Guidebook on Integrating GIS in Emergency Management at Airports (2013)

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P a r t I V Appendices

97 Adaptive Planning—The capability to create and revise plans rapidly and systematically as circumstances require. Address Geocoding—A GIS operation for converting street addresses into spatial data that can be displayed as features on a map, usually by referencing address information from a street segment data layer. Aircraft Rescue and Fire Fighting (ARFF)—Operators of certified, Part 139 airports, as man- dated by the FAA, must provide ARFF services during air carrier operations. Airport Emergency Plan (AEP)—Airport-adopted plan identifying the authority, organi- zational responsibilities, and required equipment for carrying out emergency response plans, tasks, and actions. Airport Irregular Operations (IROPS)—Actions taken to adjust for, and recover from, the impacts of disrupted airline schedules such as aircraft accidents, security incidents, crew absences, mechanical failures, and bad weather. Area Contingency Plan—Description of what is to be protected in the event of an emergency and how to protect the area. Automated Critical Asset Management System (ACAMS)—Web-enabled program that pro- vides a comprehensive set of tools and resources for the collection and effective use of critical infrastructure and key resources (CIKR) asset data, protection information, incident response, and recovery plans. Automatic Aid Partner—Assistance dispatched automatically by a contractual agree- ment between the airport and a local government jurisdiction. These first responders may be located on or off the airport and specific equipment should be listed in the airport emergency plan (AEP). Automatic Vehicle Location Systems—An automatic vehicle locator (AVL) is a device that makes use of the global positioning system (GPS) to enable an agency to remotely track the loca- tion of its vehicle fleet by using the Internet. Business Continuity Plan (BCP)—Identifies an organization’s exposure to internal and external threats, analyzes impact to business sustainability, and provides prevention and recov- ery solutions. Collaboration/Integration Workshop—These are periodically hosted tabletop style work- shop sessions for the purpose of assessing a recent emergency event, testing GIS-EM functional- ity, or annual updating of planned GIS-EM integration enhancements. They bring together EM and technical staff on the GIS-EM Integration Committee. A P P E N D I X A Glossary and Acronyms

98 Guidebook on Integrating GIS in Emergency Management at Airports Command Staff—Positions that assume responsibility for key activities at an incident and are not part of the line organization. The command staff is headed by the incident commander. Additional command staff, including the safety officer, public information officer, and liaison officer, report directly to the incident commander. Other command staff positions may be appointed as needed (NIMS definition). Computer-Aided Dispatch System (CAD)—A method of evaluating need, availability, and capability of emergency resources and dispatching emergency services through the use of a com- puter application. Comprehensive Emergency Management (CEM)—The preparedness, management, response, and recovery programs dealing with emergencies pertaining to both the public and private sectors. Consequence—The outcome of an event. Consequence Management—Protective measures taken with respect to chemical, biological, nuclear, or explosive situations. Crisis Management—Process(es) established by an organization to handle threatening events to itself or its constituents. Critical Infrastructure and Key Resources (CIKR)—Critical infrastructure includes the assets, systems, and networks vital to the United States; key resources are publicly or privately controlled resources essential to the minimal operations of the economy and government. Disaster Recovery Plan (DRP)—A management-approved document defining the resources, processes, and tasks required to deliver recovery from unplanned circumstances. Emergency Management (EM)—The comprehensive set of functions that can be executed within its defined four phases that support an airport’s emergency operations. These phases are: • Mitigation/Planning—Sustained actions taken to reduce or eliminate long-term risk to peo- ple and property from natural or man-made hazards and their effects. • Preparedness—Processes to sustain and improve operational capability to prevent, respond, and recover from emergency incidents. • Response—Immediate actions taken to contain, reduce, or prevent further impact of an inci- dent on the public and environment. • Recovery—Long-term activities required to return all airport operations to a normal state after incident or emergency response has contained an incident. Emergency Medical Service (EMS)—A general reference to ambulance and medical rescue services including emergency medical technician resources. Emergency Medical Technician (EMT)—A certified healthcare provider who is trained as an immediate responder to treat and transport incident victims. Emergency Operations Center (EOC)—A functional, physical location that serves as a main point of contact and coordination for resources during the response to, and recovery from, an incident. The EOC is composed of decisionmakers and support agency representatives neces- sary to establish strategic decisions and coordinate communications in an emergency situation. Emergency Support Functions (ESF)—Grouping of governmental and certain private-sector capabilities into an organizational structure providing support, resources, programs, and services most likely needed to save lives, protect property and environment, restore essential services and critical infrastructure, and help victims and communities return to normal following domestic incidents. There are 15 annexes of the National Plan.

