TRANSPORTATION 

WORKER 

IDENTIFICATION 

CREDENTIAL

Card Reader Pilot Results 

Are Unreliable; Security 

Benefits Should Be 

Reassessed 

Statement of Stephen M. Lord, Director

Homeland Security and Justice

Testimony 

Before the Subcommittee on 

Government Operations, Committee on 

Oversight and Government Reform, 

House of Representatives

For Release on Delivery 

Expected at 9:00 a.m. EST

Thursday, May 9, 2013

GAO-13-610T

United States Government Accountability Office
 

Page 1 GAO-13-610T

Chairman Mica, Ranking Member Connolly, and Members of the 

Subcommittee:

I am pleased to be here today to discuss our work examining the 

Department of Homeland Security’s (DHS) Transportation Worker 

Identification Credential (TWIC) program. Ports, waterways, and vessels 

handle billions of dollars in cargo annually, and an attack on our nation’s 

maritime transportation system could have serious consequences. 

Maritime workers, including longshoremen, mechanics, truck drivers, and 

merchant mariners, access secure areas of the nation’s estimated 16,400 

maritime-related transportation facilities and vessels, such as cargo 

container and cruise ship terminals, each day while performing their jobs.1

The TWIC program is intended to provide a tamper-resistant biometric 

credential2 to maritime workers who require unescorted access to secure 

areas of facilities and vessels regulated under the Maritime 

Transportation Security Act of 2002 (MTSA).3 TWIC is to enhance the 

ability of MTSA-regulated facility and vessel owners and operators to 

control access to their facilities and verify workers’ identities. Under 

current statute and regulation, maritime workers requiring unescorted 

access to secure areas of MTSA-regulated facilities or vessels are 

required to obtain a TWIC,4 and facility and vessel operators are required 

by regulation to visually inspect each worker’s TWIC before granting 

unescorted access.5

 

1

For the purposes of this statement, the term “maritime-related transportation facilities” 

refers to seaports, inland ports, offshore facilities, and facilities located on the grounds of 

ports. 

Prior to being granted a TWIC, maritime workers are 

2

A biometric access control system consists of technology that determines an individual’s 

identity by detecting and matching unique physical or behavioral characteristics, such as 

fingerprint or voice patterns, as a means of verifying personal identity.

3

Pub. L. No. 107-295,116 Stat. 2064. According to Coast Guard regulations, a secure 

area is an area that has security measures in place for access control. 33 C.F.R. § 

101.105. For most maritime facilities, the secure area is generally any place inside the 

outermost access control point. For a vessel or outer continental shelf facility, such as 

offshore petroleum or gas production facilities, the secure area is generally the whole 

vessel or facility. A restricted area is a part of a secure area that needs more limited 

access and higher security. Under Coast Guard regulations, an owner/operator must 

designate certain specified types of areas as restricted. For example, storage areas for 

cargo are restricted areas under Coast Guard regulations. 33 C.F.R. § 105.260(b)(7).

4

46 U.S.C. § 70105(a); 33 C.F.R. § 101.514.

5

33 C.F.R. §§ 104.265(c), 105.255(c).

 
 

Page 2 GAO-13-610T

required to undergo a background check, known as a security threat 

assessment. 

Within DHS, the Transportation Security Administration (TSA) and the

U.S. Coast Guard (USCG) jointly administer the TWIC program. USCG is 

leading efforts to develop a new TWIC regulation (rule) regarding the use 

of TWIC cards with readers (known as the TWIC card reader rule). The 

TWIC card reader rule is expected to define if and under what 

circumstances facility and vessel owners and operators are to use 

electronic card readers to verify that a TWIC card is valid. To help inform 

this rulemaking and to fulfill the Security and Accountability For Every 

Port Act of 2006 (SAFE Port Act) requirement,6 TSA conducted a TWIC 

reader pilot from August 2008 through May 2011 to test a variety of 

biometric readers, as well as the credential authentication and validation 

process. The TWIC reader pilot, implemented with the voluntary 

participation of maritime port, facility, and vessel operators, was to test 

the technology, business processes, and operational impacts of deploying 

card readers at maritime facilities and vessels prior to issuing a final rule.7

Among other things, the SAFE Port Act required that DHS submit a report 

on the findings of the pilot program to Congress.8 DHS submitted its 

report to Congress on the findings of the TWIC reader pilot on February 

27, 2012.9 The Coast Guard Authorization Act of 2010 required that, 

among other things, GAO conduct an assessment of the report’s findings 

and recommendations.10

We have been reporting on TWIC progress and challenges since 

September 2003.11

 

