[Federal Register Volume 72, Number 182 (Thursday, September 20, 2007)]
[Notices]
[Pages 53784-53789]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 07-4649]


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DEPARTMENT OF HOMELAND SECURITY

Transportation Security Administration

[Docket No. TSA-2006-24191; USCG-2007-27415]


Transportation Worker Identity Credential (TWIC) Biometric Reader 
Specification and TWIC Contactless Smart Card Application

AGENCY: Transportation Security Administration; United States Coast 
Guard; DHS.

ACTION: Notice of availability.

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SUMMARY: The Department of Homeland Security, through the U.S. Coast 
Guard (Coast Guard) and the Transportation Security Administration 
(TSA), announces the availability of the

[[Page 53785]]

working specification for Transportation Worker Identification 
Credential (TWIC) biometric readers and the TWIC contactless smart card 
application. This specification is based on recommendations to the 
Coast Guard and TSA from the National Maritime Security Advisory 
Committee (NMSAC); comments from the public following publication of 
the NMSAC recommendations and request for comment; and, the 
government's review of the NMSAC recommendations and comments received. 
The working specification is available to review at www.tsa.gov/twic 
and at http://dms.dot.gov in docket USCG-2007-27415.

DATES: The reader specifications and card application are available 
September 20, 2007.

FOR FURTHER INFORMATION CONTACT: John Schwartz, Office of 
Transportation Threat Assessment and Credentialing (TSA-19), 
Transportation Worker Identification Credential Program Transportation 
Security Administration, 601 South 12th Street, Arlington, VA 22202-
4220; telephone (571) 227-2177; facsimile (703) 603-0409; e-mail 
<a href="/cdn-cgi/l/email-protection#4f25202721613c2c27382e3d3b350f2b273c61282039"><span class="__cf_email__" data-cfemail="4d27222523633e2e253a2c3f39370d29253e632a223b">[email protected]</span></a>.

Reviewing Comments and the TWIC Working Technology Specification in the 
Docket

    Please be aware that anyone is able to search the electronic form 
of all comments received into any of our dockets by the name of the 
individual submitting the comment (or signing the comment, if submitted 
on behalf of an association, business, labor union, etc.). You may 
review the applicable Privacy Act Statement published in the Federal 
Register on April 11, 2000 (65 FR 19477), or you may visit http://dms.dot.gov.
    You may review the comments in the public docket by visiting the 
Dockets Office between 9 a.m. and 5 p.m., Monday through Friday, except 
Federal holidays. The Dockets Office is located in the West Building 
Ground Floor, Room W12-140, at the Department of Transportation 
address, previously provided under ADDRESSES. Also, you may review 
public dockets on the Internet at http://dms.dot.gov.

Availability of Document

    You can get an electronic copy of this Notice and the actual 
working specifications using the Internet by--
    (1) Searching the Department of Transportation's electronic Docket 
Management System (DMS) Web page (http://dms.dot.gov/search);
    (2) Accessing the Government Printing Office's Web page at http://www.gpoaccess.gov/fr/index.html (Notice only); or
    (3) Visiting TSA's Security Regulations Web page at http://www.tsa.gov and accessing the link for ``Research Center'' at the top 
of the page.
    In addition, copies are available by writing or calling the 
individual in the FOR FURTHER INFORMATION CONTACT section. Make sure to 
identify the docket number of this action.

