OCHRANA CIVILNÍ LETECKÉ DOPRAVY (AIR TRANSPORT SECURITY) 2012

Transkript

1 Letiště Praha, a. s. ve spolupráci s Vysokou školou obchodní v Praze, o. p. s. Katedrou letecké dopravy OCHRANA CIVILNÍ LETECKÉ DOPRAVY (AIR TRANSPORT SECURITY) mezinárodní vědecká konference Sborník příspěvků Praha

2 ZÝKA, J., ŢIHLA, Z.: Ochrana civilní letecké dopravy (Air Transport Security) 2012, 1. mezinárodní vědecká konference, sborník příspěvků, listopadu 2012, Praha, Česká republika, Praha, Vysoká škola obchodní v Praze, o. p. s., 2012, 105 stran ISBN

3 Patronát nad konferencí převzal Ing. Jiří Pos ředitel společnosti a předseda představenstva Letiště Praha, a. s. Philippe Moreels, prezident Českých aerolinií prof. Ing. Jaroslava Durčáková, CSc. Rektorka Vysoké školy obchodní v Praze, o. p. s. Vědecký výbor konference prof. Alan B. Kirschenbaum Technion Israel Institute of Technology, Israel prof. Ing. Antonín Kazda, CSc. Universita Ţilina, Slovensko prof. Ing. Rudolf Jalovecký, CSc. Univerzita obrany, Brno prof. Ing. Zdeněk Ţihla, CSc. Vysoká škola obchodní v Praze, Praha plk. doc. RNDr. Jaroslav Tureček, Ph.D. Policejní akademie, Praha doc. Ing. Luděk Beňo, CSc. Vysoká škola obchodní v Praze, Praha doc. Ing. Jindřich Ploch, CSc. Vysoká škola obchodní v Praze, Praha doc. Ing. Radomír Ščurek, Ph.D Vysoká škola báňská, Ostrava Ing. Jiří Pos Letiště Praha Ing. Zdeněk Truhlář Letiště Praha Ing. Tomáš Plaček Letiště Brno

4 Organizační výbor konference prof. Ing. Zdeněk Ţihla, CSc. Vysoká škola obchodní v Praze, o. p. s. Praha doc. Ing. Jindřich Ploch, CSc. Vysoká škola obchodní v Praze, o. p. s. Praha Ing. Zdeněk Truhlář Letiště Praha, a.s. Ing. Jan Zýka Vysoká škola obchodní v Praze, o. p. s. Praha

5 Předmluva Světová letecká doprava prošla a prakticky stále ještě prochází obdobím, kdy se charakter protiprávních činů proti civilnímu letectví mění natolik, ţe potřeba ochrany proti jejich vzniku a důsledné zavádění opatření pro omezení moţných vlivů v případě nekontrolovaného vzniku protiprávního činu, patří dnes mezi nejvíce sledované problémy. Vzhledem k obtíţně definovatelnému charakteru případných soudobých, nebo budoucích protiprávních činů proti civilnímu letectví, jejichţ existence vychází z určitých neřešených společenských problémů ve světě, ale současně i v důsledku existující neţádoucí silné ekonomické podpory potencionálních teroristů, problematika ochrany proti těmto činům se musí důsledně prosazovat a účelně prolínat nejen ve všech mezinárodních a národních sloţkách a orgánech letecké dopravy, ale i v rámci činnosti armády, policie a orgánů státní správy jednotlivých zainteresovaných zemí. Sloţitost problematiky odhalování a analýzy moţných rizik, hledání legislativních, organizačních a technických postupů pro zamezení jejich vzniku, nebo alespoň moţností pro potlačení rozsahu moţných škod je také podnětem ke specializovanému vědeckému zkoumání, objevování a vývoji metod a prostředků, nezbytných pro zajištění poţadované míry bezpečnosti. Otázka ochrany je však také součástí procesů spojených s kvalifikovanou přípravou a výcvikem bezpečnostního personálu, organizovanou na základě výsledků prováděných kontrol a analýz procesů rozhodování. Právě tento personál můţe svou činností, osobními vlastnostmi nebo nekvalitní přípravou výrazně ohrozit poţadovanou bezpečnost. S růstem objemu letového provozu se tak postupně dostává do popředí otázka, nakolik je moţné ve stále náročnějších provozních podmínkách dokonale v plném rozsahu poznávat a zvládat bezpečnostními pracovníky rostoucí mnoţství nových informací, poţadavků vydávaných nebo korigovaných zákonů, předpisů a nařízení, provozních a technických procesů a dalších aktivit, nutných k dosahování poţadované míry bezpečnosti. Růst poţadavků na rozsah a kvalitu provádění kontrolních činností se v této situaci současně střetává s neţádoucími vlivy vyplývajícími z vlastností lidského činitele, výrazně vystupujícími do popředí při zvyšující se pracovní zátěţi, sloţitých pracovních podmínkách, rostoucí časové tísni při kontrolní činnosti, ale velmi často i s existujícími osobními a sociálními problémy pracovníků. Tato situace vyvolala na základě poţadavků praxe potřebu vytvořit na národní úrovni určité neformální sdruţení pracovníků z oblasti provozování letecké dopravy, policie, armády, výzkumných, výrobních a obchodních zařízení, vysokých škol a dalších pracovišť zaměřených na řešení problematiky Security a současně s tím i zajistit vhodné podmínky a prostředí pro kvalifikovanou výměnu informací, diskusi a konečně i případnou formulaci opatření, umoţňujících efektivnější postup pro dosaţení poţadované míry bezpečnosti (Security). Tuto koordinační úlohu si postavila 1. Mezinárodní vědecká konference Ochrana civilní letecké dopravy (Air Transport Security) Pevně věřím, ţe se jí tento úkol podaří. Prof. Ing. Zdeněk Ţihla, CSc.