6

Pub. L. No 109-347, § 104(a), 120 Stat. 1884, 1888 (codified at 46 U.S.C. § 70105(k)). 

Among other issues, we highlighted steps that TSA 

7

The SAFE Port Act required the Secretary of Homeland Security to conduct a pilot 

program to test the business processes, technology, and operational impacts required to 

deploy transportation security card readers at secure areas of the maritime transportation 

system. 46 U.S.C. § 70105(k)(1)(A).

8

46 U.S.C. § 70105(k)(4).

9

Department of Homeland Security, Transportation Worker Identification Credential 

Reader Pilot Program: In accordance with Section 104 of the Security and Accountability 

For Every Port Act of 2006, P.L. 109-347 (SAFE Port Act) Final Report. Feb. 17, 2012.

10Pub. L. No. 111-281, § 802, 124 Stat. 2905, 2989.

11GAO, Maritime Security: Progress Made in Implementing Maritime Transportation 

Security Act, but Concerns Remain, GAO-03-1155T (Washington, D.C.: Sept. 9, 2003).
 

Page 3 GAO-13-610T

and USCG were taking to meet an expected surge in initial enrollment as 

well as various challenges experienced in the TWIC testing conducted by 

a contractor for TSA and USCG from August 2004 through June 2005. 

We also identified challenges related to ensuring that the TWIC 

technology works effectively in the harsh maritime environment.12 In 

November 2009, we reported on the design and approach of a pilot 

initiated in August 2008 to test TWIC readers, and found that DHS did not 

have a sound evaluation methodology to ensure information collected 

through the TWIC reader pilot would be complete and accurate.13

Moreover, in May 2011, we reported that internal control weaknesses 

governing the enrollment, background checking, and use of TWIC 

potentially limit the program’s ability to provide reasonable assurance that 

access to secure areas of MTSA-regulated facilities is restricted to 

qualified individuals.14

My statement today highlights the key findings of a report we released 

yesterday on the TWIC program that addressed the extent to which the 

results from the TWIC reader pilot were sufficiently complete, accurate, 

and reliable for informing Congress and the TWIC card reader rule.15

 

12GAO, Transportation Security: DHS Should Address Key Challenges before 

Implementing the Transportation Worker Identification Credential Program, 

For 

the report, among other things, we assessed the methods used to collect 

and analyze pilot data since the inception of the pilot in August 2008. We 

analyzed and compared the pilot data with the TWIC reader pilot report 

submitted to Congress to determine whether the findings in the report are 

based on sufficiently complete, accurate, and reliable data. Additionally, 

we interviewed officials at DHS, TSA, and USCG with responsibilities for 

overseeing the TWIC program, as well as pilot officials responsible for 

coordinating pilot efforts with TSA and the independent test agent 

GAO-06-982 

(Washington, D.C.: Sept. 29, 2006). TWIC readers and related technologies operated 

outdoors in the harsh maritime environment can be affected by dirt, salt, wind, and rain.

13GAO, Transportation Worker Identification Credential: Progress Made in Enrolling 

Workers and Activating Credentials but Evaluation Plan Needed to Help Inform the 

Implementation of Card Readers, GAO-10-43 (Washington, D.C.: Nov. 18, 2009).

14GAO, Transportation Worker Identification Credential: Internal Control Weaknesses 

Need to Be Corrected to Help Achieve Security Objectives, GAO-11-657 (Washington, 

D.C.: May 10, 2011).

15GAO, Transportation Worker Identity Credential: Card Reader Pilot Results Are 

Unreliable; Security Benefits Need to Be Reassessed, GAO-13-198 (Washington, D.C.: 

May 8, 2013).
 