I. Background

    The National Maritime Security Advisory Council (NMSAC) was created 
pursuant to the Federal Advisory Committee Act, 5 U.S.C., App. 2 (FACA) 
in 2003. The membership of NMSAC, which includes 21 voting members, was 
selected to represent a broad range of viewpoints regarding maritime 
security challenges and to advise the Secretary of Homeland Security 
through the Commandant of the Coast Guard of relevant maritime security 
issues.
    At the NMSAC meeting of November 14, 2006, the Coast Guard and TSA 
asked NMSAC to provide advice on a contactless biometric smart card 
application and reader specification for TWIC by February 28, 2007, 
taking into account expertise from the biometric credentialing industry 
and maritime/TWIC industry stakeholders. The specification is necessary 
for biometric readers and the TWICs that will be issued to individuals 
in the initial rollout of the TWIC program, beginning in the fall of 
2007, and that will be used in pilot programs required by the Security 
and Accountability for Every Port Act of 2006 (SAFE Port Act).\1\
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    \1\ Pub. L. 109-347; October 13, 2006.
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    TSA and Coast Guard provided NMSAC the following baseline 
requirements for the specification:
    1. Be non-proprietary;
    2. Incorporate appropriate security and privacy controls;
    3. Be interoperable with FIPS 201-1 credential specifications;
    4. Be capable of serving as a platform for future capabilities;
    5. Be capable of supporting maritime operations; and
    6. Be suitable for manufacturing.
    TSA and Coast Guard recommended that the task be addressed by 
dividing responsibilities to construct operational maritime 
requirements and technology specifications. We recommended that members 
of the maritime industry develop operational maritime requirements and 
address credential authentication (e.g. authentication time and 
process, and alternate authentication procedures) requirements; 
durability requirements; and credential management procedures, 
including key management. We recommended that the biometric 
credentialing experts develop technology specifications, including a 
smart card, reader, and keying specifications.
    In the course of our discussions with NMSAC, members of the 
committee stated that they did not wish to recommend a specification 
that included encryption of the biometric and corresponding processes 
to decrypt the biometric when the card engages the reader. Many of the 
NMSAC members asserted that encryption was not necessary because the 
biometric--a fingerprint minutiae template, rather than an actual 
fingerprint--should not require the added protection that encryption 
provides. Also, members of NMSAC did not want to take on the additional 
responsibility of key management, which would be necessary if the 
recommended specification included encryption. However, TSA and Coast 
Guard disagreed with NMSAC's suggestion that the fingerprint template 
does not need to be encrypted and therefore asked NMSAC to provide one 
specification with encryption of the biometric and a corresponding 
process to decrypt the biometric when the card engages the reader. The 
formal request from the TWIC program to NMSAC is available at the 
following URL: http://homeport.uscg.mil, and in the docket for this 
notice.
    On March 1, 2007, the Coast Guard received NMSAC's report, entitled 
``Recommendations on Developing a Contactless Biometric Specification 
for the TWIC.'' The report included two specifications. The first 
recommended specification, preferred by NMSAC for the reasons discussed 
in the paragraph above, does not provide for encryption of the TWIC 
cardholder's biometric fingerprint minutiae template. Without 
encryption, the template is transmitted in the clear and could be read 
by a third party whenever the card is energized by a contactless 
reader. Therefore, there is a risk that the template on the TWIC could 
be read without the knowledge or overt action of the cardholder.
    NMSAC's second specification includes encryption of the biometric 
fingerprint minutiae template, which will protect the template from 
being decrypted unless information on the card's magnetic stripe or 
contact integrated circuit chip (ICC), is also provided to the reader. 
The information on the card's magnetic strip (or ICC) is needed to 
decrypt the template, which is obtained contactlessly from the card.

[[Page 53786]]

