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Transportation Security Administration: Safety in Numbers
As the aftershocks of the events of Sept. 11 rocked the United States, the U.S. government got to work finding ways to protect its citizens from future terrorist attacks. As a result, on Nov. 19, 2001, President Bush signed into law the Aviation and Trans
“The ATSA provisions were very specific in terms of the deadlines and the mandates that we had to meet,” said Rossides. Most of these deadlines for hiring and training screeners had to be met within 12 months from the date of passage of the Act, or just six weeks beyond that.
Many people believed it was impossible. In December of 2001, the TSA had one employee, said Rossides, the first undersecretary, John Magaw. “He literally was the only person in TSA in December 2001,” she said. “I came on board in early January, and in the month of January there were only 13 permanent employees on TSA’s rolls. Then, by Dec. 31 of that same year, we were over 60,000 strong.”
To hire, train and equip that workforce, the TSA turned to partnerships with private-sector organizations. NCS Pearson was responsible for recruiting and assessing the screener workforce. Lockheed Martin trained the passenger checkpoint screeners and did the reconstruction and reconfiguration of the checkpoints across the country. Boeing worked with TSA on the explosive detection and ETD (explosive trace detection) equipment deployment, as well as training the screeners who would work in the checked baggage area. Vanity Fair worked to get uniforms for the screeners, and Unisys helped with the IT infrastructure. It was a complex process, with hundreds of steps to be completed for each airport.
Leveraging the Latest in Brain Science to Deliver the Next Generation of E-Learning
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