MODERN SECURITY SYSTEMS FOR PERIMETER PROTECTION OF AIRPORTS

281 MODERN SECURITY SYSTEMS FOR PERIMETER PROTECTION OF AIRPORTS Mieczyslaw SZUSTAKOWSKI 1 - Wieslaw CIURAPINSKI 2 - Norbert PALKA 3 - Marek YCZKOWSKI 4 - Krzysztof RUTYNA 5 Abstract: During the last few years we could observe development of the security systems dedicated for airports connected mainly with terrorists threats. In the past, terrorists and bombs penetrated chiefly through terminals so the main efforts were focused on improving passenger and baggage screening. After the September 11 terrorist attacks, all aspects of airport security were analyzed. Dramatic contrast between protection of terminals and perimeter zones was revealed. Inspections showed easy access to important critical infrastructure: flying controls, airstrips, fuel storages, hangars etc. This paper will present basic elements of perimeter systems and their functions in the most important action - safe and effective intervention. Various variants of perimeter protection will be shown. The presented conceptions can be applied for practical implementation for existing or new-built airports. Keywords: security systems, perimeter protection 1. INTRODUCTION Through five last years, particularly on TSA s initiative and financial recourses, the technology for construction electronics perimeter security systems extensive areas of the airport has been unreeled and organizational and technical systems of full outside security were adapted and worked out. Currently a complex structure of the perimeter security of the port is taken. (Figure 1) The first layer, as the physical obstacle, is supposed to stop (to delay) attack. The other detect the ensure keeping track of intruder s moves. Third-one to intervene and make the intruder powerless before he does damages. Protect Detect Respond Function Physical Fencing Signage Video Surveillance Intelligent CCTV Security Manpower Network Integration Command & Control Centre Alarm signal Taut wire Sensors Chain Link Concrete Barriers CCTV Cameras Thermography Infrared Cameras Intelligent Video Software Wireless Networking Monitoring Capabilities Procedural Action Interoperable Solutions Command, Control & Communication Security Procedures Organization Situational Awarness Equipment Personnel System Integration Factors Conditioning Safety Figure 1 A layered structure of the perimeter security of the port In the completion of the effective perimeter safety of ports is assumed cooperating of three factors: technical security, organizational procedures and airport security services. 1 2 3 4 5 - Prof., Ing., Dr.; mszustakowski@wat.edu.pl, 2 Kaliski Str. 00-908 Warsaw, +48 (22) 6839353 - Ing., Dr.; wciurapinski@wat.edu.pl, 2 Kaliski Str. 00-908 Warsaw, +48 (22) 6839353 - Ing., Dr.; npalka@wat.edu.pl, 2 Kaliski Str. 00-908 Warsaw, +48 (22) 6839353 - Ing., Dr.; mzyczkowski@wat.edu.pl, 2 Kaliski Str. 00-908 Warsaw, +48 (22) 6839353 - Ing., Dr.; krutyna@wat.edu.pl, 2 Kaliski Str. 00-908 Warsaw, +48 (22) 6839353