This method of encryption protects the template from being read even if 
it is obtained covertly since the information on the card's magnetic 
stripe (or ICC) cannot be obtained without physical possession of the 
card. If a TWIC is physically obtained by someone other than the 
rightful owner, the information necessary to obtain and decrypt the 
template would be available to them.
    Note that each TWIC will contain three magnetic stripes and the 
first is reserved exclusively for TSA's use to store encryption 
information. Owner/operators may use the remaining two magnetic stripes 
for information that facilitates the use of local access control 
systems so long as doing so does not interfere with the information 
encoded by TSA on the first magnetic stripe that allows contactless 
operation of the TWIC. Technical specifications for the magnetic stripe 
and areas reserved for TSA use are contained in the TWIC contactless 
card and reader working specification.
    In March 2007, the Coast Guard published a Notice of Availability 
of the NMSAC Recommendations and requested comments from all interested 
parties. (72 FR 12626, March 16, 2007.) In addition to requesting 
general comments, Coast Guard asked the public to respond to specific 
questions, including: (1) Whether the use of a Personal Identification 
Number (PIN) is justified to further minimize the chance that a 
fingerprint template from a lost or stolen credential could be obtained 
by an unauthorized individual; (2) what, if any, privacy concerns exist 
if the fingerprint template is obtained by an unauthorized individual; 
(3) how the recommended specifications impact maritime security and 
operations; (4) how the recommended specifications impact existing 
physical access control systems (PACS); (5) whether TSA and Coast Guard 
should consider alternative designs; (6) how the recommended 
specifications impact product, system, and operational costs; (7) how 
quickly the recommended specifications could be incorporated into the 
design and manufacture of access control equipment; and (8) whether 
there should be a qualified products list (QPL) or equivalent regime.
    Over thirty separate entities submitted comments to these 
questions. The majority of commenters represented the maritime 
industry, but several technology companies and trade associations also 
responded. Generally, the commenters praised the work of the NMSAC TWIC 
Contactless Specification Workgroup. TSA and Coast Guard agree that 
NMSAC delivered excellent recommendations in a very short time-frame, 
and we greatly appreciate NMSAC's efforts in this important security 
endeavor. In the following section, we summarize all comments received.

II. Summary of Comments

Question 1--Additional Security Features

    Commenters generally agreed that the additional security feature 
mentioned, a PIN, was not a good idea for general use due to 
operational concerns. Others stated that a PIN should be considered 
only if it could be used in a way that does not adversely impact 
maritime operations. Many commenters stated that TWIC holders would 
likely forget their PINs, which would become burdensome to TWIC users 
and maritime operations. As for PIN length, the few who commented 
prefer a 4-digit PIN over a longer PIN.
    Only one commenter discussed an alternative security feature--the 
use of a smart card holder that protects information stored on the 
card's integrated circuit chip until the holder is activated by the 
card holder's live biometric. At least one commenter suggested that to 
help deter fraudulent use of the TWIC, fingerprint scanners associated 
with card readers should be able to confirm that the fingerprint being 
presented is that of a live person rather than an artificial replica of 
a fingerprint or fingerprint template. This capability is called 
``liveness'' detection.

Question 2--Privacy Concerns

    Most commenters from the maritime industry stated that maintaining 
the privacy of the information stored on the card is important, but 
they do not believe additional measures are necessary to protect the 
privacy of biometric fingerprint templates. However, commenters from 
the technology industry generally asserted that biometric fingerprint 
templates should be protected, and that the TWIC Privacy Key (TPK) 
scheme provided in NMSAC's alternative recommended specification is 
sufficient to protect the template.

Question 3--Vessel and Facility Security Operations

    A number of maritime commenters stated that use of a PIN and TPK 
card swipe scheme, and, encryption of the fingerprint biometric 
template have the potential to adversely impact port and facility 
operations. Specifically, commenters expressed concern about error 
rates that might impact gate throughput, particularly during times of 
high-volume access; and, the effect of requiring the use of both PINs 
and biometrics at certain Maritime Security (MARSEC) levels. Commenters 
also mentioned that the upcoming TWIC pilot program that TSA and Coast 
Guard are implementing to test card and reader interaction will be 
helpful in identifying impacts on facility and vessel operations.