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7 Obsah THE AIRSPACE STATE SOVEREIGNTY PROTECTION Miloslav BAUER TRAINING OF AIRPORT SECURITY PERSONNEL AS A SOURCE OF VALUABLE DATA Břetislav BERÁNEK, Jakub HRABEC, Ladislav MAREČEK, Jan ZÝKA ENHANCING THE SECURITY ISSUES OF GNSS SAFETY CRITICAL APLICATION BY USING DATAFUSION METHODOLOGY Tomáš DUŠA PREDIKCE CHOVÁNÍ JEDNOTLIVCŮ V MĚSTSKÉ AGLOMERACI A DALŠÍCH LOKALITÁCH SE SLOŢITÝMI SOCIÁLNÍMI VAZBAMI Pavel FIALA, Miroslav JANÍČEK, Radim KADLEC NON-LETHAL WEAPONS, ELECTRONAGNETIC PULSED GENERATOR AND SAFETY/SECURITY PROBLEM Pavel FIALA, Miroslav JANÍČEK, Radim KADLEC ACTIVITIES OF AIR TRANSPORT DEPARTMENT, FACULTY OF TRANSPORTATION SCIENCES, CTU IN THE SECURITY OF AIR TRANSPORT Ota Hajzler, Vladimír Plos, Peter Vittek PRINCIPIÁLNÍ OTÁZKY MANAGEMENTU LETECKÉ A LETIŠTNÍ BEZPEČNOSTI Miroslav HANÁK ODBAVENÍM CESTUJÍCÍCH OCHRANA V LETECKÉ DOPRAVĚ POUZE ZAČÍNÁ Pavel HOŠEK, Vlastimil MELICHAR AUTOMATIZOVANÁ OCHRANA PERIMETRU LETIŠTĚ Stanislav JONÁŠ AIRPORT DESIGN AND SECURITY ISSUES Antonín Kazda INTERNATIONAL SUPPLY CHAIN SECURITY PROGRAMS INTRODUTION TO MUTUAL RECOGNITION AND COMMON PROBLEMS OF COMPATIBILITY Martina LÁNSKÁ, Peter VITTEK... 78

8 INTEGROVANÝ SYSTÉM VÝCVIKU BEZPEČNOSTNÍCH PRACOVNÍKŮ Marek NAJMAN ÚLOHA KATEDRY LETECKÉ DOPRAVY VŠO V PRAZE PŘI REALIZACI NÁRODNÍHO ZNALOSTNÍHO CENTRA PRO OBLAST SECURITY V LETECKÉ DOPRAVĚ Jindřich PLOCH, Zdeněk ŢIHLA NOVÉ MODELY BEZPEČNOSTNÍCH KONTROL CESTUJÍCÍCH NA LETIŠTÍCH Zdeněk TRUHLÁŘ PROBLEMATIKA DETEKCE VÝBUŠNIN A ZBRANÍ NA POLICEJNÍ AKADEMII ČR Jaroslav TUREČEK

9 Příspěvky konference [9]

10 THE AIRSPACE STATE SOVEREIGNTY PROTECTION Miloslav Bauer 1 Abstract: The protection of the Czech airspace as far as military threats concerns is granted by the NATO. All nations as alliance members are involved in NATO integrated air defence system (NATINADS). This program is in accordance with NATO MC54/1 oriented mainly against military threats from non NATO countries. Circumstances of the 11 September 2001 changed the nature of protecting the airspace forever. These attacks, performed by civilian airplanes used as terrorist tools, had a profound impact on NATO air defence peacetime operations. Basic tool which is contemporary protecting the airspace, as part of the state sovereignty, is legislature and specific procedures in accordance with the national law. The legislature is depending on international and national political willingness. Key words: Aviation legislature, state sovereignty, protection of the airspace INTRODUCTION Historically the first legislature act concerning the air activities in Europe, was the declaration of rules issued by the police in Paris about the way, how and where the balloons flight activities could be organized. This was the first national procedure about air activities. During the time of war, there was discovered that aviation is not important only for military use. A lot of cargo transport as well as personnel air transport were provided for another reason than war. By taking into account this activities, even during the second half of the War, a lot of initiatives were undertaken to prepare a peaceful air activities. In pursuance of the recommendation, made by the delegates to the Chicago Conference held in 1944, with regard to the resumption of the work of the Comité International Technique d Experts Juridiques Aériens (CITEJA) which was formed in 1925, the organisation covered activities oriented towards the field of air international law. Thirty-two countries were represented at the 15 th Plenary Sessionat Cairo from 14 to 19 November 1946, where it recommended that a Committee on International Air Law will be established within ICAO (International Civil Aviation Organization). The 1 st Session of the ICAO Assembly, held in Montreal in May 1947, adopted Resolution A1-46 creating the Legal Committee as permanent body of the Organization replacing the CITEJA. At the same time of the 1 st Assembly, CITEJA held its final meeting and decided on its dissolution. In the frame of historical development of aviation the legislature, which is on one side protecting the state sovereignty while on the other side is allowing to open airspace over state, is playing a very important role. Each particular state is, in accordance with international law, recognised as only institution to protect the airspace above its territory. For these activities, following The Convention on International Civil Aviation, each state has right to create its 1 Col. Ing. GS.Miloslav BAUER, Ph.D. Vice - Rector, University of Defence, Kounicova 65, Brno, Czech Republic, miloslav.bauer@unob.cz; [10]

11 own national rules and procedures which are mostly in accordance with international customs and recommendation. Sovereignty in relation to a portion of surface of the globe is the legal condition necessary for the inclusion of such portion in the territory on any particular State. Every State has complete and exclusive sovereignty over the airspace above its territory. [1] Despite the fact the airspace protection is not completely covered by the international air law environment, basic aspects are parts of several international conventions. These circumstances lead to the ratification obligation of all states. Once the ratification is done, the agreement is then international in nature, and the ensuing law is also international. By the foundation of several international organisations on the governmental level and by the organisation of international conferences focusing onto the aviation, the space for creating the international aviation legislature and law procedures was opened. The international juridical relationship inside aviation is oriented towards three kind sources of law [2]: Legal statute. Legal custom or practice. Law-making treaty. The basic pillar of the international Air law is the international treaty, which is necessary to comprehend as the agreement between subjects of the international law. These subjects are sovereign states and international governmental organisations. The Charter of the United Nation can be shown as an example with its article N 51 dealing with inherent right of individual or collective self-defence if an armed attack occurs against a member of the UN. This right will be adopted obviously in case of airspace violation. The international air law environment is recognizing multi-lateral as well as bilateral agreements. As an example of the multi-lateral frame the Chicago Convention could be mentioned. On the bilateral level the CZ USA airspace protection during the Prague NATO Summit 2002 and the agreement between Italy and Slovenia about the Slovenian airspace protection is also good example. 1. THE AIRSPACE STATE SOVEREIGNTY PROTECTION The protection of the Czech and Slovak airspace as far as military threats concerns is granted by the NATO. Both nations as alliance members are involved in NATO integrated air defence system (NATINADS). This program is in accordance with NATO MC 54/1 oriented mainly against military threats from non NATO countries. Circumstances of the 11 September 2001 changed the nature of protecting airspace forever. These attacks, performed by civilian airplanes used as terrorist tools had a profound impact on NATO air defence peacetime operations. Under current NATO policy, NATO defines an aircraft operating in such a manner as to raise suspicion that it might be used as a weapon to perpetrate a terrorist attack as a Renegade. Renegade aircraft is not considered military threat but instead is defined as civil threat. As a civil threat, the nation, not NATO, is expected to determine the best course of action for handling a Renegade. Whereas nations are ready to protect state territory against military threats from another state or coalitions of states in accordance with international law aspects, protection against civilian [11]