Glossary and Acronyms 99 ESRI—Environmental Systems Research Institute, Inc. is a software company that develops GIS solutions. ESRI also hosts the largest GIS industry event in the world, publishes two of the most widely circulated periodicals in the industry, and operates the leading GIS book publisher. Federal Emergency Management Agency (FEMA)—The federal government agency that deals with all phases of emergency management for disasters of all types. First Responders—Public safety professionals and trained volunteers who respond to, and provide services at, emergencies where additional skills and resources may be needed to bring the incident to a safe conclusion. Usually, as the first trained personnel to arrive on an inci- dent scene, they arrive with standard-issue protective and tactical equipment, which may not be adequate for emergency intervention. Geodatabase—Specialized data repository for the storage, retrieval, and modification of geo- graphic and spatial data. Geospatial Analysis—Application of statistical information and techniques to geographically based data. Geospatial Data—Data that represents geographic locations, features, and boundaries as well as associated tabular data. Geographic Information System (GIS)—The technology system inclusive of hardware, soft- ware, and infrastructure for the collection, management, analysis, and presentation of geospatial data. Geospatial data are primarily represented in a map format with symbols, icons, and text providing feature information. Geospatial Modeling Environment (GME)—Platform to enable spatial analysis and modeling. Hazard—Natural: naturally caused events such as hurricanes, tornadoes, earthquakes, floods, forest fires. Technological: man-related hazards such as nuclear power plant accidents, industrial plant explosions, aircraft crashes, dam breaks, mine cave-ins, pipeline explosions. Incident—An event that occurs involving or leading to an operational interruption, disruption, loss, emergency, or crisis. Incident Command Post (ICP)—Field location where the primary, tactical-level coordina- tion and management of emergency response resources is performed. Incident Command System—A management system utilizing facilities, equipment, person- nel, and procedures as a common organization for the purpose of emergency incident manage- ment. Tactical priorities are: life safety, property conservation, and the environment. Incident Commander (IC)—The individual responsible for all incident activities and is the overall authority for incident operations. The incident commander is responsible for the man- agement of resources as well as strategic and tactical directives. Incident Management—One or more processes that enable an organization to prepare, man- age, and effectively respond to emergency and risk situations. Incident Response Team—Organization that is prepared and structured to react and respond to an emergency incident. The jurisdiction of a team may be predicated by the functional disci- pline of a higher level organization. Infrastructure for Spatial Information in the European Community (INSPIRE)—A direc- tive of the European Parliament in 2007 to ensure that the spatial data infrastructures of the member states are compatible.

100 Guidebook on Integrating GIS in Emergency Management at Airports International Standards Organization (ISO)—A nongovernmental network of the national standards institutes of 162 countries, and the largest developer and publisher of international standards. Maturity Level—Relates to the degree of complexity and the level to which a GIS is estab- lished in its business environment. A mature GIS includes many data layers and classes, multiple users, established procedures for data management, and a high degree of data accuracy. Mitigation—Sustained actions taken to reduce or eliminate long-term risk to people and property from natural or man-made hazards and their effects. Mutual Aid Partner—Assistance that is dispatched, upon request, by the first arriving inci- dent commander at the scene. Mutual aid should be defined by a contractual agreement between the airport and local government agency. National Incident Management System (NIMS)—A structured framework used nationwide for both governmental and nongovernmental agencies that provides a standardized approach to emergency preparedness and incident management and response. NIMS provides a uniform approach for multijurisdiction resources to work effectively and efficiently together. National Response Framework (NRF)—Provides structure for national-level policy for inci- dent management. National Transportation Safety Board (NTSB)—Federal agency promoting transportation safety. Responsible for the investigation of transportation accidents and determination of prob- able cause. Preparedness—Established guidelines, protocols, standards, training and exercises, resource qualification and certification, and publications to sustain and improve operational capability to prevent, respond, and recover from emergency incidents. Recovery—Long-term activities required to return all airport operations to a normal state after incident or emergency response has contained an incident. Remote Sensing—Ability to obtain information about an object using non-contact methods (sensing technologies). Resources—Personnel, equipment, supplies, or facilities utilized for the purpose of emer- gency operations. Response—The first and immediate actions taken to contain, reduce, or prevent further impact of an incident on the public and environment. Risk Mapping—A technique to chart the severity and frequency of an occurrence or the prob- ability of a situation. Risk Mitigation—Measures taken to minimize the probability or occurrence of an unwanted situation or consequence. Spatial Data Infrastructure (SDI)—A framework and agreement on technology standards for geospatial information. Spatial Data Standards for Facilities, Infrastructure, and Environment (SDSFIE)—An enterprise standard recognized across the Department of Defense. Spatial Data—Data that represents geographic locations, features, and boundaries (also used as the term geospatial data).