Question 4--Impacts on Existing Physical Access Control Systems

    Commenters generally agreed that the TWIC program will have a 
significant impact on existing PACS if the two are integrated and will 
be duplicative if they are not. They cited the need for replacing or 
enhancing existing systems; additional trenching and related 
construction activities; and, installing or upgrading electrical power 
supplies and wiring to readers as examples of the impacts TWIC will 
have on existing PACS. Some commenters mentioned that the use of TPK 
would impact legacy PACS by requiring the modification or replacement 
of existing readers to include a magnetic stripe reading capability. 
Some commenters expressed concern that multiple credentials may be 
required of certain workers at certain locations and that multiple 
credentials would have to be processed to allow entry. Several 
commenters asserted that the cost of integration should be supported by 
Federal grant funding. One commenter suggested that TWIC PACS 
requirements should have a long phase-in period to allow facilities to 
use legacy equipment through the end of its useful life.

Question 5--Alternative Designs

    Commenters mentioned that any alternative designs should be 
evaluated in the context of the maritime operating requirements 
established by the NMSAC working group. Several commenters suggested 
that the short time period allotted for development of the technical 
specification may have prevented alternative designs from emerging. 
However, a technology industry commenter stated that alternatives were 
considered and rejected by the technology team during their 
deliberations. The commenter stated that the following alternative 
designs were considered and rejected:
1. Shared Symmetric Keys
    Key management is operationally complex and exposure of the key 
would have a negative impact on the entire TWIC system. Shared 
symmetric keys rely on one secret key to be distributed among all 
readers and cards to establish secure communications between card and 
reader. Keys must be changed

[[Page 53787]]

regularly, and securely distributed and stored to maintain system 
security. Secure key management would be difficult to accomplish due to 
the number and dispersion of TWIC readers.
2. Public Key Infrastructure (PKI)
    In a PKI system, secure communication and authentication are done 
using public key certificates which require online communication. The 
fragmented TWIC PACS would lack the real-time network access required 
of a PKI system.
3. Biometric Match-on-Card (MOC)
    MOC involves matching a biometric sample against a reference 
biometric template stored inside the secure environment of a smart 
card. The reference template cannot be read outside of the card, but is 
only used internally by the matching process inside the smart card. MOC 
is a relatively new approach within the smart card and biometrics 
industries and provides a good level of security and privacy. This is 
because the user's biometric information is protected by the smart card 
and is never released from the card. Internal to the smart card, MOC 
matches the user's live biometric template provided by an external 
biometric reader with the user's stored reference template. A major 
advantage to MOC over other approaches is that the card never releases 
personally identifying information (the biometric template) to the 
reader. Thus, the biometric could not be lifted or ``skimmed'' by an 
unauthorized individual. Also, under the MOC process, the need for 
reader authentication and associated reader key management is minimized 
because the reader only stores public keys that do not need to be 
protected from disclosure by using a Secure Access Module (SAM) to 
store secret keys to identify a particular smart card. With MOC, the 
transmission of the biometric template from the reader to the card is 
done using the public key and can only be decrypted using the private 
key that is stored securely on the smart card. For all of these 
reasons, MOC is a very promising technology to pursue. However, it has 
not been fully tested in a variety of laboratory or field settings and 
currently, there are no approved MOC standards. Therefore, we have 
determined that it would not be advisable to implement MOC for the 
upcoming TWIC rollout. We will continue to follow the development of 
MOC and if it matures for operational use, we will again consider its 
use in the maritime environment.
    One commenter requested that the distance between the card reader 
and the card be increased from four to 18 inches to allow truck drivers 
to remain in their cabs while their TWICs are read. Some commenters 
reiterated their view that the specification should not include 
encryption in any form.

Question 6--Cost Impacts

    A number of commenters reiterated their endorsement of NMSAC's non-
encryption recommendation to minimize costs. Commenters who operate 
existing PACS expressed concern about integrating TWIC into their 
operation, particularly if encryption of the biometric is required and 
if wiring upgrades are necessary to support TWIC readers. Commenters 
who do not have PACS now expressed concern about how much it will cost 
to purchase, install, and maintain TWIC systems.