12 aircraft activities are not always covered by the clear national or international legitimate procedures. The contracting States recognize that every State must refrain from resorting to the use of weapons against civil aircraft in flight and that, in case of interception, the lives of persons on board and the safety of aircraft must not be endangered [1]. This should be also fragment, which is limiting actions against civilian platforms in the frame of national or international airspace. The state itself can protect the airspace by means of passive and/or active measures. During the peacetime the activities against civilian aviation related to the protection of the state sovereignty have to be well covered by the national and international legislature. As was already mentioned basic tools to protect airspace, as part of the state sovereignty are legislature and specific procedures. The legislature is depending on international and national political willingness. The security environment is on the other level contemporary than immediately after 9/11 event. Among main passive measures which should be taken in order to have the airspace control, states are creating inside their airspace territory special areas or zones. These are internationally accepted inside aviation environment. The aim of them is to regulate air traffic over the state in accordance with national specific consideration. Fig.1.Example of the airspace structure in NŰRNBURG / PRAGUE area. [12]

13 Possible areas as passive measures to protect airspace over the state territory are as follows: FIR Flight Information Region CTR Control Zone TMA - Terminal Manoeuvring Area Prohibited Area; Restricted Area; Dangerous Area; TRA Temporary Reserved Area TSA Temporary Segregated Area ADIZ- Air Defence Identification Zone NFZ No Fly Zone. Active protection of the state sovereignty employed a layered defense system consisting of three primary components: air defense fighter aircraft, supporting ground radar sites and associated command and control structures. The first active component included a standing alert force of fighter-interceptor aircraft tasked with providing a quick response to unknown flying platform. Flights of two aircraft maintained a ready posture and were capable of being airborne within a very short time. An elaborate command and control system was established to provide the necessary oversight of the alert aircraft. Controllers, usually through the air defense ground environment, are watching the sky and stood ready to command a launch of the alert assets if any aircraft is penetrating airspace without the appropriate national authorities clearance. Activation of assets (usually 2 military aircraft) will be in accordance with action against flying unknown platform. Aircraft which is operating in the Czech Republic airspace will be intercepted when: 1) is flying within prohibited and restricted area, 2) is not complying with instruction from ATC agency, 3) is engaged in prohibited activities. There are several interception tasks as active protection phases. By the following the development of situation and by comparing the seriousness of intruder behavior the responsible authority should order: Identification. Intervention - out of airspace area / out of national airspace/ to land Warning burst Engagement. If any aircraft of other nation, civil or military, is not respecting procedures to fly in specific part of national airspace, this state is free to exercise its state sovereignty by application of appropriate active measures[3]. ICAO admits the interception of civil aircraft, but only as exceptional act to protect the airspace as part of the state sovereignty. For this reason intercepting procedures are settled inside aviation environment and published by the national aviation authority. (Czech Republic example CAA AIP ENR 1.12). [13]

14 2. INTERNATIONAL AIR LAW ASPECT The task of protection of the airspace, as the part of state sovereignty, is under Ministry of Defense responsibility in accordance with Act No. 222/1999 Coll. about Czech Republic protection. Active protection at the air is in the Czech Republic provided by the Czech Air Force. These activities, together with all Air Defense procedures, are ready to support basic attribute of state sovereignty. As far as the state Air sovereignty protection concerns there are NATINADS procedures applied against military flying assets. Concept Renegate was installed as the reactions to 9/11 events. But its full application among nations is not unanimously employed. Even as far as legal aspect. For example in Germany, Article 14 of Act dealing with the Security of the Airspace protection ( LuftSiG ) was, admitted in accordance with Home Office amendment, that Ministry of Defence is approved to issue the shot down order during the interception of the civilian flying platform serving as terrorist threat. The legalization of this paragraph was canceled by the German constitutional court decision from 15 of February This solution was focusing on passenger s life and human dignity [4]. While there are, thanks to NATO membership, procedures to protect airspace against military threats well defined, for protection against civilian flying platform is not the case. Usually the use of active means is limited by the identification of unknown traffic. Up to this step of interception procedures, the legislature is precise rather enough. But to order the warning burst against civil aircraft, which is not following ATC procedures, or engagement of civil flying platform under terrorist control is not even inside national environment well covered by appropriate law today. The question to create precise legal procedures for all possible cases, which can happen inside the airspace, is in front of political, military and juridical authorities. Some examples, how other nations are protecting their national airspace against possible threats are mentioned bellow: The United States of America Airspace protection is granted by the United States Air Force mostly at the same level as NATINADS. Special agreement is signed concerning the possibility to survey drug sensitive areas and extended Air Defense Identification Zone. The Baltic States Estonia; Latvia, Lithuania These nations have no active means to provide the airspace protection by adequate means. For this reason the protection of one part of the state sovereignty Airspace protection is over mentioned states on NATO shoulders. During participation of CZAF into this operation (May August 2009), our assets were allowed to provide the active protection up to degree which includes the identification of flying civilian platforms following by the possible intervention. There were doubts during that period, how should operation personnel react in case that civilian aircraft as an intruder is not following instructions issued by ATC and Air Defense authorities. [14]

