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Following a meeting of AVSEC in November, it was announced that restrictions on the carriage of LAGs through EU airports will be lifted via a two-stage process, culminating on 29 April 2013.

Following a meeting of the EU’s Aviation Security Regulatory Committee (AVSEC) in November, it was announced that restrictions on the carriage of liquids, aerosols and gels (LAGs) through EU airports will be lifted via a two-stage process, culminating on 29 April 2013.

The current LAGs security rules were implemented on 6 November 2006, following a terrorist plot in the UK in August of that year. These introduced strict limits on the volume of liquids that passengers can bring airside and on board in their hand baggage – liquids may only be carried airside in individual containers no larger than 100ml, with all containers fitting in a transparent, re-sealable bag. Additionally, liquids purchased airside can also be carried, in their accompanying transparent secure tamper-evident bags (STEBs).

Significantly, travellers arriving in the EU from a non-EU country airport and transferring to another flight, unless arriving from an EU-approved airport – those with so-called ‘third country recognition’ – are not allowed to carry LAGs exceeding 100ml on board their next flight. These LAGs, including duty free/travel value purchases sealed in STEBs, are confiscated. It is an issue that has caused confusion and consternation among passengers, and one that has severely impacted the travel retail industry.

Since the failed terrorist incident on 25 December 2009, the Dutch and UK governments have directed that body scanners be deployed at relevant airports in their countries. Schiphol has been using advanced imaging technology (body scanners) as an aid in the screening of passengers and currently they have 15 body scanners at the airport.

Under the first stage of the new agreement, from 29 April 2011 any traveller arriving in the EU carrying duty free LAGs sealed inside a STEB that meets ICAO specifications, and with a receipt that shows it was purchased within the last 36 hours, can freely transfer within any airport in the EU. All LAGs restrictions will then be lifted at EU airports by 29 April 2013. The agreement is subject to the approval of the European Parliament.

European Travel Retail Council (ETRC) President Frank O’Connell said: “We’re very happy with any lifting of restrictions that will make it easier for people to make purchases and bring them on to their final destination. From our perspective, our overriding aim has been to eliminate this confiscation of goods from passengers if they have been purchased from airport stores. Of course, airports must be able to maintain security, but we want an easy, secure way for passengers to make the most of duty free and travel value.”

However, it should be noted that technical specifications for the required technology and the screening process have yet to be determined. Indeed, there are no guarantees that the required technology will be in place by the dates set. ACI EUROPE is committed to improving the passenger experience and the objective of lifting LAGs restrictions. However, as Philipp Kriegbaum, Chair of the ACI EUROPE Aviation Security Committee, explained, ACI EUROPE has always promoted the position that the liquids ban must be lifted “as soon as appropriate detection technology is available”.

Brian Simpson, MEP, similarly adopted a cautious tone. “While we would ideally like to see an immediate end to the liquids ban, we must be realistic and look at what is feasible at this present time,” he said. “At the moment we have conflicting reports as to whether or not the screening technology will be ready to be widely implemented. Therefore, I think a cautious approach is the right approach as we need to be sure that the technology works before we roll it out across the European Union. We also need to think about costs. Many smaller airports may find the financial burden too great, so a sensible approach towards these airports should be adopted.”

ACI EUROPE member airports believe that automated means of border control and standardisation of border management processes throughout the EU are essential.

Clear processes needed

The ACI EUROPE Aviation Security Committee has been involved in the issue since the day the London plot was thwarted. Together with other stakeholders, it successfully convinced regulators that travelling with carry-on baggage and airside purchases remained possible. “In the meantime, we worked closely with both regulators and manufacturers,” said Kriegbaum. “Within the airports community, we managed to develop and maintain a common position, which could be supported by airports of all sizes in all parts of Europe. Furthermore, we found common ground with the Association of European Airlines (AEA) and managed to speak to the European Commission with one voice.”

When liquids restrictions were implemented, screening became more complicated for screeners as well as for passengers. The number of screening staff had to be increased significantly, and throughput at passenger screening points slowed down. “Although the screening process is still slower, more expensive and less convenient than before August 2006, all parties involved have learned to live with the situation. New processes must be trialled under real life conditions. One main prerequisite is clarity regarding certification of equipment,” said Kriegbaum. “In terms of carry-on baggage screening, we want to achieve a situation similar to the one we had before August 2006.”