101 In conjunction with Exhibit 3-4 (discussed in Chapter 3 of Part II and provided in full in Appen- dix F), this appendix provides the detailed discussions for each GIS application area. Each discus- sion first provides a description of the application area and how GIS is generally used, followed by detailed descriptions of the benefits/opportunities of using GIS in that area. Discussions have been developed based on published literature research as well as extensive interviews and case studies. Assets This application area is mostly addressed by airports when considering using GIS. Many air- ports have most of their assets mapped in a GIS. Only some, however, are utilizing GIS and its multiple layers of diverse data for emergency management and related activities. Asset-related GIS efforts span all four emergency management phases. A crucial element in making this appli- cation area a reliable source of successful emergency management operations lies in the maps’ data accuracy; only then will these maps have a positive effect on the success of emergency response, recovery, planning, and preparedness activities. A myriad of airport-specific assets are often mapped in various GIS layers and include run- ways; planes and gates; terminals and buildings; roads and parking, power stations and utility lines (electric, water, gas); storage facilities (including fuel); equipment; fire suppression and alarm system components; IT infrastructure, location of on-site EM services, and others, such as lease space/tenant information. Benefits/Opportunities of Using GIS in Asset Mapping In preparation for possible fire and/or aircraft accidents, for example, a properly developed and designed GIS can be used to generate maps that show, in layers, locations of fire stations, fire hydrants, fire suppression systems, and staging areas on top of an overall airport layout. This can assist response units, especially those not familiar with the airport, in wayfinding for crucial assets necessary to respond to an accident efficiently and effectively. In dealing with an aircraft accident, it is very beneficial for first responders to have access to detailed aircraft GIS maps and descriptions that show footprints, exits, fuel tank locations, emergency equipment locations, how many “souls on board,” etc. A major U.S. airport, for example, undertook the following GIS efforts, which provided sub- stantial benefit for the operations department and their emergency management efforts: • Aerial photography and digital orthophotos of areas surrounding the airport operations area, • Above-ground features and underground utility data, A P P E N D I X B GIS-EM Integration at Airports: Benefits, Opportunities, and Best Practices