15 CONCLUSION The protection of the airspace, as the part of the state sovereignty, is well defined during crises and possible war conflicts. European states are mostly inside several alliances (NATO, EU) which have settled procedures and standards to protect state against military threats. The 9/11 event had presented, that airspace is henceforth possible environment to be used as threat for under laying state. Civilian flying platforms could be, inside hands of terrorist movements, significant tool to achieve its intentions. For this reason, the nation is obliged to create very effective means, environment and procedures how to protect state territory against flying threats. A side of active devices and structure of the airspace we have to create a clear unambiguous legislation which will cover all possible aspects when civilian aircraft, controlling by the terrorists, could be downed. From my point of view, this will serve mainly to protect personnel inside Air Defence Command and Control structure while acting. Sources: [1] Convention on International Civil Aviation, Ninth edition, Doc 7300/9, [2] HOCKO, M., Letecká legislative pre personal údržby, TU Košice, [3] ČAPEK, J., KLÍMA, R., ZBÍRALOVÁ, J.Civilní letectví ve světle práva, Lexis Nexis, Praha, [4] BÍLKOVÁ, V., GŘIVNA T.,HERCZEG, J. Scénář Renegade, aneb sestřelení civilního letadla z pohledu práva.trestní revue č. 11/2008. Praha, [15]

16 TRAINING OF AIRPORT SECURITY PERSONNEL AS A SOURCE OF VALUABLE DATA Břetislav Beránek 2, Jakub Hrabec 3, Ladislav Mareček 4, Jan Zýka 5 Abstract: BEhavioural MOdelling for Security in Airports (BEMOSA) is an international project supported by EU via The Seventh Framework Programme (FP7). B&M InterNets, s.r.o. is mainly responsible for development of a dynamic, realistic model with scenario-based simulation of social behaviour and security decision making during security threats in airports. Our methodology enables gathering of security intelligence via computer aided training that is based on simulations of crisis situations. It is an inexpensive way to gather large amounts of data and consequently identify weakness in airport security by data mining. Our method takes into account formal and informal relationships that exist in airport organizations among departments, as well as workers. Formal and informal relationships, cultural differences, local habits and rules are particular to each airport. Without knowing these relationships, it is very difficult to accomplish realistic risk assessment of an airport. Our method provides computer aided, scenario-based training to airport security personnel and at the same time collects valuable information about actual airport operations. As the training progresses, it provides more data for a realistic modelling of various parameters of the trainee and a realistic model of the airport organization. The trainee is exposed only to computer simulations during training and the subjectivity of the trainer is completely eliminated by his or her total absence. Keywords: airport security, risk assessment, crisis situation, decision making process, behavioural model, scenario-based simulation, training, threads, vulnerability 1. Introduction We are certain that the principal goal of BEMOSA project provide foundation for the development of innovative world-wide airport staff training program that provide breakthrough advancements in real-world crisis handling and hazard reduction.., has been achieved. Our solution is not only very effective but also low cost. The issue of allocation of resources is paramount for every airport manager. This includes a cost-benefit analysis that would follow implementation of our methodology at an airport. The focus of the authors is not the presentation of security recommendations for the particular airports that were willing to provide data and access to their facilities. It is very clear to us that we have been working with very sensitive information and for obvious reason some data about vital airport functions are not available to us. We present a methodology enabling low cost solution for gathering intelligence about airport security weak and strong points in very dynamic environment involving not only airport security personnel but also vendors, passengers, police department, fire fighters etc. We also believe that our methodology could contribute significantly to effectiveness augmentation of security personnel training. 2 Ing. Břetislav Beránek, CSc., B&M InterNets,s.r.o., beranek@bmi.cz 3 Ing. Jakub Hrabec, Ph.D., B&M InterNets,s.r.o., hrabec@bmi.cz 4 RNDr. Ladislav Mareček, CSc., B&M InterNets,s.r.o., marecek@bmi.cz 5 Ing. Jan Zýka, Vysoká škola obchodní v Praze, o. p. s., Katedra letecké dopravy, zyka@vso-praha.eu [16]

17 Our methodology consists of three basic steps. Scenario-based domain risk assessment [3]. It should be done by a committee consisting of managers responsible for airport security, human resources, training etc. The committee should design scenarios of possible threads to airport facility and resulting crisis situation. Computer training creation. Once the scenarios are defined, it is relatively easy to design computer training with help of a software toolthat was developed by the authors. Data analysis. Our training methodology leads to gathering vast amount of holistic data about ability of airport security people in areas such: mastering security rules, decision making skills, ability to handle situations with difficult passengers, utilization of airport resources, formal and informal relationships, crisis situation prevention etc. 2. Scenario-based Air Domain Risk Assessment A. Airport Security Personnel Airport security personnel play a very important role in airport security system. These people are the most important elements in the time of crisis because they often represent the final line of defense in potentially dangerous situations. When a crisis situation happens, they are the first people who can provide assistance to passengers and coworkers and later on to police, firefighters, medical staff etc. They play an important role and potentially could make a big difference in situations in which loss of lives and loss of assets are at stake. Who are these people? According to our sample of personnel that answer our questionnaires most of them are relatively young and a majority have very little job experience (Fig. 1,2,3). A big part of airport security is in hands of low paid employees. Inadequate salaries are largely the root of very high level of job fluctuation. The obvious end result of such a situation is that job experience of these employees remains low. In order to understand the problematic of security from the point of view of human behavior we have conducted very extensive study and collected vast amount of data. BEMOSA research team was examining airports throughout Europe. We conducted interviews, observations and asked respondents to fill in our questionnaires on 9 airports (Tab. 1). We do not mention the airport names for security reasons. Airport A B C D E F G H I [17] Size Large Small Large Medium Small Small Medium Medium Large Tab. 1. Airport size

18 Large airport size above 40 million terminal passengers annually. Medium airport size.above 6 million and less than 40 million terminal passengers annually. Small airport size.less than 6 million terminal passengers annually. Total number of interviews..360 Total number of observations 195 Total number of questionnaires..285 Respondent age groups Figure 1. Respondent age groups Job experience <0-19> years Figure 2. Years of experience on the job from 0 to 19 years [18]