Page 4 GAO-13-610T

(responsible for planning, evaluating, and reporting on all test events), 

about TWIC reader pilot testing approaches, results, and challenges. Our 

investigators also conducted limited covert testing of TWIC program 

internal controls for acquiring and using TWIC cards at four maritime 

ports to update our understanding of the effectiveness of TWIC at 

enhancing maritime security since we reported on these issues in May 

2011. Our May 2013 report includes additional details on our scope and 

methodology. We conducted this work in accordance with generally 

accepted government auditing standards, and conducted the related 

investigative work in accordance with standards prescribed by the Council 

of the Inspectors General on Integrity and Efficiency.

Our review of the pilot test identified several challenges related to pilot 

planning, data collection, and reporting, which affected the completeness, 

accuracy, and reliability of the results.

DHS did not correct planning shortfalls that we identified in our November 

2009 report.16

 

16

We determined that these weaknesses presented a 

challenge in ensuring that the pilot would yield information needed to 

inform Congress and the card reader rule and recommended that DHS 

components implementing the pilot—TSA and USCG—develop an 

evaluation plan to guide the remainder of the pilot and identify how it 

would compensate for areas where the TWIC reader pilot would not 

provide the information needed. DHS agreed with the recommendations; 

however, while TSA developed a data analysis plan, TSA and USCG 

reported that they did not develop an evaluation plan with an evaluation 

methodology or performance standards, as we recommended. The data 

analysis plan was a positive step because it identified specific data 

GAO-10-43. 

TWIC Reader Pilot 

Results Are Not 

Sufficiently Complete, 

Accurate, and 

Reliable for Informing 

Congress and the 

TWIC Card Reader 

Rule

Pilot Planning
 

Page 5 GAO-13-610T

elements to be captured from the pilot for comparison across pilot sites. If 

accurate data had been collected, adherence to the data analysis plan 

could have helped yield valid results. However, TSA and the independent 

test agent17 did not utilize the data analysis plan. According to officials 

from the independent test agent, they started to use the data analysis 

plan but stopped using the plan because they were experiencing difficulty 

in collecting the required data and TSA directed them to change the 

reporting approach. TSA officials stated that they directed the 

independent test agent to change its collection and reporting approach 

because of TSA’s inability to require or control data collection to the 

extent required to execute the plan.

We identified eight areas where TWIC reader pilot data collection, 

supporting documentation, and recording weaknesses affected the 

completeness, accuracy, and reliability of the pilot data

1. Installed TWIC readers and access control systems could not 

collect required data on TWIC reader use, and TSA and the 

independent test agent did not employ effective compensating 

data collection measures. The TWIC reader pilot test and evaluation 

master plan recognizes that in some cases, readers or related access 

control systems at pilot sites may not collect the required test data, 

potentially requiring additional resources, such as on-site personnel, 

to monitor and log TWIC card reader use issues. Moreover, such 

instances were to be addressed as part of the test planning. However, 

the independent test agent reported challenges in sufficiently 

documenting reader and system errors. For example, the independent 

test agent reported that the logs from the TWIC readers and related 

access control systems were not detailed enough to determine the 

reason for errors, such as biometric match failure, an expired TWIC 

card, or that the TWIC was identified as being on the list of revoked 

credentials. The independent test agent further reported that the 

inability to determine the reason for errors limited its ability to 

understand why readers were failing, and thus it was unable to 

determine whether errors encountered were due to TWIC cards, 

readers, or users, or some combination thereof.

 

17To conduct the TWIC reader pilot, TSA contracted with the Navy’s Space and Naval 

Warfare Systems Command (SPAWAR) to serve as the independent test agent to plan, 

analyze, evaluate, and report on all test events.