102 Guidebook on Integrating GIS in Emergency Management at Airports • A geodatabase design with 300 feature classes—from smoke detectors and passenger assis- tance monitors to noise contours and 3D roof prints, and • An interior floor plan data and attribution for buildings in and around the airport, collected via floor plan surveys and CAD drawing conversions. As part of this GIS effort, the airport’s GIS group has developed the GIS MapPort Tool, a web-enabled mapping tool designed for desktop users that supports field operations. GIS data available for MapPort include the airport property and some extension beyond the property boundaries where there are some facilities associated with the airport such as the rental car location and a nearby small regional airport. The map manager function of this tool, for exam- ple, provides various map and data layers grouped by tabs (or buttons) per airport division/ department. Available map services are selectable under each group button. Some of the 300+ data layers include the following: • Utilities showing the common paths of the various utility features color-coded for identifica- tion (utilities, environmental, parking, noise, HVAC, plumbing, life safety, interior, baggage) and sub-layers for each one, by division. • The Building Navigator is considered “2½ dimensional” since it contains the data level layers (Mezzanine, Level 2, Level 3, etc.) presenting the assets that reside on each level within each terminal and parking structure. The GIS group also created new emergency/evacuation maps for the Operations Department. These maps showed exits, assembly areas, and “you are here” orientations, among other features. This was possible due to very accurate interior building data. These maps are helpful during training of emergency personnel and actual events. A major U.S. port authority, for example, developed the PortGIS application, which is avail- able to all port users. There are approximately 80 service maps available, grouped by like ser- vices such as properties, transportation, utilities, natural resources, and environmental, among others, as shown in Exhibit B-1. Service information, or high-level metadata, is provided for the selected service map describing the title of the data layer, brief descriptions, and available data layers. Various tools are available on top of the opening screen for navigation, annotation, find, and sketch and measure actions. Typical zoom-in, zoom-out, grab-and-move tools are available as well. An “identify” tool presents information on selected assets, which may include a technical reference center (TRC) identification number that is hyperlinked to the TRC viewer panel for the object, as shown in Exhibit B-2. In general, as an extension of the capability of asset identification, the integration of GIS with BIM systems can be of great benefit and increase the quality of emergency management operations. Three-dimensional functionality can become very useful during the Response Phase, as floor plans and asset locations go beyond a flat map. This provides benefit for possible actions resulting from a hostage or bomb threat situation in a terminal. Mapping and identifying utility lines spreading over multiple floors is also a beneficial feature realized by 3-D mapping of assets, especially vulnerable ones. Asset identification efforts can benefit from another BIM tool offering 360∞ picture and video capture of interior spaces. Assets locations are mapped with descriptive text. This functional- ity provides emergency management responders with highly accurate data of terminal spaces, including exact layout and look of individual rooms. This also becomes very useful when devel- oping evacuation routes. Using GIS information as attribute data for asset identification and location has also led to a successful integration of GIS with work order functionality.

GIS-EM Integration at Airports: Benefits, Opportunities, and Best Practices 103 FieldPort, for example, is a work order application supporting the FAA Part 139 inspec- tion process. Facilities Services Operations at a major airport provides work order informa- tion, whether maintenance or repair, to the air field staff including the GPS coordinates of the associated asset. The work order is tracked from cradle to grave including the current location of maintenance trucks. Airside operations are the biggest user of this application for airside maintenance. Maintenance efforts of valuable airport assets, especially the proper functioning of emergency-management-related assets, are crucial. If an airport needs to respond quickly in case of an emergency, seconds might make a difference. Rebuilding and restoration efforts, primarily during the Recovery Phase, have been improved because of GIS applications. GIS data has assisted in making airports operational again by track- ing and displaying long-term recovery activities related to damaged assets to be removed (from runways and taxiways, for example); repaired (e.g., building/terminal damage); or replaced (such as viable equipment, including computers). Overall recovery actions management can be improved as recovery/rebuilding priorities, such as the sequence of clean-up of spills, mark- ing of evidence locations, and identifying soil leakage, can be established utilizing GIS. Even in the area of finances, GIS applications have benefitted the recoding, allocating, and tracking of financial and accounting information (such as FAA or FEMA funds as well as other rebuild- ing grants, funds, government assessment programs, etc.) associated with various asset-related recovery efforts. Source: Port of Portland Exhibit B-1. Service overview map with service information in Port of Portland’s PortGIS.

104 Guidebook on Integrating GIS in Emergency Management at Airports Resource Management This application area deals with various aspects of managing different types of resources, including response vehicles/units, personnel, unit groups, inventories, supplies, etc. GIS has been very beneficial in this regard, as it assists emergency management leaders in identifying, locating, displaying, tracking, coordinating, allocating, and optimizing these resources efficiently and effectively. For example, using a practical layout of the airport and its buildings, an EOC can identify where the needed resources are and how best to use them. The integration of CAD, MDTs, E911, GPS, and AVI/AVL systems with GIS has resulted in various GIS-based applications and functionalities useful to emergency management operations of resources at airports. These applications and functionalities are primarily utilized during the Response Phase, yet have proven beneficial during preparedness and recovery activities as well. Benefits/Opportunities of Using GIS in Resource Management GIS has been successfully used in determining the emergency response units needed for specific events. This type of response unit management functionality is best utilized during the Prepared- ness Phase, as it will provide the benefit of saving time to respond to an incident. This predetermi- nation can be improved, if historic incident analysis (discussed later in this appendix) is integrated Source: Port of Portland Exhibit B-2. Asset identification with technical reference center link in Port of Portland’s PortGIS.