19 Job experience <19-37> years , ,5 2 1, , Figure 3.Years of experience on the job from 19 to 37 B. Airport Characteristics In order to understand specific conditions of the studied airports, we conducted observations and designed questionnaires for interviews. Unfortunately we were not able to conduct all three activities at every airport and some of the questionnaires were not answered properly. This explains much of the disparity between different airports in interviews and questionnaires that are presented. The interview consists of 70 questions and the questionnaire contains 225 questions. In order to structure the vast amount of data we combined several questions to clusters alongside behavior profiles. In order to keep things simple we choose only three of the following behavior profiles: Adaptable(focused on immediate results, risk taker, impatient, good people skills) Bureaucratic (serious and quiet, extremely responsible, dependable, hardworking) Social oriented(peace maker, loyal, concerned with people feelings, likely individualistic) In order to identify each interviewee s behaviour profile, a set of yes-no questions was created. There are 4 questions for Adaptable, 4 for Bureaucratic and 4 for Social oriented profile. It became obvious in the early stage of the project after analysis of 225 questionnaires from 7 airports that each airport is a specific organism and even the airports with similar sizes differ in many parameters. It should be understood that there were nine airports in our study but not all of them provided data in form of questionnaire. In the following Figs.4, 5and 6 show only instances of people having a very distinctive behavior profile. Most of the personnel fall in clusters characterized by mixture of behavior profiles. [19]

20 Figure 4. All studied airports. Behavior profiles distribution Figure 5. Airport A. Behavior profiles distribution [20]

21 Figure 6. Airport C. Behavior profile type distribution After analysis of the behavior profile distribution we came to conclusion that even airport with similar size such as A and C have very different personality typological mixture of security staff. It confirms our assumption that each airport is a unique organism and simulations and consequent training must be tailored made. 3. Simulation Based Computer Training Committee of airport experts consisting of security managers, human resources managers and peoples responsible for security personnel training must continually provide risk assessment and create various training scenarios. These scenarios could be transformed, with help of our software tool, to a computer simulation accompanied with variety of good and bad possible solutions. Various options for problem solving are provided to a trainee in form of suggested course of action. For example a trainee could see a variety of options on his or her computer screen: do nothing, call police, call boss etc. Social networks relevant to airport operations have been part of these solutions. Simulation enables trainee exposure to various situations that he or she could encounter in the role of security personnel. Each scenario represents a possible model of human interaction in the airport environment and simulates responses of participants. We have divided each scenario to so called mini scenarios that start with the previous decision of the trainee and finish with the current decision of a trainee. For example one of the scenarios deals with dangerously looking spilled liquid. It could be a harmless soft drink or possibly poisonous substance. Both possibilities are included in this particular training session. The mini scenario starts with security person encountering the puddle of dangerously looking liquid and finish, for example with decision of trying to separate an area with a puddle from passengers. Following mini scenario starts with action of a security person who is trying to separate an area with a puddle from passengers and finish with, for example, calling a colleague for help. [21]

22 Between beginning and end of the scenario many possible actions could take place. For example: call police, try to solve the problem by themself, call a friend for a piece of advice, raise alarm etc. At the end of the session the trainee is at liberty to write comments and indicate that he or she was not comfortable with the choices proposed by the computer simulation and indicate the preferable course of action that would be his or her strategy for problem solving. Each trainee has his or her unique model (Figs. 11 and 12) that enables providing unique tailor-made training program for each participant involved in the training. Access to the training program is via computer. It means that trainee can go through the training any time during a shift provided it does not interfere with his or her duties; for example, during a free period when workload is low. This should be highly appreciated by airport managers because they don t need to reshuffle teams of worker because of their participation in a training program. Basic structure of training structure and access to it is seen on Figs. 7, 8 and 9. Beside regular training sessions, management should allow also absolutely anonymous access to the training system in order to gather intelligence from people who could be afraid that the feedback that they provide put them in disadvantage position vis-à-vis the employer. Collected data provides excellent feedback that can be immediately utilized for further training simulations and also for studying security gaps. Figure 7. Initial stage in the training process [22]

23 Tailor Made Training Figure 8. Tailor-made training Figure 9. User interface and principal scheme of a training process [23]

24 Figure 10. Dynamic scenario Figure 11. Model database example Each row in table on Fig. 11 represents specific parameters of one person Column B Age (range 16 to 100) Column C Sex (0 or 100) Column D Experience (range 0 to 25) Column E Adaptable ( range 0 to 100) Column F Bureaucratic( range 0 to 100) Column F Social oriented( range 0 to 100) Column H Situation handling ( range 0 to 100) Column I Regulation mastering ( range 0 to 100) Column J Passenger care ( range 0 to 100) Column K - Cooperation with a supervisor ( range 0 to 100) [24]

25 Column L Risking or time loosing ( range 0 to 100) Column M Cooperation with colleagues ( range 0 to 100) Figure 12. Graphical representation of informal and formal relationships at an airport 4. Data Analysis There are basically endless ways how to slice obtained data and gather important intelligence about airport operations from the point of view of security personnel. We cannot present all results of our analysis because the amount of information is tremendous and the format of the article does not allow it. We have studied for example relation of loyalty to the organization of employee, influence of job hoping, good understanding of rules, responsibility, sources of information, various prejudices, with job performance. Nevertheless, considering format of the article we could present few examples in the following chapters. We have chosen for sake of demonstration presentation of two subjects of study, but only on two airports from all nine included in our project: Correlation between Job Experience and Behavior profiles Correlation between Job Experience at other Airports and Behavior profiles A. Correlation between Job Experience and Behavior profiles Research has shown that good swimmers are more likely to drown than a beginner who is usually more careful than an experienced swimmer. We examine if the same tendency could be identified among security people (Fig. 13 to 15). For example six people falling to category adaptable person have job experience less than one year. [25]

26 Job experience (years) AD BU SO AD BU SO (% of 42) (% of 100) (% of 108) <0-1> ,3 23,0 16,7 (1-5> ,3 36,0 38,0 (5 and more) ,4 41,0 45,4 Figure13. Correlation between job experience and willingness to take a risk of personnel on all studied airports Result of analysis presented on Fig. 13 is not very clear because it seems that even the most experienced security people tend to be bureaucratic. Nevertheless, within the adaptable cluster, the majority consists of people with longest job experience. [26]