Data Collection
 

Page 6 GAO-13-610T

2. Reported transaction data did not match underlying 

documentation. A total of 34 pilot site reports were issued by the 

independent test agent. According to TSA, the pilot site reports were 

used as the basis for DHS’s report to Congress. We separately 

requested copies of the 34 pilot site reports from both TSA and the 

independent test agent. In comparing the reports provided, we found 

that 31 of the 34 pilot site reports provided to us by TSA did not 

contain the same information as those provided by the independent 

test agent. Differences for 27 of the 31 pilot site reports pertained to 

how pilot site data were characterized, such as the baseline 

throughput time used to compare against throughput times observed 

during two phases of testing. However, at two pilot sites, Brownsville 

and Staten Island Ferry, transaction data reported by the independent 

test agent did not match the data included in TSA’s reports. Moreover, 

data in the pilot site reports did not always match data collected by the 

independent test agent during the pilot.

3. Pilot documentation did not contain complete TWIC reader and 

access control system characteristics. Pilot documentation did not 

always identify which TWIC readers or which interface (e.g., contact 

or contactless interface) the reader used to communicate with the 

TWIC card during data collection.18

4. TSA and the independent test agent did not record clear baseline 

data for comparing operational performance at access points

with TWIC readers. Baseline data, which were to be collected prior to 

piloting the use of TWIC with readers, were to be a measure of 

throughput time, that is, the time required to inspect a TWIC card and 

complete access-related processes prior to granting entry. However, it 

is unclear from the documentation whether acquired data were 

sufficient to reliably identify throughput times at truck, other vehicle, 

and pedestrian access points, which may vary.

For example, at one pilot site, two 

different readers were tested. However, the pilot site report did not 

identify which data were collected using which reader.

5. TSA and the independent test agent did not collect complete 

data on malfunctioning TWIC cards. TSA officials observed 

malfunctioning TWIC cards during the pilot, largely because of broken 

antennas. If a TWIC with a broken antenna was presented for a 

 

18As used in this statement, “contactless mode” refers to the use of TWIC readers for 

reading TWIC cards without requiring that a TWIC card be inserted into or make physical 

contact with a TWIC reader.
 

Page 7 GAO-13-610T

contactless read, the reader would not identify that a TWIC had been 

presented, as the broken antenna would not communicate TWIC 

information to a contactless reader. In such instances, the reader 

would not log that an access attempt had been made and failed.

6. Pilot participants did not document instances of denied access. 

Incomplete data resulted from challenges documenting how to 

manage individuals with a denied TWIC across pilot sites. Specifically, 

TSA and the independent test agent did not require pilot participants 

to document when individuals were granted access based on a visual 

inspection of the TWIC, or deny the individual access as may be 

required under future regulation. This is contrary to the TWIC reader 

pilot test and evaluation master plan, which calls for documenting the 

number of entrants “rejected” with the TWIC card reader system 

operational as part of assessing the economic impact. Without such 

documentation, the pilot sites were not completely measuring the 

operational impact of using TWIC with readers.

7. TSA and the independent test agent did not collect consistent 

data on the operational impact of using TWIC cards with readers.

TWIC reader pilot testing scenarios included having each individual 

present his or her TWIC for verification; however, it is unclear whether 

this actually occurred in practice. For example, at one pilot site, 

officials noted that during testing, approximately 1 in 10 individuals 

was required to have his or her TWIC checked while entering the 

facility because of concerns about causing a traffic backup. Despite 

noted deviations in test protocols, the reports for these pilot sites do 

not note that these deviations occurred. Noting deviations in each pilot 

site report would have provided important perspective by identifying 

the limitations of the data collected at the pilot site and providing 

context when comparing the pilot site data with data from other pilot 

sites. 

8. Pilot site records did not contain complete information about 

installed TWIC readers’ and access control systems’ design. TSA 

and the independent test agent tested the TWIC readers at each pilot 

site to ensure they worked before individuals began presenting their 

TWIC cards to the readers during the pilot. However, the data 

gathered during the testing were incomplete. For example, 10 of 15 

sites tested readers for which no record of system design 

characteristics were recorded. In addition, pilot reader information was 

identified for 4 pilot sites but did not identify the specific readers or 

associated software tested.

