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After the terrorist attack on September 11, 2001 (9/11), the Transportation Security Agency (TSA) emerged and presented a new theoretical, practical debate between travel efficiency versus security. Before the Aviation and Transportation Security Act (ATSA) of 2001 being signed by President George W. Bush, the federal government was primarily focused on preventing Type 1 errors rather than Type 2 errors. According to Frederickson and Laporte (Airport Security, High-Reliability, and the Problem of rationality 62:33–43, 2002), citizens changed their perspective from originally preventing air travel system delays (Type 1 errors) to preventing catastrophic incidences (Type 2 errors). Eleven years after the ATSA was signed, the Federal Aviation Administration (FAA) Modernization and Reform Act in 2012 primarily focused on preventing Type 1 errors by easing the process of the Screening Partnership Program (Public-Private Partnership) to have more efficiency. This comparative policy analysis finds out why the policy-making process returned to focusing on Type 1 errors in airport security by using Kingdon's (Agendas, alternatives, and public policies, 1984) Multiple-Streams (MS) Framework lens. [ABSTRACT FROM AUTHOR]

Abstract Background The benefits of travel for the wellbeing of people of all ages and abilities are well known, though travellers with prostheses have so far been excluded. Limb loss, due to trauma, vascular disease, cancer, or infections requires a prosthesis for cosmesis and functionality. The life-changing event of losing a limb and the considerable psychological adjustment to accept an altered body image influence rehabilitation and self-management as well as the participation in social activities, such as sport and travel. The challenge of travel lies not only in transferring practical impediments encountered at home to another location; familiar coping strategies may require unexpected adjustments. After presenting background information on limb loss and prostheses, the purpose of this paper was to review literature on health advice for travellers with prosthetic limbs. Method All major data bases were searched for peer-reviewed literature using a variation of keyword combinations around travel and prosthetics. Relevant journals were searched individually, and selected authors and university departments contacted. No evidence-based results were obtained. The search then moved to grey literature including documents from relevant organisations, professional bodies, government websites, manufacturers, airlines, prosthetic/physiotherapy clinics, sport organisations to approaching amputees, including veterans and athletes, directly. Result The list of collated travel advice for people with artificial limbs relates to (1) trip preparation, (2) packing (especially considering the mechanical and/or electrical requirements of the prosthesis), (3) travelling by plane as the most covered mode of travel, and (4) navigating airports and airport security, which may be used by travel health practitioners while awaiting evidence-based guidelines. Conclusion This is the first paper on travel with a prosthetic limb in any field, including travel medicine. Therefore, travel health practitioners have no evidence-based guidelines at their disposal required for high-quality care for this neglected population. Preliminary recommendations for clinical practice, advice for required updates in education, and suggestions for urgently needed research are provided to replace current hints and tips with evidence so that travellers with prostheses are no longer ‘out on a limb’.

Background: The benefits of travel for the wellbeing of people of all ages and abilities are well known, though travellers with prostheses have so far been excluded. Limb loss, due to trauma, vascular disease, cancer, or infections requires a prosthesis for cosmesis and functionality. The life-changing event of losing a limb and the considerable psychological adjustment to accept an altered body image influence rehabilitation and self-management as well as the participation in social activities, such as sport and travel. The challenge of travel lies not only in transferring practical impediments encountered at home to another location; familiar coping strategies may require unexpected adjustments. After presenting background information on limb loss and prostheses, the purpose of this paper was to review literature on health advice for travellers with prosthetic limbs. Method: All major data bases were searched for peer-reviewed literature using a variation of keyword combinations around travel and prosthetics. Relevant journals were searched individually, and selected authors and university departments contacted. No evidence-based results were obtained. The search then moved to grey literature including documents from relevant organisations, professional bodies, government websites, manufacturers, airlines, prosthetic/physiotherapy clinics, sport organisations to approaching amputees, including veterans and athletes, directly. Result: The list of collated travel advice for people with artificial limbs relates to (1) trip preparation, (2) packing (especially considering the mechanical and/or electrical requirements of the prosthesis), (3) travelling by plane as the most covered mode of travel, and (4) navigating airports and airport security, which may be used by travel health practitioners while awaiting evidence-based guidelines. Conclusion: This is the first paper on travel with a prosthetic limb in any field, including travel medicine. Therefore, travel health practitioners have no evidence-based guidelines at their disposal required for high-quality care for this neglected population. Preliminary recommendations for clinical practice, advice for required updates in education, and suggestions for urgently needed research are provided to replace current hints and tips with evidence so that travellers with prostheses are no longer 'out on a limb'. [ABSTRACT FROM AUTHOR]