27 Job experience (years) AD BU SO AD BU SO (% of 4) (% of 26) (% of 14) <0-1> ,0 42,3 35,7 (1-5> ,0 50,0 57,1 (5 and more) ,0 7,7 7,1 Figure 14. Correlation between job experience and willingness to take a risk of personnel at C airport If we neglect statistically small number of people in the sample of airport C presented on Fig. 14, we could see some correlation between extensive job experience and willingness to take a risk within Adaptable cluster. [27]

28 Job experience (years) AD BU SO AD BU SO (% of 0) (% of 4) (% of 11) <0-1> ,0 11,1 0,0 (1-5> ,0 44,4 66,7 (5 andmore) ,0 44,4 33,3 Figure 15. Correlation between job experience and willingness to take a risk of personnel at airport E In case of the airport E, we could not see any correlation even within Adaptable cluster(fig. 15). We have to bear in mind again that the statistical sample is very small and a definitive conclusion could not be drawn from this analysis only. The logical course of training that would follow risk evaluation in correlation with job experience is to serve crisis simulations to risk takers that would without doubt demonstrate that risk taking could lead to grave consequences. On the other hand it would be beneficial to [28]

29 present to a bureaucratic person that sometimes more flexibility brings considerable benefits. One of the principal ideas behind training via simulation is: Take action, see consequences. B. Correlation between Job Experience on other Airports and Behavior Profiles We are presenting for sake of comparison results from all airports (Fig. 16) and from airport C(Fig. 17) and E (Fig. 18). We tried to determine if there is any correlation between job experiences from other airports than the current place of occupation. It seems to us that job experiences from other airports could reinforce inclination towards social orientation. Nevertheless, the statistical sample is rather insignificant for strongly supporting such conclusion. It is especially obvious in the case of the airport E where all people in studied sample had only experience from airport of the current employer. Job experience from AD BU SO AD BU SO other airport? (% of 45) (% of 102) (% of 110) YES ,8 20,6 23,6 NO ,2 79,4 76,4 Figure 16.Correlation between possession of job experiences from other airports than the current place of work and willingness to take a risk of personnel on all studied airports [29]

30 Job experience from AD BU SO AD BU SO other airport? (% of 11) (% of 24) (% of 21) YES ,1 8,3 23,8 NO ,9 91,7 76,2 Figure 17.Correlation between possession of job experiences from other airports than the current place of work and willingness to take a risk of personnel on airports C [30]

31 Job experience from AD BU SO AD BU SO other airport? (% of 1) (% of 4) (% of 11) YES ,0 0,0 0,0 NO ,0 100,0 100,0 Figure 18. Correlation between possession of job experiences from other airports than the current place of work and willingness to take a risk of personnel on airports E Parameter of job experience on other airport gives many possibilities for study. We were interested if knowledge of operation on various airports has any influence on the way a particular person solves a crisis situation. Many questions could be examined such as: is f the person with experience from other airports is less inclined to be influenced by prejudice, is better in decision making etc. in comparison with individual having experience only from one airport? [31]

32 C. Longitudinal Study The airport situation is very dynamic and also the security team is not a static organism. In order to monitor readiness of the team for solving crisis situations several possible avenues of obtaining information are available such as interviews, questionnaires etc. It would be inconvenient to study the changing situation by frequently applying interviews or questionnaires because respondents would get easily annoyed and refuse to provide any valuable data. On the other hand, applying training via computer resembles computer game and could be accepted by many employees as a fun activity. Sincere and active participation is very probable. In order to demonstrate ever changing situation in security personnel team we have only focused on people with a strong affinity to particular behavior profile. We present in this article only results from the airport E (Fig. 19 to 21). Results shown on Fig. 19are extracted from answers of the questionnaire. Resp. ID AD 75 BU75 SO 75 6 NO YES YES 8 NO YES YES 9 NO NO NO 10 NO NO NO 11 NO NO NO 12 NO NO NO 17 NO NO YES 18 NO NO YES 19 NO NO NO 20 NO NO NO 21 NO NO NO AD..adaptable BY bureaucratic SO.social oriented Figure 19.Behavior profiles on airport E based on answers from questionnaire Two weeks later after getting answers from questionnaires, very same people conducted computer simulation training and responses were analyzed and behaviour profiles defined. We can see in Figs. 20 and 21, that results deviates from conclusions derived from the questionnaires. Further study must be done in order to investigate if the deviations are caused by changing attitude of people in statistical sample or results evaluation of simulation training needs further refinement. [32]

33 Resp. ID AD BU SO 6 0,0% 66,7% 33,3% 8 33,3% 66,7% 0,0% 9 33,3% 66,7% 0,0% 10 33,3% 66,7% 0,0% 11 0,0% 66,7% 33,3% 12 33,3% 33,3% 33,3% 17 33,3% 33,3% 33,3% 18 66,7% 33,3% 0,0% 19 33,3% 66,7% 0,0% 20 0,0% 66,7% 33,3% 21 66,7% 33,3% 0,0% Figure 20: Behaviour profiles on airport E based on results of computer based training Questionnaires Simulations Pers. ID AD 75 BU75 SO 75 AD BU SO 6 NO YES YES 0,0% 66,7% 33,3% 8 NO YES YES 33,3% 66,7% 0,0% 17 NO NO YES 33,3% 33,3% 33,3% 18 NO NO YES 66,7% 33,3% 0,0% Figure 21: Comparison of longitudinal study results from airport E In the comparison presented in the Fig. 21 only people under ID 6, 8, 17 and 18 were considered because they come up in the study as the strongest personalities. 4. Conclusion Our methodology respects findings of our research that every airport is a unique and very dynamic organism. Application of general and static processes is not very effective. According our observations and studies or relevant documents everyday airport life could be full of unexpected events involving relatively simple situations such an abandoned luggage, unruly passengers, mentally ill individuals up to a crisis occurrences of criminal activities such a smuggling of people, drugs and weapons, and terrorist activities. The creation of computer based crisis simulation forces management to continuously update airport risk assessment, provide materials for training of security personnel and collects feedbacks from trainees about their opinion about security issues. One of the major advantages of our methodology results in the evaluation process. It is a collective activity that must be done by a group consisting of experts in the field of security, [33]

