(Derek Kravitz/Washington Post) – Every spring, private security officers at San Francisco International Airport compete in a workplace “March Madness”-style tournament for cash prizes, some as high as $1,500.
The games: finding illegal items and explosives in carry-on bags; successfully picking locks on difficult-to-open luggage; and spotting a would-be terrorist (in this case Covenant Aviation Security’s president, Gerald L. Berry) on security videos.
“The bonuses are pretty handsome,” Berry said. “We have to be good – equal or better than the feds. So we work at it, and we incentivize.”
Some of the nation’s biggest airports are responding to recent public outrage over security screening by weighing whether they should hire private firms such as Covenant to replace the Transportation Security Administration. Sixteen airports, including San Francisco and Kansas City International Airport, have made the switch since 2002. One Orlando airport has approved the change but needs to select a contractor, and several others are seriously considering it.
The Metropolitan Washington Airports Authority, which governs Dulles International and Reagan National airports, is studying the option, spokeswoman Tara Hamilton said.
For airports, the change isn’t about money. At issue, airport managers and security experts say, is the unwieldy size and bureaucracy of the federal aviation security system. Private firms may be able to do the job more efficiently and with a personal touch, they argue.
Airports that choose private screeners must submit the request to the TSA. There are no specific criteria for approval, but federal officials can decide whether to grant the request “based on the airport’s record of compliance on security regulations and requirements.” The TSA pays for the cost of the screening and has the final say on which company gets the contract.
Rep. John L. Mica (R-Fla.), the incoming chairman of the House Transportation and Infrastructure Committee, has written to 200 of the nation’s largest airports, urging them to consider switching to private companies.
The TSA was “never intended to be an army of 67,000 employees,” he said.
“If you look at [the TSA’s] performance, have they ever stopped a terrorist? Anyone can get through,” Mica said in an interview. “We’ve been very lucky, very fortunate. TSA should focus on its mission: setting up the protocol, adapting to the changing threats and gathering intelligence.”
The differences between private firms’ employees and federal workers are often imperceptible to the everyday traveler. Covenant security details use different badges and insignia and have higher pay for new employees.
Procedures in airport security lines do not change. Thirty private firms are contracted by the TSA to potentially work as screeners, and their employees are required by federal law to undergo the same training, use the same pat-down techniques and operate the same equipment – such as full-body scanners – that the TSA does.
With a reduced role, the TSA could become more of a regulatory agency, leaving much of the daily work on the ground to for-profit companies. But federal officials say the expertise and training offered at the 457 TSA-regulated airports are unparalleled.
“U.S. aviation security technology and procedures are driven by the latest intelligence and give us the best chance to detect and disrupt any potential threat, given the tools currently available,” TSA spokesman Nicholas Kimball said.
It’s unclear whether private screeners cost the TSA more. One independent report found that private security contracts were 9 to 17 percent higher than the TSA’s costs. Mica says the difference is “concocted.”
The TSA also offers performance-based incentives. Employees who reach the highest performance rating can get a pay raise and a $2,500 bonus.
Many security and airline industry officials say the switch to a network of privately run screeners could hinder much of the government’s progress since the Sept. 11, 2001, terrorist attacks.
Robert W. Mann, an industry analyst and former airline executive based in New York, said airports who are considering a switch to private screeners are simply responding to “consumer outrage.” Mann says a a better solution is tougher regulations and training for federal security officers.
“We can’t go back to the late ’90s when private screeners had McDonald’s-level wages and attention spans to match,” Mann said. “A uniform, tough government system makes a lot of sense.”
The American Federation of Government Employees, the labor union for TSA employees, has questioned the privatization of airport security as well, calling it an ineffective “patchwork quilt.”
Passenger-rights groups’ opinions are mixed. Weary of big business but locked in a long-running fight over federal security methods, many travelers say they would like to see far-reaching government reforms and a limited amount of privatization.
“The private security is pretty good and rigid,” said Kate Hanni, who runs Flyers Rights out of Napa, Calif., which counts more than 30,000 members. “But as long as the scanners and pat-downs are in place, the experience is going to be the same.”
Hanni said trade groups, nonprofit organizations, airports and federal officials are working to “get on the good side of Mica” as he becomes chairman of the House transportation committee.
But what the debate over private-vs.-government security most clearly shows is TSA’s customer-service issues, said Paul Light, a professor of public service at New York University who has followed the TSA since it was created in 2001. In its early days, the TSA consulted Marriott International, the Walt Disney Co. and Intel on ways to speed people through checkpoints and make fliers happy.
“TSA forgot about customer service,” Light said. “The early executives were worried about smiley faces, wait times. They’ve lost sight of that.”
Covenant, based in Mica’s home district in northeastern coastal Florida, has airport screening contracts in Sioux Falls, S.D., Tupelo, Miss., and seven small airports in northern and eastern Montana. Its deal at San Francisco International is by far its largest. Covenant employs nearly 1,100 people in the bay area, who make up nearly all of its 1,150 workers. The last four-year contract, from 2006 to 2010, totaled $314 million. A new contract has been put out for competitive bids. Meanwhile, Covenant is operating on a two-month contract ending in February.
San Francisco airport officials say that they are happy with the Covenant contract and that “by allowing Covenant to worry about staffing, TSA can focus on the security,” airport spokesman Michael C. McCarron said.
Berry, Covenant’s president and a former Marine colonel who served two tours flying helicopters in Vietnam, has become the face of the private security movement, extolling the virtues of private business in fostering better and safer environments on television news programs and before congressional panels.
“We’re smaller, we can react much quicker to things and I think a lot of airports want to be more customer service-oriented,” he said. “There’s a reason not one of the 16 airports that have opted out have gone back to TSA.”
Few government or third-party reports have been produced in the past eight years that compare the performance of private companies with that of the government in airport security. The lone outside study, commissioned by the TSA and written by an Arlington County information technology firm, compared a dozen airports and looked at data from 2004 through 2007. It found that private screeners perform at a level “equal to or better” than their government counterparts.
The full study’s findings have never been released.
Orlando’s two commercial airports, Orlando International and Orlando Sanford International, were bringing in Covenant and FirstLine last month for presentations on taking over airport security. Orlando Sanford approved the change to privatization in October, before the uproar over the TSA’s screening methods even began.
Orlando Sanford President Larry Dale said private screening would be “more enjoyable” for the traveling public and potentially spur business.
“This country was built on competition, on private investment,” Dale said, “and I’ve gotten a lot of complaints from passengers about the new screening. We’re a business after all, and we have to look out for our customers.”
Other airports, including Oklahoma City’s Will Rogers World Airport and Indianapolis International Airport, have said publicly they are studying whether a change would improve their bottom line.
The Kansas City airport, which was one of the first tochoose a private security operator, said the biggest difference in using private screeners is the ability to get security issues resolved quickly.
“Unlike a government job, these contract employees can be removed immediately with poor performance, attitude or unsuitability,” said Kansas City airport director Mark VanLoh. “It shows in our passenger surveys for customer satisfaction each year.”