Options Screening Access control Security awareness training Option 1 (maintain Australia’s current approach of conducting a visual inspection on entry to the airside zone – status quo) Visual inspection of persons, vehicles and goods on entry to the SRA Access controlled into the airside area via guarded access points or electronic access control No specific requirements Option 2 (screening upon entry to an SRA at Australia’s nine major airports applied randomly and unpredictably) Random and unpredictable screening of a percentage of persons, vehicles and goods on entry to the SRA at all access points (e.g. by ETD, metal detector and/or physical search) Access controls to verify a person’s identity and ensure all persons and vehicles are authorised to be in the SRA (could be via guarded access points or a biometric check and electronic access control) Airport and airline workers that regularly access the SRA required to complete security awareness training Option 3 (combination of screening upon entry to an SRA coupled with in-zone screening at Australia’s nine major airports applied randomly and unpredictably) Airports choose whether to implement random and unpredictable screening of a percentage of persons, on entry to the SRA at all access points, or to use a combination of screening on entry to the SRA at some access points and within the SRA (e.g. by ETD, metal detector and/or physical search) Access controls to verify a person’s identity and ensure all persons and vehicles are authorised to be in the SRA (could be via guarded access points or a biometric check and electronic access control) Airport and airline workers that regularly access the SRA required to complete security awareness training
individually. Members noted difficulties with accurately identifying costs, such as capital works, without regulatory certainty for the strengthened airside security model. Members agreed that the screening proportion would be a range. On 29 April 2016, members agreed to the learning competencies for security awareness training along with other training requirements. One airport reported on its vehicle ETD trials and noted these were quite successful. Industry provided updates of their respective progress on planning for the introduction of the strengthened airside security model, with members indicating their planning was well advanced. On 27 July 2016, members acknowledged receipt of the policy and screening procedures papers. The group agreed that the new strengthened airside security measures would be applied to the SRA at the nine major airports, rather than creating a new bespoke zone. On 10 November 2016, cargo facility operators with on airport premises attended the meeting. Cargo agents sought to clarify the location where access controls could be performed. Members discussed the effectiveness of using ETD outdoors, with an equipment vender presenting on a handheld ETD unit. DIPB clarified that Counter-Terrorism Unit officers would not provide response capabilities in a threat situation, as that is an Australian Federal Police role. On 19 April 2017, the Department released to members via Govdex a draft of the amending Regulations that give effect to the strengthened airside security model for a three week consultation period. On 3 May 2017, members discussed the draft amending Regulations. It was agreed the draft would be further amended to include: the in-zone screening component of the model (previously in-zone screening was to be implemented in a second tranche of regulatory amendments); a revised definition of an access control point; greater implementation timeframe flexibility, particularly where a participant’s measures were contingent on knowing the final implementation arrangements of another industry participant; provisions for persons who work across the SRA boundary or between two SRAs; and an expanded and revised list of exempt persons, vehicles and goods.