According to TSA, a variety of challenges prevented TSA and the 

independent test agent from collecting pilot data in a complete and 
 

Page 8 GAO-13-610T

consistent fashion. Among the challenges noted by TSA, (1) pilot 

participation was voluntary, which allowed pilot sites to stop participation 

at any time or not adhere to established testing and data collection 

protocols; (2) the independent test agent did not correctly and completely 

collect and record pilot data; (3) systems in place during the pilot did not 

record all required data, including information on failed TWIC card reads 

and the reasons for the failure; and (4) prior to pilot testing, officials did 

not expect to confront problems with nonfunctioning TWIC cards. 

Additionally, TSA noted that it lacked the authority to compel pilot sites to 

collect data in a way that would have been in compliance with federal 

standards. In addition to these challenges, the independent test agent 

identified the lack of a database to track and analyze all pilot data in a 

consistent manner as an additional challenge to data collection and 

reporting. The independent test agent, however, noted that all data 

collection plans and resulting data representation were ultimately 

approved by TSA and USCG.

As required by the SAFE Port Act and the Coast Guard Authorization Act 

of 2010, DHS’s report to Congress on the TWIC reader pilot presented 

several findings with respect to technical and operational aspects of 

implementing TWIC technologies in the maritime environment. However, 

DHS’s reported findings were not always supported by the pilot data, or 

were based on incomplete or unreliable data, thus limiting the report’s 

usefulness in informing Congress about the results of the TWIC reader 

pilot. For example, reported entry times into facilities were not based on 

data collected at pilot sites as intended. Further, the report concluded that 

TWIC cards and readers provide a critical layer of port security, but data 

were not collected to support this conclusion.

Because of the number of concerns that we identified with the TWIC pilot, 

in our March 13, 2013, draft report to DHS, we recommended that DHS 

not use the pilot data to inform the upcoming TWIC card reader rule. 

However, after receiving the draft that we sent to DHS for comment, on 

March 22, 2013, USCG published the TWIC card reader notice of 

proposed rulemaking (NPRM), which included results from the TWIC card 

reader pilot.19

 

1978 Fed. Reg. 17,782 (Mar. 22, 2013).

We subsequently removed the recommendation from our 

final report, given that USCG had moved forward with issuing the NPRM 

Reporting 
 

Page 9 GAO-13-610T

and had incorporated the pilot results into the proposed rulemaking. In its 

official comments on our report, DHS asserted that some of the perceived 

data anomalies we cited were not significant to the conclusions TSA 

reached during the pilot and that the pilot report was only one of multiple 

sources of information available to USCG in drafting the TWIC reader 

NPRM. We recognize that USCG had multiple sources of information 

available to it when drafting the proposed rule; however, the pilot was 

used as an important basis for informing the development of the NPRM, 

and the issues and concerns that we identified remain valid.

Given that the results of the pilot are unreliable for informing the TWIC 

card reader rule on the technology and operational impacts of using 

TWIC cards with readers, we recommended that Congress should 

consider repealing the requirement that the Secretary of Homeland 

Security promulgate final regulations that require the deployment of card 

readers that are consistent with the findings of the pilot program; and that 

Congress should consider requiring that the Secretary of Homeland 

Security complete an assessment that evaluates the effectiveness of 

using TWIC with readers for enhancing port security. This would be 

consistent with the recommendation that we made in our May 2011report. 

These results could then be used to promulgate a final regulation as 

appropriate. Given DHS’s challenges in implementing TWIC over the past 

decade, at a minimum, the assessment should include a comprehensive 

comparison of alternative credentialing approaches, which might include 

a more decentralized approach, for achieving TWIC program goals.

Chairman Mica, Ranking Member Connolly, and members of the 

subcommittee, this concludes my prepared statement. I would be happy 

to respond to any questions that you may have.

For questions about this statement, please contact Steve Lord at (202) 

512-4379 or lords@gao.gov. Contact points for our Offices of 

Congressional Relations and Public Affairs may be found on the last page 

of this statement. Individuals making key contributions to this statement 

include Dave Bruno, Assistant Director; Joseph P. Cruz; and James 

Lawson. Key contributors for the previous work that this testimony is 

based on are listed within each individual product.

GAO Contact and 

Staff 

Acknowledgments 

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