282 Proceedings of the International Scientific Conference Modern Safety Technologies in Transportation 2007 The technical elements of perimeter security are building as a combination of electronic fences, CCTV, video detection, intelligent video surveillance, termovision and radars. The core of the security system making the network system and Monitoring Center with an intervention patrol control system (Command, Control and Communication (C3)). 2. CONDITIONS OF THE AIRPORTS SECURITY RANGE We understand the outside perimeter airports security as a safeguard of the territorial border of the airfield. The boarders of polish airports, is consisting of the fence with gateways enabling pedestrians and vehicles to have access to the airport. Till 11.VIII.2001 the district security of airport and airports s peripheral territory was protected by passive fences and gateways controlled by permanent posts and patrols of Airport security. Few months after the terrorist attacks in USA George Bush, the president, signed the act about Safety of Aviation and Transport. Under this act in Ministry of Transport the TSA was existence into being. It was located in the Department of Homeland Security (DHS). TSA activity has had a huge influence on the development for technology and the conception the security of airports in entire world. A supervision of the safety of the all kinds transport was confided TSA. On the base of the control and analyses of the susceptibility of ports to terrorist attack TSA determined three areas which require urgent action in order to: - improve in the airport perimeter protection over/on build smart fences and control access of vehicles and pedestrians in gates, - tightening the control of persons who have access to guarded areas in the airport, - tightening the control of persons working at the airports open area. These undertakings were supposed to contribute to increase the safety of air transport. In 2004 TSA worked out and recommended to the implementation Risk Management Approach. This methodology is giving the course of the proceedings in the assessment of threatening the port recommending three stages: - assessment of the risk taking into consideration such authorities as political situation, factors attracting the attention of terrorists and their past activity, - assessment of the infrastructure s susceptibility to terrorist and sabotage attacks, - assessment of critical points in the airport infrastructure and the organization of functioning. On the basis of results of the assessment of risks securing undertakings are taken. They are aspiring to counteract risks and making losses smaller. TSA defined zones of risks of the airfield (Figure 2) and worked out, applying to this time, requiring their protections. Figure 1 shows the diagram of safety zones of the typical airfield. Requirements were defined only for zones SIDA (Security Identification Display Area), AOA (Air Operations Area) i SA (Sterile Area). TSA didn't formulate similar requirements for perimeter security. This organization announced doing it later. In 2004 appeared a report on the control of TSA activity made out by GAO (Government Accountability Office) [1] entitled Further Steps Needed to Strengthen the Security of Commercial Airport Perimeters and Access Control. The report is paying attention to fact that financial and organizational effort to protect activity of airports mainly focus on the control and illuminating luggage and observation and the monitored access inside terminals preferring protecting the road of the passenger from entering to terminal to the door of the airplane. Opened area (airport infrastructure) of an airport are still secured poorly or completely unchecked. The report recommends to TSA focusing its attention on the perimeter security. It shows the susceptibility of passive fences to hidden making out persons and vehicles. The report is also paying attention, that TSA has no conception for behind security of entering a race or landing aeroplanes against the manual rocket launchers fire (MANPADS). Terrible in effects terrorist attacks in Madrid (2004) and London (2005) speed up installations of technical security measures, especially ports at a junction point supporting the international movement.

283 Figure 2 Diagram of zones of the safety of an airport [1] Lack of formal regulations, especially within the scope of the perimeter security, and increasing with the use new technologies costs cause that the ports security remains seriously individualized issue in every single European state. 3. DEVELOPMENT OF THE PERIMETER AIRPORT SECURITY 3.1 The passive fence and the physical control of entry gates A few years ago passive fence around the area was a synonym of a perimeter security. At the same time the road, enabling the control of damages in fence, had been built. Technical gates were locked to padlocks and other gates were controlled by guards. The fence fulfilled preventive functions. It made impossible for animal or casual passer-by to rush into the land of the port. Together with the rise of terrorist risk it all showed a need for introduction of the electronic intruder detection. 3.2 One-dimensional active fence with electronic access control The active fence conception assumed modernization of the passive fence spread by giving the line of electronic sensors along the fence and introduction of the vehicles and persons access control systems. The perimeter security systems developed independently of airports need and they were and they are used in military bases and power stations. In the first phase/stage works adapting existing systems to requirements of port ring roads were taken. Using CCTV cameras was transferred into the similar way. They were located along the fence and coupled with sensors of the active fence what complemented the linear one-dimensional system of the perimeter security. Companies of the security business worked teletransmission systems integrating individual one-dimensional systems. They integrated alarm signals of the monitored access and the vision on servers of individual systems in the Supervision Centre. This system is not able to define direction of the intruder s movement and keep track of his move or determine the composition of the group. In that situation intervention patrol has to look for the intruder on the airfield not knowing direction of his relocating. 3.3 Spatial surveillance of the linear perimeter security system and the airfield In order to eliminate faults in the linear security systems a system in the second line for the wide-angle detection was introduced. It envelops sections with the reach of several few hundred metres of the fence and deep into beyond lines. The second line is composite from radars or termovision cameras. It is situated a few hundred metres from the line. It can detect intruder on its own or intercept signal from perimeter sensors and track intruder s moving. Therefore effective intervention is possible. Currently two technologies are used to wide-angle observation of the line radars and termovision. Possibilities

