Las Vegas
In the more than three years that have passed since the horrific events of 9/11, far too little has been done to secure our nation's transportation network from another terrorist attack.
The vulnerabilities in our transportation system are unfortunately not hard to identify, as a recent policy statement of the AFL-CIO Transportation Trades Department describes. Freight systems are too open, are poorly regulated and need government assistance. Public transportation and Amtrak are badly under-funded as they grapple with massive security costs. Globalization is further threatening transportation security, whether from un-inspected trucks crossing our border or from U.S. aircraft being repaired oversees, where uniform security standards do not exist. And workers are simply not being trained to perform security duties required by being the "eyes and the ears" of the industry. More specifically:
Rail and Public Transit: Needed federal security-related capital investment and ongoing operations and maintenance requirements call for $7.6 billion over three years for rail and public transit safety, but the president has proposed no serious resources for it and congress approved just $150 million for FY 2005. Now, the president wants to zero-out Amtrak, a move that will force states to absorb unaffordable costs and exacerbate security risks. Concerns are mounting over the threats posed by the transport of hazardous materials, as the recent tragic accident in South Carolina reminds us. And on the human resource front, comprehensive employee security training is wanting, while workers who blow the whistle on security risks are vulnerable to retaliation.
Cross-Border Transportation: Despite claims to the contrary, we have not invested resources or developed procedures and standards needed to ensure Mexican-domiciled trucks entering the United States do not pose security risks. A recent audit by the Transportation Department's Inspector General confirms that Mexico-domiciled motor carriers and their drivers still do not meet U.S. standards, there is no plan to review compliance on-site in Mexico, and Mexican hazmat drivers are not subject to background check requirements U.S. drivers must meet.
Port and Maritime Security: Our nation's seaports are extremely vulnerable to attack. Although well-crafted security regulations under the Maritime Transportation Security Act have issued, too many ports fail to follow or enforce them. Training and evacuation requirements are ignored, seals and empty containers are not sufficiently checked and vehicle screening is too often left to chance. Implementation of the new regulations would cost an estimated $7.3 billion over the next 10 years, yet ports have gotten only $650 million through fiscal year 2005 for physical and operational security upgrades.
Intercity Bus Security: More must also be done to enhance the security of our nation's intercity bus network. In particular, a grant program must be established to cover costs related to employee training, terminal modifications, the protection or isolation of drivers and passenger and baggage screening activities.
Targeted Infrastructure Protection Grants: The Bush administration has proposed a new multi-modal grant program, the Targeted Infrastructure Protection program, but is requesting only $600 million in funds, a level grossly insufficient to meet the critical security needs of even one area of transportation. In addition, lumping all grant programs into one pot and forcing modes to compete against each another for resources precludes meeting the critical and unique security needs and challenges each faces.
Aviation: Although aviation security has received the bulk of attention and resources since 9/11, work remains to be done and existing loopholes should be closed. Our nation's flight attendants are not receiving meaningful security training, as the Bush administration has failed to develop training requirements congress has repeatedly mandated. Systems allowing flight attendants to communicate with the flight deck, air marshals and the ground, enabling them to quickly report developing security threats in the cabin, are inadequate. Foreign aircraft repair stations are still certified to work on U.S. aircraft without meeting standards imposed on domestic stations and workers. The Transportation Security Administration is months late in issuing security regulations to govern contract repair stations, a delay that prevents the agency from auditing foreign stations.
Background Checks: Since 9/11, congress and the administration have imposed various forms of background checks on transportation workers. Transportation workers are deeply committed to the system's security, but overly intrusive or unworkable background checks do not enhance security and they impose unfair burdens on employees. Background-check procedures for aviation workers and for Hazmat CDL drivers fail in many regards to meet basic fairness standards to which workers are entitled. And workers in Custom-controlled areas in facilities are subject to separate background checks that give individual port directors great leeway in making decisions, an unfounded double standard that has no legitimate security rationale.
Further delay and stinting on resources needed to address the many security vulnerabilities in our transportation system will only make matters worse. Shoring up safeguards for our national transportation network is of the highest priority. The AFL-CIO and its affiliates will continue to push for reasonable and realistic solutions to the security problems we face, to better ensure that that our transportation system will meet the needs of American commuters as effectively, efficiently and safely as possible.