Culture and human factors in aviation environment are not new concepts. They have been primary components of the aviation safety system and have become fundamental to the operations of air carriers. Their significance in ensuring safe aviation practices is widely recognised and accepted today. These concepts have been seamlessly integrated into the organisational DNA of aviation safety, shaping core principles and practices. In contrast, aviation security has historically lagged behind, often seen merely as a component of the broader safety framework. Over the years, safety and security have evolved separately, reflecting their distinct natures. While aviation safety has reached a high level of maturity, aviation security is now in a position where it must catch up. Current aviation security staff recruitment and retention challenges need to be addressed by creating better strategy for future recruitment, professionalisation of security workforce and improved airport environment. Embedding strong and effective security culture, consideration of human factors and their impact on staff performance and development of mission valence can positively affect airport working environment, leading to better staff retention and positive perception of aviation security roles. [ABSTRACT FROM AUTHOR]

The rise in global travel has led to an increased need for heightened security measures at airports. Despite the best efforts of airport security officers, in the past year, hundreds of kilograms of illegal drugs and thousands of agricultural invasive species have found their way into the country, posing a severe threat to public safety and the environment. Moreover, human threats pose a significant risk to civil aviation, reinforcing the need for advanced security technology. In response to these challenges, NOSI (Novel Odor Sensing Intelligence) and ROSI (Reconnaissance Operations Security Intelligence), intelligence surveillance systems consisting of semi-autonomous controller-responder robots, were developed as a proof of concept to supplement the efforts of security and K-9 (police dogs) operators at airports. NOSI is equipped with multi-channel gas sensors for odor detection, enabling it to identify illegal drugs and invasive species in the baggage handling process, while ROSI is equipped with computer vision to identify individuals already in the government's database of persons of interest. These coordinated robots also provide travelers with important information pertaining to their journey and allow them to trigger emergency alerts. The robots were tested in a custom-designed test bed that replicated both the behind-the-scenes baggage handling and front-office customer service operations of an airport, thus simulating a realistic airport-like setting. Based on design criteria, NOSI and ROSI demonstrated success rates of 73.4 percent and 69.8 percent, respectively. Improvements in areas of robot stability, sensor accuracy, and feature expansion were documented for further development. In conclusion, the NOSI and ROSI framework can enhance the efficiency and accuracy of airport infrastructure monitoring and supplement the capabilities of human and K9 operators. Overall, this approach can potentially revolutionize operations in various infrastructures and represents the future of human-robot collaboration. [ABSTRACT FROM AUTHOR]

The increase in technology and other parameters for security does not guarantee the expected secured airports without the appropriate behaviour, attitude, and customs of stakeholders. This study examines the airport security culture practices in Nigeria. The study adopted the Airports Council International (ACI 2021) survey instrument developed to assess security culture at airports. The instrument was designed as a questionnaire that presents eight dimensions of security culture with twenty-six (26) indicators using a 5-point Likert scale in order of agreement. The questionnaire was administered randomly to airport stakeholders, and a total response of 472 was recorded for data analysis. The data was subjected to exploratory factor analysis (EFA) to summarise and reduce the items to a few orthogonal ones representing Nigeria's common airport security culture practices. The study found that three (3) indicators relating to leadership roles do not significantly contribute to the factors serving as common security practices at airports in Nigeria. However, eight (8) common security practices were identified to be significant at airports in Nigeria. Strikingly, the study found that corporate security practices were not significant at Nigeria’s airports. The study highlights the need for airport managers to enhance security culture by adopting security as their corporate culture. [ABSTRACT FROM AUTHOR]

It is well known that airport security is an important component of homeland security, since airports are highly vulnerable to terrorist attacks. In order to improve the overall security of the domestic airport network, some work studied the budget allocation of domestic airport network protection. They established a minimax optimization model and designed an exact cutting plane algorithm to solve the problem. However, the exact algorithm can not solve large-scale problems in an acceptable time. Hence, this paper designs a heuristic cutting plane algorithm for solving budget allocation of large-scale domestic airport network protection. Finally, numerical experiments are carried out to demonstrate the feasibility and effectiveness of the new algorithm.