R. William Johnstone served at the transportation safeguard employees of the 9-11 fee, and wrote this booklet to construct upon and complement the Commission's paintings. In its pages, he explains the aviation safety approach failure on Sept. 11, makes use of that as a way for comparing post-9/11 transportation safety efforts, and proposes treatments to persisted shortcomings.9/11 and the way forward for Transportation defense is predicated on details initially supplied to the 11th of September fee, augmented via unpublished experiences and a wealth of alternative fabric that has come to gentle because the issuance of the Commission's personal file in July 2004. half One analyzes the aviation safety system's background and associations to provide an explanation for why the procedure failed on Sep 11. half seems at what has been performed in aviation and transportation safety considering Sept. 11, together with the Commission's techniques and the congressional reaction to them. eventually and most importantly, half 3 outlines a recommended process for making improvements to present U.S. transportation safety. It starts with basic coverage questions that needs to be spoke back if we're to optimize transportation safety efforts, and concludes with either underlying rules for motion and particular concepts.
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Extra info for 9 11 and the Future of Transportation Security
20 The ﬁnal report of the Gore Commission described the evolving threat to civil aviation in this time period as follows: 15:4 ggbk003c02 GGBK003/Johnstone Johnstone-C9075 March 27, 2006 The Pre-9/11 Aviation Security System 21 The Federal Bureau of Investigation, the Central Intelligence Agency, and other intelligence agencies have been warning that the threat of terrorism has been changing in two important ways. First, it is no longer just an overseas threat from foreign terrorists. . 21 The Gore Commission’s most signiﬁcant security recommendations, issued in February 1997, were directed at dealing with the bomb threat.
57 Among many other similar reports it had issued beginning in the latter half of the 1980s, GAO reported to Congress in June of 2000 that, caused primarily by the rapid turnover (itself a product of the prevalent low wages, limited beneﬁts, and tedious nature of the work) and inadequate training of screeners, 20 percent of the simulated weapons used in FAA testing in 1987 escaped detection at airport checkpoints and that subsequent FAA test data had shown declining performance throughout the 1990s.
The government controlled prices, routes, even the purchase of airplanes. The aviation industry thrived under the care and nurturing of the government. The government and the military were intrinsic to the development of aviation; the same people guided and assisted aviation on both sides. The aviation industry urged Congress to pass the very legislation that created the FAA. 43 As was customary in the civil aviation system, the impetus for a change in the dual mandate came in reaction to a disaster.
9 11 and the Future of Transportation Security by Johnstone