Question 7--Incorporation of TWIC Into Existing Access Control 
Equipment

    Maritime industry commenters generally deferred this question to 
the technical experts. Technical commenters stated that the 
specifications TSA and Coast Guard choose for the TWIC program will 
determine the ease of design, manufacture, and integration. They also 
stated that knowledge gained through experience with designs for other 
PACS that share common attributes with TWIC will lessen the time needed 
to create TWIC PACS products. Conversely, features that are unique to 
TWIC will have to be created, but some commenters believe TWIC-unique 
features can be accommodated through software or firmware (i.e., 
computer programming instructions that are stored in a read-only memory 
unit rather than being implemented through software) applications for 
existing readers. The commenters estimate that it may take from only a 
few months up to 36 months to integrate TWIC with certain PACS designs.

Question 8--Quality Products List Process & Creation

    Almost universally, commenters agreed that TSA and Coast Guard 
should use a QPL process to help stakeholders know what equipment is 
best for use in the maritime environment. Many commented that the 
process the U.S. General Services Administration uses should be 
considered as a starting point for development of a TWIC QPL. 
Commenters also stated that product testing should include harsh 
maritime conditions.

III. Working Specification Selected

A. Summary of Selection

    TSA and the Coast Guard have selected the NMSAC alternate 
recommendation that requires encryption and use of the TWIC Privacy Key 
(TPK) as the working specification for readers that will be used during 
the pilot programs. If the readers that meet this working specification 
perform as planned during the pilot testing, we will finalize the 
specification as we complete the rulemaking that requires the use of 
readers. Also, it is important to note that the TWICs that will be 
issued this fall in the initial rollout of the TWIC program will 
operate as designed when engaged in readers that are built to this 
working specification.
    We are choosing to adopt this specification to protect the 
personally identifiable information (PII) contained in the TWIC from 
unintended disclosure while the TWIC is in the possession of the 
credential's rightful owner. Even assuming individuals suffer no real 
injury today if their template is taken or lifted through an 
unauthorized process, the template is personal information connected to 
that individual. Using a fingerprint template in lieu of a fingerprint 
image does not necessarily prevent the long-term potential for 
unauthorized use of personally identifying fingerprint information, if 
intercepted by unauthorized persons. Even assuming the fingerprint 
template cannot be reverse-engineered to produce an accurate duplicate 
fingerprint today, we cannot be certain that such a capability will not 
arise in the future. With the use of the TPK model, security and 
privacy protection are provided without the burden that other 
encryption models would place on PACS owners and operators.
    TSA and Coast Guard take the industry's concerns about adverse 
operational impacts very seriously. Consequently, as the card and 
readers are envisioned to operate when TWIC is fully implemented, use 
of a PIN will not be necessary to release the biometric unless the 
owner/operator chooses to use contact readers and the contact side of 
the credential. In addition, we are in the process of finalizing plans 
for the pilot tests required by the SAFE Port Act and we are working 
with experts within DHS to establish a very thorough test plan to 
evaluate the card-reader interface under a variety of conditions and 
assess its impact on operations. Through the pilot tests, we will 
investigate the impacts of requiring biometric identity verification on 
business processes, technology, and operations on facilities and 
vessels of

[[Page 53788]]