34 airport management (knowing the environment inside out), police, fire fighters etc. Evaluation is implemented to a computer simulation prior actual training session. This eliminates subjectivity and improves tremendously quality of the training. We are certain that the significant elements for hazards elimination of hostile action in the air transport system have been built by BEMOSA project. Importance of prevention measures is paramount and it is in the core of BEMOSA solutions. We have based the creation of our methodology on vast amount of data collected in different airports, small and big, different types of passenger, different local cultures etc. This makes us believe that the results of our development have general application in different airports across the globe. Our methodology for training of airport security personnel as a source of valuable data is also applicable to any security department of an organization handling large quantity of people such as train and bus terminals, shopping malls, important cultural gathering namely various festivals, concerts etc. We have intentionally presented in our article several instances of subject studies in which the results are fuzzy and not conclusive in order to draw attention to challenges future users of our methodology could face. We hope that experts responsible for airport security, using our system, will be able to avoid potential pitfalls and learn from our experience. Literature [1] Cross R. L., Parker A., Cross R. (2004). The Hidden Power of Social Networks: Understanding How Work Really Gets Done in Organizations. [2] Mariani, M. (member of BEMOSA Consortium) (2012). [3] United States Government Accountability Office. Report to Congressional Request. (September 2009). AVIATION SECURITY. A National Strategy and Other Actions Would Strengthen TSA s Efforts to Secure Commercial Airport Perimeters and Access Controls. GEO [34]

35 ENHANCING THE SECURITY ISSUES OF GNSS SAFETY CRITICAL APLICATION BY USING DATAFUSION METHODOLOGY Tomáš Duša 6 Abstract:Security risk of safety critical navigation applications, based on GNSS signals, could be reduced by implementing data fusion tools into the Signal in Space monitoring loop. Keywords: GNSS, Signal, Security, Data Fusion INTRODUCTION European own fully civilian GNSSystem named Galileo which is going to serve much precise, available, reliable and continuous signal. Thanks to technology developement, we could achieve real-time position accuracy ranging from m up to few meters (depend on the receiver technology) and by using post-processing technology we could achieve even centimetres accuracy. The real-time possition accuracy allow us to use GNSS in position critical application e.g. aviation navigation. Together with the Galileo technology development (the Full Operation Capability is planned in 2018), there is, naturaly, strong push of the Europen Commision on background system developement, applications developement as well as standardisation development and information dissemination. This all have to be done to implement Galileo into everyday life. The objective of this paper is to give a quick overview into a project led by the MAD Group on the Department of Air Transport, Faculty of transportation sciences, CTU in Prague. The project research a hypothesis, that the security risk of upcomming safety critical navigation applications in aviation sector, based on GNSS signals, could be reduced by implementing data fusion tools into the Signal in Space monitoring loop. The paper briefly describes research tasks, e.g. how would be the most critical applications and the relevant emmerging and new threats analysed, how could be the mitigation process enhanced by using data fusion tools and many more. To coope with the complexity of the problem, the parallelism between the model of final approach phase of the aircraft and the passanger security pre-screening (before entering airport terminal) where the data fusion tools were recently introduced is applied. FUTURE NAVIGATION PRINCIPLES BASED ON GNSS In the context of SESAR, 4D trajectory management is expected to improve air traffic operations. Within the scope of the 4D trajectory management, the ATC systems can predict the possible conflicts and or proximities between all aircraft within the airspace in specific 6 Ing.Tomáš Duša, Department of Air Transport, Faculty of Transportation Sciences, Czech Technical University Horská 3, Praha 2, , Czech Republic, t.dusa@sh.cvut.cz [35]

36 future time. Such a pre-flight management will improve the airspace optimization leading to reduction ATC controlers workload. The key technology enabler of 4D trajectory management is GNSS. The overal 4D trajectory management can be divided into 3 phases: (1) pre-departure, (2) departure together with en-route (3) finally the arrival. We can assign a time identificator to them as follows: t pd - time before departure, t enr - departure and en-route flight, t app - time during approach phase. It must be true that: t t t t whereas t l means the estimated time of landing. Within this project, while we want to reduce the complexity, only the last phase is beeing considered. pd enr app l Fig. 1-4D trajectoryphases and timemarks DATA FUSION Data fusion (DF), as a technological tool, involves the synthesis of intelligence gathering from a broad array of information sources. Data from different sources have got different format and / or content. DF combines them into a single output, which is used to make moreinformed decisions. Data fusion turns data into information. In security domain, the goal of data fusion is to increase threat detection rates, increase system throughput, and reduce false alarm rates. It also uncovers potential threats and latent vulnerabilities. SECURITY THREATS ON FUTURE NAVIGATION PRINCIPLES Author, together with other colleagues were actively participating in an expert group of aviation safety and security, international, FP7 project. They were responsible for analyse, categorize and prioritize broad spectrum of threats to aviation security, especially to aircrafts, airport and auxiliary infrastructure (e.g. CNS/ATM). There were identified 70 threats within the project, all classified by liklehood and impact. Likelihood and impact prioritization indicators were aggregated to calculate a risk level value visualised in likelihood-impact diagram. [36]

37 Fake GNSS signal and / or GNSS spoofing and jamming were prioritized as high level emerging threat, with almost the same risk level as e.g hijack with no prohibited items or using manpads (see Fig. 2). Fig. 2 - Likelihood-Impact diagram as an output from expert group workshop PROBLEM PARALELISM The model of final approach phase of the aircraft seems very simillar to the passanger security pre-screening (before entering airport terminal) problem. Thus we could assume, that the simmilar methodology and tools could be use. In compliance with this, author applies the parallelism between these two models. These models were extended with the mathematical model of the car approaching traffic light. Fig. 3 - Model ofpassangerpre-screening vs. model offinalapproach Pre-screening paralelism The final point of calculation is touchdown on destination airport. It is naturaly clear, the longer time before estimated time of arrival the 4D trajectory is computing, the bigger uncertainity of defining position in time we obtain. The same applies in pre-screening model whereas the final point of interest is security check in airport terminal and the longer time before passanger arrival to security check, the bigger uncertainity in defining his innocent we have. [37]