284 Proceedings of the International Scientific Conference Modern Safety Technologies in Transportation 2007 of both technologies are different (Figure 3). The radar sweeps the sector or the circle about the set range and detects moveable objects as well as constants ones on the basis of wave reflection. Termovision cameras detect around fixed sector of observation and they require directing in a overstepping place. The operator isn't able to identify an image obtained from these devices. Therefore these devices are usually coupled with CCTV cameras. The patrol is devoid of the chance to monitor situation while being outside the building of the Supervision Centre. System Integrator System Integrator Monitoring Center Perimeter Security Activ Fence SKD CCTV Radar Command & Control IR Switch Security Patrol e n t1g er h t Camera Camera Detection, tracking identyfication RADAR TERMOVISION Detection i lokalization Saction Comunication Sensorsi Gates + SKD Figure 3 Typical elements of the perimeter security system of airport

285 3.4 Intervention management system of guards (Command & Control) Effective and safe intervention of the airports patrol is an effect of appropriate action of the entire system of the perimeter security. It requires equipping the patrol with units of video signals receiving, devices to sense of geographical direction and radio communication devices. To sum up, building the C&C system requires: dedicated radio contact and showing the real situation on the digital map in Supervision Center and transmitting it to patrols. 3.5 System of recognizing (familiar - unfamiliar) Applying radar technology lets build the system, which will enable to active recognize people and vehicles on the apron area where their move is allowed. It is the latest technology, led into security systems at the moment. 3.6 Monitorng Center communication inside system If we assume that we used radars for the two-kilometres detection in the second line we can divide the entire perimeter of the airfield to sectors about the length of the 3 km order. We can put there communications stations with communicating devices (sensors, cameras, radars) from the centre. In this way, we will receive sector structure of securities. The entire signal and vivid information have to be handed over and processed in final devices in Monitoring Centre. Devices of active fence, access control system, CCTV systems, radar and termovision systems and Command & Control system should be found there. The communication of sector electronic stations is organised itself on the base of fibre 1Gbit LAN transmission. The C&C communication is a radio type. 4. COMPANIES AND SYSTEMS OF THE AIRPORT PERIMETER SECURITY As it is described in the chapter three, the security system integrates row of different technology systems. In the world there isn t the company which could be a producer of all technologies. A corporation of companies is coming into existence with the company leading as a rule. It works out software system integrating remaining technical systems. Companies don t usually give thorough descriptions of their systems. It is possible to list from known published systems: - System SHIELD by THALES [3] - System Magnet-Fortis firmy Magal Security [4] - The Integrated Airport Security Systems (IASS) firmy Raytheon [5]. In March 2006 the company "Frost & Sullivan" in its study "WORLD AIRPORT PERIMETER SECURITY MARKET" gave the list of companies acting on the world market of the perimeter security of ports (Table 1). Companies possessing one of three technologies: perimeter systems, TV systems and 3C systems were mentioned in the table. In its study the company "Frost & Sullivan" introduced results of the ranking of companies which were found best at five favoured categories: Bisiness Development Strategy Leaderhip FLIR, Customer Service Leadership - ADT, Brand Development Strategy Leadership - Thales, Competitive Strategy Leadership - Magal Security Systems, Vertical Market Penetration Leadership - Cisco Systems.

286 Table 1 Proceedings of the International Scientific Conference Modern Safety Technologies in Transportation 2007 Title of the table

287 5. CONCLUSION As it is resulted from the taken analyses carrying out safe and effective intervention can be assured only by the Command & Control system as a last cell of the security. This system is a structure technically and software very compound. His construction requires the cooperation of many specialist companies. Comprehensive security system is a very much expensive investment. Laying out the building of the system into stages is appropriate. However the destination state of the system should be designed earlier and thoroughly carry out in individual stages. REFERENCES 1. GAO-04-728 Aviation Security: Further Steps Needed to strengthen the Security of Commercial Airport Perimeters and Access Control. www.gao.gov/new.items/d04728.pdf 2. Airport Security Transportation - THALES. 3. Magnet Fortis perimeter security systems. MAGAL. 4. The Integrated Airport Security System. 78 th annual American Association of Airport Executives Conference. San Diego, April 2006. 5. World Airport Perimeter Security Markets. Frost & Sullivan. March 2006. 6. Handbook of Intrusion Detection Sensors. SPAWAR System Center, Homelend Security Office, USA, September 2004. Opponent: prof. Ing. Tobias LAZAR, DrSc.; Faculty of Aeronautics, Technical University of Kosice, Rampova 7, 041 21 Kosice, SLOVAKIA, email: tobias.lazar@tuke.sk