various size, type, and location. As detailed below, while the 
government has removed any specific language about MARSEC levels from 
the specifications, the pilot testing process will be used to evaluate 
various use case scenarios that will influence the upcoming TWIC reader 
rulemaking process, including TWIC card and reader use requirements at 
various MARSEC levels.
    We understand that the decision to implement the TPK model for 
contactless biometric identity verification will have impacts on the 
installed base of PACS systems. However, the TPK model allows 
facilities to integrate the model with their local PACS in several 
different ways. The TPK model allows use of: (1) The magnetic stripe to 
transfer TPK information by swiping the card through a magnetic strip 
reader and then presenting the card to a contactless reader to securely 
transmit the biometric template; (2) pre-registration of the 
information on the magnetic stripe into the local PACS and then 
presenting the card to a contactless reader; or (3) pre-registering the 
biometric minutiae templates into the local PACS until retrieved upon 
presentation of the TWIC to a contactless reader. The TPK model also 
allows several options for handheld readers. Handheld reader options 
include the use of either the contact or contactless portion of the 
TWIC to enable biometric identity verification.
    We do not wish to implement any alternative designs at this time. 
However, we may add additional security features to the card or card 
reader with due notice to the industry and regard for operational 
impacts. One alternative technology of particular interest to the 
government is match-on-card (MOC) technology. The TWIC program and 
Coast Guard remain in close contact with the National Institute of 
Standards and Technology (NIST) in their consideration of MOC 
technology for various Federal smart card and personal identification 
initiatives.
    We are mindful that cost is a strong consideration in the 
operational implementation of TWIC and we are working to minimize costs 
on the operational users of TWIC where possible. Also, we are working 
closely with other DHS components to continue to make available Port 
Security Grant funds to mitigate some of the costs to vessel and 
facility operators and owners of implementing the TWIC program.
    We have worked closely with the NMSAC working group to understand 
the impacts of the TWIC program on the maritime sector. Our choice of 
the TPK model is grounded in the specific recommendation of smart card, 
PACS, and biometrics industry experts involved in the NMSAC working 
group process and a thorough review of technology choices and impacts 
by government experts. These experts leveraged other similar 
technologies from contactless identification regimes in their 
deliberations. While implementation of the TWIC program should be as 
timely as possible, we understand that technical implementation 
timelines must incorporate engineering and manufacturing time, field 
testing, facility adaptation, and final field installation.
    We are encouraged by the positive responses we received regarding 
the creation of a QPL. However, unlike other government smart card 
programs, TWIC card readers, in most cases, will not be procured by the 
government. This lessens the ability of the government to leverage 
existing QPL-type programs already in existence, such as those 
supporting the Homeland Security Presidential Directive (HSPD)--12 
Personal Identity Verification (PIV) Program.

B. Technical Changes to the TPK Working Specification

    TSA and Coast Guard are making some technical modifications to the 
TPK working specification recommended by NMSAC. We believe these 
changes are necessary to further protect privacy and security for the 
TWIC program. There are four important changes involving verification 
of the cardholder unique identifier (CHUID) data, MARSEC level 
operations, biometric liveness detection, and contactless transmission 
speed that are discussed in detail below. In addition, we made minor 
changes to the specification that is discussed below.
B.1. Signature Verification of CHUID Data
    The NMSAC specification recommends that verification of the 
signature on the CHUID be optional. However, regardless of whether the 
credential is digitally signed, CHUID data can be copied or ``cloned'' 
to another card. Signature verification mitigates counterfeited CHUID 
data from being accepted as authentic. For this reason, verification of 
the digital signature on any CHUID unknown to a PACS is mandatory and 
is included in the final specification. Signature verification will 
have minimal performance impact to the contactless transaction and 
minimal impact on reader implementation.
B.2. Authentication Methods Used at MARSEC Levels:
    NMSAC recommended that CHUID authentication should be used at 
MARSEC 1 and biometric authentication should be used at MARSEC 2. 
Specifying authentication methods for various threat or risk levels is 
outside of the scope of a technical specification for contactless cards 
and readers, and is more appropriately addressed separately in the risk 
management and security requirements for maritime operators. Therefore, 
we have removed the MARSEC guidance relating to use of specific 
authentication levels at different MARSEC levels from the working 
specification.
B.3. Biometric Liveness Detection
    NMSAC recommended that biometric liveness detection may be employed 
in TWIC readers, making liveness detection optional. Liveness detection 
is an important means to prevent spoofing of a biometric sensor and is 
generally something that is strongly recommended by the reader 
industry. Because standards for liveness detection are currently not 
available, and there is no conformance testing protocol to validate its 
effectiveness, it is difficult to specify liveness detection as a 
mandatory requirement. However, we have changed the language for 
liveness detection from may to should, to stress that liveness 
detection (or attended verification) in TWIC readers is a highly 
desirable feature. This change will have no operational impact on TWIC 
contactless transactions.
B.4. Contactless Transmission Speed
    The contactless reader performance requirements in the NMSAC 
specification are based upon transaction completion time. We have 
determined that specific requirements for contactless transmission 
speed should be specified so that the reader will support negotiation 
of a contactless speed with the card that achieves at least 400K bits 
per second. This will minimize transaction timings based on 
transmission capabilities of both current and future TWIC card 
versions. This change will not adversely impact TWIC contactless 
transactions.

