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 The variety of uniforms is a sign of the overlapping jurisdictions
that determine which federal, state or local agency - or even
airline - is responsible for security on any particular patch of
turf. That could make sweeping security changes at JFK or other
major U.S. airports difficult in the wake of the deadly Brussels
attack.
At JFK, the police department of the Port Authority - itself run
jointly by two states, New York and New Jersey - primarily controls
law enforcement. U.S. Customs and Border Protection checks identity
documents while the Transportation Security Administration, part of
the Department of Homeland Security, handles screening at security
checkpoints.
Less visibly, the Federal Bureau of Investigation is often on the
premises along with other national agencies such as the Department
of Agriculture and the Bureau of Alcohol, Tobacco, Firearms and
Explosives. Airlines have their own uniformed security personnel.
The Port Authority can also call in the New York Police Department
if something goes wrong.
The show of force may reassure travelers, but the patchwork of
agencies could be a barrier to changes in security procedures, such
as making airline terminals a single security zone.
Some have suggested that as a way to prevent attacks such as the one
at a check-in area at Brussels' main airport on Tuesday, part of a
series of explosions that killed at least 31 people.
JFK is not unique, and other major U.S. airports share similar
complexities.
“It’s gotten a lot worse. There are a lot more law enforcement
agencies involved now than there used to be," said Robert Mann, an
aviation industry consultant, who described the complicated
choreography of security at airports as "ballet."
The airlines and the airport operators dislike disruption, and are
counting costs minutely, while security agencies tend to want
complete control, said Mann. "There is a natural tension between all
of these parties, and it’s brought to a head every time you try to
make a change.”
Even the smallest adjustments require effort.
"Prior to redeveloping Terminal 5 at O’Hare, we engaged with all of
our stakeholders including TSA, as a major element of the redesign
was reconfiguring the security checkpoint,” said Rosemarie Andolino,
recalling her experience as commissioner of the Chicago Department
of Aviation. She is now chief executive of the U.S. unit of
Manchester Airports Group.
Lines of demarcation differ from region to region. At O'Hare and
Midway airports, the Chicago Department of Aviation has a police
force whose officers carry collapsible batons but not firearms,
which are instead wielded by city police on Chicago airports'
premises. At Reagan and Dulles airports in the Washington metro
area, airport police carry guns.
Even if JFK were to be reorganized, the intense bureaucratic
upheaval may not provide a model for other airports.
"If you've seen one airport, you've seen one airport," said Mark
Crosby, director of public safety and security at Portland
International Airport, suggesting that one solution does not fit
all.
A spokeswoman for the Port Authority, which operates New York's
airports, said “coordination is critical” when it responds to a
security event, and it runs regular drills with security partners.
She declined to comment on whether the multiplicity of agencies at
JFK might hinder change.
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The Brussels attackers exploited the fact that security is more
focused on preventing attacks on airplanes rather than in airports.
In Western Europe and the United States terminals are easily
accessible public spaces. That is not the case in countries where
attacks are more common.
At Israel's Ben Gurion Airport, at times suggested as a model for
tough security, private security companies trained by the national
security agency Shin Bet profile passengers, use bomb-detecting
devices and question individual travelers, under the watch of police
at the airport's entrance.
But that approach has limitations, and may just shift the target to
another location at the airport, experts said.
“Wherever your security checkpoint is, you’re still creating a
target for bad people (that) you’re never going to eliminate," said
Crosby. "People love to cite the Israeli model. They created it more
like a military facility in Iraq. But as we know, those still get
attacked.”
Meanwhile, there are security limitations in the existing apparatus.
TSA is "working on moving toward high-speed baggage screening, but
it's not something TSA can do on their own," James Norton, a
homeland security consultant and former DHS official, said.
"Airports have to be a part of the conversation and see that they
have the infrastructure and funding to support it.”
That brings in airlines, whose airport usage fees typically fund
half or more of an airport's budget. Because of that, airlines
effectively have veto power over airports' capital spending plans,
said Crosby.
The attacks of Sept. 11, 2001, which put in motion the creation of
the TSA, focused airlines' attention on security. But air carriers
can still be reluctant to spend beyond what is required by U.S. law,
said Crosby.
Airlines stressed that security is a priority.
"One of the reasons we are in the safest period of aviation is that
when it comes to safety and security, we are never done," said trade
group Airlines for America. "We continuously work with federal and
local authorities... to ensure we are as prepared as possible to
protect passengers, crew and aircraft."
There is no suggestion that the Port Authority is not able to
co-ordinate the many agencies operating under JFK's roof. But the
situation on the ground can be confusing.
At JFK on Wednesday, a group of heavily armed Port Authority
officers said they had no problem with a Reuters cameraman filming
the curbside scene.
But minutes later, a private security guard ordered the Reuters
journalists to leave the terminal and walk across the street to an
outdoor parking lot.
(Reporting by Jeffrey Dastin, Joseph Ax and Hilary Russ in New York,
Julia Edwards in Washington and Dan Williams in Jerusalem; Editing
by Joseph White and Bill Rigby)
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