The US Transportation Security Administration (TSA) is committed to sharing technical developments on the screening of LAGs. Cindy Farkus, Assistant Administrator for Global Strategies, TSA, explained that collaborative efforts include informal five-country consultations between the US, Canada, UK, France and Israel to address air cargo and mass transit security, as well as testing and certification of technologies. “Other elements also have to be taken into consideration, such as staff training and ensuring equipment is deployed correctly. I believe that the cost of putting the technology in place is also a big challenge. At the TSA, we deploy (and pay for) all the equipment at the airports but that is not the same around the world and that is a big challenge,” she said, emphasising that “coordinated international solutions must be the priority”.

Key prerequisites for any change of procedures are that the current level of security must not be compromised, security processes must become more convenient for the passenger rather than more complicated, and security processes must remain operationally viable. While the new agreement to lift restrictions is welcome, it is important that the appropriate screening technology is in place. Ultimately, what are needed are clear, understandable processes which are harmonised worldwide. On top of that, effective communication of security rules to the travelling public plays a vital role in streamlining the security process. In this respect, air carriers have a significant role to play too.

Invasion of the Body Scanners?

Following a Directive from the Dutch Ministry of Justice, the body scanners are now in use for all flights to the US, of which there are 27 per day from Schiphol.

Following the failed terrorist incident involving the now infamous ‘underpants bomber’ on Northwest Airlines Flight 253 from Amsterdam-Schiphol to Detroit on 25 December 2009, advanced imaging technology, now known to the world as ‘body scanners’ became a significant public and political talking point. The TSA immediately ordered that all passengers on US bound flights from Europe be subjected to increased searching and screening.

This resulted in a rush on qualified personnel to assist with the new security regime and for many airports in Europe, up to €50,000 per week in extra security costs. ACI EUROPE, working in close collaboration with ACI North America, immediately sought to highlight the fact that the new TSA measures, while justified as an immediate short-term response, are not operationally sustainable in the mid-to-long term. The European Commission called a special meeting of aviation stakeholders in early January, which was attended by ACI EUROPE, but no common approach was agreed with Member States. ACI EUROPE supports the recognition of body scanners as acceptable means of detection under EU rules, but firmly objects to any mandatory deployment of body scanners within the EU – unequivocally stating that body scanners are not the all encompassing solution, that the airport is only one opportunity to stop a terrorist and that better coordination of intelligence is the real answer.

Since the incident, the Dutch and UK governments have directed that body scanners be deployed at relevant airports in their countries. Schiphol has been using advanced imaging technology (body scanners) as an aid in the screening of passengers and currently they have 15 body scanners at the airport. They have been testing the body scanners for the past three years, and orders have been placed for more.

The L3 ProVision systems use millimetre wave technology. The waves do not pass through the body; instead, when the scan is made the waves are reflected on the body, revealing any objects a person is carrying. A Schiphol spokesperson explained that the systems involve no human interface – a computer analyses the images and if an object is identified, a security official can perform a targeted hand search. “We’ve solved the health, privacy and data protection issues. We’re the first airport in the world to use this automated detection technology,” said the spokesperson.

Following a Directive from the Dutch Ministry of Justice, the body scanners are now in use for all flights to the US, of which there are 27 per day from Schiphol. “Our experience shows that passengers find it very customer-friendly. It results in fewer full body searches and the process only takes a few seconds,” said the spokesperson. As part of the UK government’s strategy to strengthen airport security following the failed terrorist incident, advanced body scanners have also been installed at Manchester Airport and Terminal 4 at London- Heathrow. Rapiscan Systems’ Secure 1000 Single Pose body scanners have been installed at the two airports. They employ backscatter technology for effective detection of concealed items. The new rules in the UK make it mandatory for any passengers who are selected for a scan to participate. Strict privacy measures are in place; images are destroyed after being viewed by specially-trained security officers, who have no contact with passengers. “The introduction of full-body scanners and other technology is one significant step towards a more robust defence against the changing and unpredictable threat posed by terrorists,” said Ian Hutcheson, BAA security director.

However, at EU level, the technology remains controversial. Part of the reason is that in 2008, the European Parliament expressed significant reservations about privacy and health aspects of advanced imaging technology. ACI EUROPE , in consultation with its members, estimates that a full deployment of Body Scanners across the European airport network would cost €1 billion in technology and infrastructure modification. This would be on top of the €1 billion bill for the forthcoming deployment of the new LAGs technology by 2013. Security is paid for by the federal government in the USA, but in Europe, the bill for security is almost entirely borne by the industry. With such significant investments under discussion, the proposed EU Directive on Aviation Security Charges is perhaps timely.

ACI EUROPE has included security as one of the 4 major challenges facing European airports, in its recently released Policy Outlook as part of its new campaign and it will continue to track these developments in the immediate months ahead. Expect more on this matter in the next issue of Airport Business.