C. List of All Changes to the TPK Specification

    Listed below is a complete list of the changes TSA and Coast Guard 
have made to the TPK specification that NMSAC recommended. The changes 
of interest are discussed in detail above in Section III.B.
    1. Section 4, TWIC Modes of Operation. Requirement for specific

[[Page 53789]]

authentication modes to be used at specific MARSEC levels has been 
removed and available authentication modes have been clarified.
    2. Section 4, TWIC Modes of Operation. Ability to configure 
specific authentication modes depending on a given perimeter security 
requirement and to be used at differing MARSEC levels has been added.
    3. Section 4, TWIC Modes of Operation. Verification of CHUID 
signature changed to mandatory. CHUID signature is either verified 
once, either when the card holder's CHUID is registered in a local 
PACS, or read by the TWIC reader each time the card is presented for 
access.
    4. Section 5.1.1, Device Dimensions. Note added to stress 
contactless reader sensitivity to location and electromagnetic 
conditions of their environment.
    5. Section 6, Portable Reader Requirements. Requirements for 
confidentiality and authentication added for wireless devices used in 
physical access systems.
    6. Section 7, Operational Requirements. Contactless transmission 
speed requirement changed to support 106kbit/s, 212kbit/s or 424kbit/s, 
based on the card's capabilities.
    7. Section 7, Operational Requirements. Requirement added to reject 
transaction if multiple cards are simultaneously detected in the 
reader's contactless field.
    8. Section 8, Performance Requirements. Support for biometric 
liveness detection strengthened from ``may'' to ``should'' indicating a 
strong preference for liveness detection.
    9. Appendix A.1, CHUID Authentication. CHUID authentication 
clarified.
    10. Appendix A.2, TWIC Biometric Authentication. Biometric 
authentication clarified.
    11. Appendix A.3, Card Authentication Key Authentication. Card 
Authentication data object reference corrected.
    12. Appendix A.3, Card Authentication Key Authentication. Card 
Authentication Key usage clarified to indicate that it is only 
available via the PIV application, and is not shared with the TWIC 
application.
    13. Appendix D, TWIC Reader Compatibility with Other Card Types. 
Reader compatibility and default card support clarified and modified to 
allow configuration of default AID.
    14. Appendix E.4, Alternate Implementations. Minor clarifications 
to PACS enrollment.
    15. Appendix F, Proposed TWIC AID Structure. TSA RID added, AID 
structure clarified.

D. Future Changes to Specification

    TSA and Coast Guard will continue to evaluate and test the working 
specification as we implement the TWIC Pilot Program. We anticipate 
that, as with any testing program, we will encounter technical issues 
that can be corrected by making minor changes to the working 
specification. We will make such changes available to the public as 
they occur, through use of the following link/Web site: www.tsa.gov/twic. In addition, we will address any necessary changes to the working 
specification prior to finalizing the regulations requiring TWIC 
readers.

    Issued in Arlington, Virginia, on September 14, 2007.
Stephanie Rowe,
Assistant Administrator, Transportation Threat Assessment and 
Credentialing, Transportation Security Administration.
[FR Doc. 07-4649 Filed 9-19-07; 8:45 am]
BILLING CODE 4910-15-P


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