Fliers to Be Rated for Risk Level

Fliers to Be Rated for Risk Level
New System Will Scrutinize Each Passenger, Assign Color Code

By Sara Kehaulani Goo
Washington Post Staff Writer
Tuesday, September 9, 2003

In the most aggressive -- and, some say, invasive -- step yet to protect air travelers, the federal government and the airlines will phase in a computer system next year to measure the risk posed by every passenger on every flight in the United States.
The new Transportation Security Administration system seeks to probe deeper into each passenger's identity than is currently possible, comparing personal information against criminal records and intelligence information. Passengers will be assigned a color code -- green, yellow or red -- based in part on their city of departure, destination, traveling companions and date of ticket purchase.

Most people will be coded green and sail through. But up to 8 percent of passengers who board the nation's 26,000 daily flights will be coded "yellow" and will undergo additional screening at the checkpoint, according to people familiar with the program. An estimated 1 to 2 percent will be labeled "red" and will be prohibited from boarding. These passengers also will face police questioning and may be arrested.

The system "will provide protections for the flying public," said TSA spokesman Brian Turmail. "Not only should we keep passengers from sitting next to a terrorist, we should keep them from sitting next to wanted ax murderers."

The new system, called Computer Assisted Passenger Pre-screening System II (CAPPS II), has sparked so much controversy among both liberal and conservative groups that the TSA has struggled to get it going. Delta Air Lines backed out of a testing program with the agency earlier this year, and now the TSA will not reveal which airlines will participate when it tests a prototype early next year. If all goes as planned, the TSA will begin the new computer screening of some passengers as early as next summer and eventually it will be used for all domestic travelers.

"This system is going to be replete with errors," said Barry Steinhardt, director of the American Civil Liberties Union's technology and liberty program. "You could be falsely arrested. You could be delayed. You could lose your ability to travel."

In the two years since the Sept. 11, 2001, terrorist hijackings, air security has taken a high priority, and the government has spent $9 billion on improvements. Thousands of explosives-detection machines now scan checked luggage at airports across the nation. A new force of federal airport screeners staffs checkpoints, though next year some airports may revert to private screeners. Cockpit doors have been reinforced, and hundreds of airline pilots now carry guns. In addition, the force of undercover air marshals has been expanded, and as many as 5,000 federal immigration and customs agents will be trained to bolster the force on a temporary basis when the government perceives a heightened threat.

Still, many holes in security persist. Airports and aircraft still appear easy to penetrate, illustrated last month by an accidental landing of several boaters on the airfield at John F. Kennedy International Airport. Air cargo remains vulnerable, as virtually none of the items stowed alongside luggage in the aircraft hold are screened for explosives. Government officials continue to assess how best to respond to the possibility of a shoulder-fired missile attack at a commercial airliner, which they maintain is a serious threat.

In the coming months, major airports in Los Angeles, Seattle, Denver and Dallas will embark on extensive construction projects to build explosives-detection machines into conveyor-belt systems that sort checked luggage being loaded onto planes. (Other airports, including Washington's, are waiting in line for hundreds of millions of dollars in government funding.)

Clearly, the TSA says, the job of protecting the nation's skies is not done.

"Given the dynamic nature of the threat we deal with, it would be impossible to predict when the work would be finished" on air security, said TSA spokesman Robert Johnson. "We don't think it will ever end."

The government says the most significant change in security is still to come in the form of CAPPS II. The current computer screener program was developed by U.S. airlines in the mid-1990s in response to government and public pressure to improve air security after terrorists blew up Pan Am Flight 103 over Lockerbie, Scotland.

The existing system identifies certain passengers as risky based on a set of assumptions about how terrorists travel. For instance, passengers are flagged for additional screening if they bought a one-way airline ticket, or if they paid with cash instead of a credit card. Passengers who present a threat under these and other criteria are issued boarding passes that bear a coding of "SSS" or "***."

But the TSA, recognizing that the system is outdated and easy to fool, wants to replace it and put the government in the role now played by the airlines in making security assessments.

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