly shares an obvious anti-American/anti-Western bent, along with its Af-Pak based brethren. Indeed, since 2003, AQAP has launched several attacks against employees of Western petroleum countries, tourists, and the American embassy and consulate. But whereas AQSL is focused on large-scale attacks on U.S. soil, the Arabian Peninsula group is primarily motivated by toppling the Saudi and Yemeni governing regimes, and likely views American/Western targets significant if not quite as important.

“But what about the Christmas Day plot?” you ask. “That seems like a pretty serious attempt to kill Americans on American soil.” True, it does. However, note that the plot failed. It’s an important point. Successful terrorism plots are the marriage of a group’s intention to hit a particular target plus its capability to do so. On that score, AQAP has a long way to go before it would attempt anything as logistically complex as 9/11. It is quite easy for a lone operative like Abdulmutallab volunteer to conduct an attack and the groups’ leadership agree to provide him the basic training and materiel to execute it. But the fact that the bomber and explosives were incompetent and/or faulty speaks volumes about AQAP’s lack of capability to conduct anything close to a 9/11-style attack from a Yemeni safe haven. That said, by displaying an intention to target Americans in America, the group should merit close attention from U.S. intelligence for any improvements in operational capability.

Finally, the best move AQAP made is adopting the “al Qaeda” brand. Franchising AQ is a no-brainer: the group in Yemen and Saudi can entice finances and recruits to its organization on the al Qaeda name. And by trading on the al Qaeda name, a failed operation now — remarkably — strikes fear into hearts worldwide as pundits, hosts, and articles flippantly repeat “al Qaeda” as if the group were under direct orders from and possessed similar strike capabilities as Al Qaeda Senior Leadership did back in 2001.

And such thin analysis is, in a word, amazing because it only fuels partisanship that drives reactionary and often ineffective security policy. If we continue to let political bickering drive policy, then fledgling groups like AQAP continue to win as they gain fame and notoriety. It’s even more incredible that Republicans have the audacity to politically exploit nearly uncloseable gaps in America’s defensive net if you bear in mind that George W. Bush constructed that architecture in the first place.

The National Conversation on Terrorism

Wednesday, December 30th, 2009
Jim Arkedis



Jim Arkedis is the director of PPI's National Security Project.

by Jim Arkedis

I’ve been fortunate to spend the holidays with my family up in British Columbia. We’re not from the Great White North, mind you, but a few days in the Canadian wilderness have been a welcome opportunity to forget about my everyday professional concerns. With the health care bill passed and the pressing Afghanistan strategy speech now well behind us, I was happy to have the break.

Until our trip home, that is. Your faithful blogger sits in the Vancouver airport, having just struggled through the newly enacted, draconian security procedures enforced in the wake of Umar Farouk Abdulmutallab’s failed attempt to bomb a Northwest flight into Detroit on Christmas Day. All carry-on items were banned from the main cabin (I’m fortunate to be able to hand-carry my laptop through security, one of the few exemptions), each passenger was given a full pat-down (a wad of old Kleenex in my Levis provoked a particularly displeased look from my security guard), and each of the 16 pockets in my winter jacket were thoroughly searched.  

Lost amidst the rush to batten down the hatches is any sense of rationality about airport security. It’s a classic case of diminishing marginal returns — every extra dollar the TSA or DHS spends on airport security buys us far less than a buck’s worth of permanent safety. Look no further than the 2006 Heathrow plotters: in response to their desire to ignite liquid explosives in sports drink bottles, liquids on flights were banned. Guess what? You can’t bring your Gatorade on the plane, but Abdulmutallab still got through with a different device. What’s more, the present level of heightened security might make us feel safer in the short term, but it is ultimately unsustainable due to a combination of inadequate resources and an abundance of annoyed passengers.

Worse than heavy-handed is the reaction from Washington’s political classes. Rep. Peter King (R-NY) wasted little time in claiming that America’s terrorism screening system didn’t work; his colleague Pete Hoekstra (R-MI) tried to paint the administration as weak on terrorism. Questions abound: why wasn’t Abdulmutallab caught on the no-fly list? Why wasn’t his father’s warning to the U.S. embassy in Nigeria heeded?

The reaction to Flight 253 underscores the need to change the tenor of America’s national dialogue about terrorism. Implicit in the criticism of the administration’s handling of terrorism is an assumption that with the “right,” effective security measures, America can somehow erect an impenetrable wall around its borders.

It’s time to stop kidding ourselves: We can’t. With the hundreds of thousands of names on security lists, and millions of daily passengers in and out of America’s domestic airports and international destinations, someone determined, smart, careful, and — perhaps most important — lucky will be able to get through, no matter how airtight we believe America’s defenses to be. As a counterterrorism analyst for the Naval Criminal Investigative Service, I would write something similar in each threat assessment for U.S. Navy ships pulling into any given port-of-call.

Improvements to the system should be made, of course. But rather than overreacting with new airport procedures, bickering over watch-lists, and politicizing the issue, we’re better off spending our energy addressing terrorism’s root causes. That’s the best way to ensure our security.