38 While in pre-screening processes data fusion tools are already applied, this paralelism is beeing analysed from operational point of view. Main question is "How should be data fusion in SiS monitoring implemented to fulfill our objective?" Traffic light paralelism The model of car approaching traffic light is textbook model for demonstrating optimized bayesian dynamic decision advising. This type of decision advising is considered as the permanently improving best practice in maintenance complex systems. This model is beeingaproximated from mathematical point of view. The main question which should be answered is: "How should the transformation function look like?" Data aproximation As we have stated, the overall problem is multidimensional. To cope with this, we should reduce problem down to two dimensions. We obtain a plane, with some vectors on it. We reduce the problem from fuzzy logic down to simple analytical logic. Fig. 4 - A sliceofmultivectorspace Applying the sampling period on our new reduced model we obtain the sliced model. When we choose definitely small sampling period we obtain something like a tunnel, ideally conic shaped figure with its top in the place of security check on the airport (or touchdown on the runway). We can call this conic shape figure the uncertainity tunnel (see Fig. 3). CONCLUSION Applying the abovementioned paralelism and bayesian dynamic decision advising, we are able to modelling two uncertainity tunnels. The first is stable, reflecting the requirements for "maximal possition error". It is lineary decreasing in time forming regular cone. Second one is dynamic, based on the measures of real possition error. Measuring the delta function in each sampling point between the multivector of the "maximal error" and final multivector of real error we can find the answer to the question: "How much does the real error diverse from its "Good shadow"? Once the real error multivector space is as big or smaller than "maximal error" multivector space, for longer time period, the observed [38]

39 possition performance is considered as "excelent". Uncertainity tunnel of maximal error must always form the envelope of the real error uncertainity tunnel. BIBLIOGRAPHY MARKARIAN, Garik; KOELLE, Rainer; TARTER, Alex.Aviation Security Engineering: A Holistic Approach. Norwood, MA, USA: Artech House, 2011, ISBN: [39]

40 PREDIKCE CHOVÁNÍ JEDNOTLIVCŮ V MĚSTSKÉ AGLOMERACI A DALŠÍCH LOKALITÁCH SE SLOŢITÝMI SOCIÁLNÍMI VAZBAMI Pavel Fiala, Miroslav Janíček, Radim Kadlec 7 Abstrakt: článek přináší pohled do problematiky zapojení a nasazení nesmrtících zbraní a prostředků v oblasti možnosti ochrany před terorismem s aplikací speciálních smrtících prostředků a to z pohledu právně-etického, medicínského, vojensko-taktického tak technicko-technologického. Jedním z problémů je eliminace a predikce chování jednotlivce s vazbami na celek. Aplikace je například ve vývoji chování davu a jeho zvládání a ovlivnění nebo například predikce odstřelovačů při ozbrojených konfliktech. Klíčová slova: odstřelovač, nesmrtící zbraně, optika, optické vlastnosti, predikce Úvod Od roku 2001 se naplno rozběhly diskuze o právním přizpůsobení nově vzniklým podmínkám a potřebám nalezení postupů a prostředků s velmi omezujícími zraňujícími účinky [1]. Problematika se zaměřila na několik oblastí. V právní rovině jak a kdy pouţívat nesmrtící prostředky, vazba na stávající mezinárodní právo a národní úpravy. Pohled je také zaměřen z hlediska vyšších sociálních celků, pro udrţení a uchování práv jedinců, ale také diskuze probíhala z pohledu jedince, který se vymyká právním normám [2]. V oblasti operačně taktických pohledů na vyuţití tříd zbraní a prostředků, metod je zajímavé řešení [3]. Ukazuje se, ţe psychologický výcvik a výcvik vedený pod vedením psychologa přináší v taktické oblasti velmi dobré výsledky. I při pouţití smrtících prostředků lze dosáhnout vyřešení lokálních konfliktů velmi úspěšně bez zranění. Příkladem byl uveden případ konfliktů na africkém kontinentu, kdy pouţití dětí do deseti let jako nosičů výbušnin lze správně vyhodnotit a lze tak zabránit ztrátám vojenských jednotek, policie a dalších ochranných sloţek. V medicínských částech hodnocení ranivých účinků [4], [5] prostředků byla vypracována metodika hodnocení efektů na jednotlivé části lidského těla [6]. Poslední oblastí je oblast technicko-technologická. Zde se na základě moţných a známých fyzikálních principů navrhují prostředky, principy nesmrtících účinků. Mezi problematické prostředky v různých konfliktech patří odstřelovači a jejich včasná detekce. Touto problematikou se zabývá v pracovních skupinách jak NATO tak evropské vojenské struktury. Z rozboru problému vyplývá, ţe detekce místa útočníka po prvním výstřelu lokačními prostředky není moţná. Proto se směr úvah detekce pozice střelce zabývala jeho identifikací před prvním výstřelem. Proto se v oblasti vojensko-taktické objevily aplikace metod rozeznávání obrazu [11]-[12]. Tyto metody jsou samozřejmě vyuţívány i pro další účely. Na obr.1 je podle [11] uveden rozbor procesu nasazení stupňů prostředků a aplikace rozeznávání obrazu jako senzoru pro vstupní vyhodnocení situace 7 Brno, FEKT VUT, UTEE Kolejní 2906/4, Brno, Czech Republic, fialap@feec.vutbr.cz [40]

41 v procesu zásahu. Dalším sofistikovaným poloautomatizovaným systémem řízení zásahu je postup nalezení fyzikálních vlastností chování davu [12] a na základě vyhodnocení energie a chování elementů davu doporučení zásahu s ohledem na zadání úlohy. Tou je například minimalizace ztrát, rychlost utlumení expanze davu atd. Příklad vyhodnocení nutných prvků obrazu je na obr.2. Zde jsou vyhledány zdroje dynamiky davu a z nich se vyhodnotí energie davu a nutné prostředky k jeho zvládnutí, doporučení zásahu a místa zásahu. Obr.1 Postup při rozhodování o nasazení prostředků na základě vstupních údajů a vlastností situace [41]