Threat facing the nation’s aviation system are dynamic and the Transportation Security Administration (TSA) needs detection technologies that can adapt to these changing threats, Robin Kane, the acting assistant administrator for the Office of Process Technology, says at last week’s Department of Homeland Security’s (DHS) Science and Technology (S&T) Stakeholders Conference.
To that end, Kane says that, “We need to be able to push out algorithms, regardless of vendors to any of the platforms that are out there doing detection.” There’s the possibility of doing “dynamic screening,” he says. “You could focus on a particular threat and put in an algorithm for that, and push that algorithm to that machinery,” Kane says, referring to explosives detection systems (EDS) used to screen checked baggage. “You might have to get to the point where you know you have a threat specific airport and maybe I’ll accept a higher false alarm rate if I need to have a higher detection capability.”
These algorithms and the ability to push them out to the EDS systems is part of where TSA is looking for help from the DHS S&T Directorate in the short and long-term, Kane says. The annual S&T Stakeholders Conference was sponsored by the National Defense Industrial Association.
AT X-Ray Systems
TSA is also banking on new algorithms to boost the capabilities of the Advanced Technology (AT) X-Ray systems it is acquiring from OSI Systems [OSIS] Rapiscan division and Smiths Detection to detect liquids and gels in carry-on backs at airport checkpoints. Kane thinks TSA will have an algorithm this summer to allow a relaxation of the 3-1-1 carry-on rule at airports.
Kane says he is also in discussions with the European community about how to do standardized testing that would allow mutual acceptance of each other’s work and reduce some of the work done in Europe and the U.S.
TSA began purchasing AT X-Ray systems nearly two years ago to replace conventional X-Ray systems that had been used at airport checkpoints for years. While those purchases are ongoing, Kane says that the systems will be obsolete in seven to 10 years, which means the agency is beginning to look at what’s next. He says TSA is looking to improve on the hardware platforms that are deployed rather than replacing all of them.
TSA is also asking how the various checkpoint sensors can be integrated or how can their different outputs be integrated for the operators.
“How are those operators going to be able to view the checkpoint as a single entity versus all these different pieces of equipment that we have out there and different operators for each of those different pieces of equipment,” Kane asks. “So that’s long-term.”
Regarding the use of Whole Body Imaging (WBI), Kane says in the future the goal is to have automatic alerts, which would take the screener viewing the images out of the loop and would also help in reducing privacy concerns associated with the use of these systems. He also says that TSA hasn’t foreclosed its options on using backscatter based WBI systems over the currently favored millimeter wave-based systems. It comes down to evaluating systems against requirements, he says.
Queried about WBI systems replacing metal detectors, he says ongoing pilot tests of the personnel imaging systems in a primary screening mode at six airport checkpoints will help determine how TSA will move forward with its concept of operations.
“I don’t think you’ll see walk through metal detectors going away,” Kane says. “You certainly aren’t going to see TSA mandate the WBI. There are still a number of issues. So we will have alternative procedures in place…when we have Whole Body Imagers there.”
Kane also spoke to the challenge of meeting the congressional mandate of screening all cargo put on passenger planes for explosives by August 2010. “That’s a huge challenge for us to figure out how we’re going to get to 100 percent screening.”