GIS-EM Integration at Airports: Benefits, Opportunities, and Best Practices 105 to determine the optimal equipping and stationing of response unit vehicles based on specific event types. Airport emergency response units stationed on-site, for example, will need to be equipped to handle airport-specific incidents if utilized in that capacity only. However, if airport-stationed units are also considered for off-site events, additional equipment might be necessary. This type of information can also streamline the management of resource inventories, espe- cially if an airport is part of a port authority and/or is sharing emergency management respon- sibility city-, county-, or state-wide. During recovery, this functionality is highly beneficial as the coordination of supplies logistics, including allocating resources (such as housing, food, clothing, medications) to persons in need, can be improved. Response unit management efforts can also greatly benefit from GIS applications that enable emergency management leaders to coordinate the efforts of emergency response units/groups engaged during an event. This also includes the displaying and coordinating of multiple units in case of simultaneous events in different locations. An aircraft crash could have multiple location points, with differing response needs. GIS-based resource management efforts can also assist emergency leaders in perform- ing evacuation analyses during an event, providing additional immediate benefit during the Response Phase. The mapping of various response units is usually accomplished by utilizing a GIS-based AVI/AVL tracking system. It is possible to visually display the exact location, type of response vehicle, vehicle status, and movement providing valuable benefit for emergency commanders. The automatic dispatching of resources has been successfully accomplished utilizing an inte- grated CAD/E-911/GPS system integrated with GIS functionality. Often, cities or counties use such an approach, because multiple jurisdictions can be part of the system, and airport terri- tory, especially that owned by a municipality, is included in the geographic coverage area of the system. The GPS component of such an integrated system allows the locating and tracking of mobile devices, including MDTs, tablets, Smartphones, etc. For example, the MARVLIS GIS system utilized by a countywide emergency medical services (EMS) entity contains various data collection functionalities that provide EMS supervision with several informational perspectives for improving decision making as follows: • Actual EMS vehicle speeds during emergency and non-emergency travel times are available, which provides on-going data accumulation to present traffic pattern information. • Active and recent incidents present hot-spot demand areas indicated on maps in color-coded patterns with vehicle locations and vehicle statuses. A “demand coverage” dashboard graphic, as shown in Exhibit B-3, indicates the current calculated capacity of vehicle coverage. The graphic also uses a green, yellow, red color scheme to aid quick recognition of potentially inadequate coverage capacity. • Supervisors have the ability to apply a temporary barrier on the street map to indicate travel restrictions for the dispatcher and EMS vehicles. This information may come from event plan- ning, field observation, or incident traffic control. Another example of an integrated CAD/GIS system for a city-/county-wide 911 communica- tion center includes the following elements. When a call is initially routed to the communica- tion center, a call taker obtains and enters into the CAD system pertinent information, such as incident location (address), type of emergency, information source, etc. The address is then immediately verified by the system, as shown in Exhibit B-4. This input information is immediately processed using GIS data to determine the best vehicle assignment based on availability, location, vehicle equipment, and other variables, as shown in Exhibit B-5.

106 Guidebook on Integrating GIS in Emergency Management at Airports Due to the many variations of these and other conditions, and the vast coverage area includ- ing multiple municipalities, the CAD system performs all the complex rule-based calculations. Although a map with vehicle location is available for viewing, there is no human decision made based on that map information. Once the CAD system has processed the incident information, a dispatcher is notified of the vehicle assignment via information on the CAD display at the dispatcher station. The dis- patcher acknowledges the assignment on the CAD system. This acknowledgement then aligns control of the incident to a radio controller, who takes over the assignment throughout the remainder of the incident. Dispatch supervisors have the CAD information and GIS maps displaying automated vehicle locations (AVL) for all incidents in progress. The GIS displays provide information to the super- visors for an overall perspective (common operating picture), such as vehicle locations, as shown in Exhibit B-6. Source: County of Lexington, South Carolina, Emergency Medical Services Exhibit B-3. Hot-spot and demand coverage map in Lexington County’s EMS MARVLIS system.

GIS-EM Integration at Airports: Benefits, Opportunities, and Best Practices 107 Source: City of Phoenix, Fire Department Exhibit B-4. Caller location/address verification in “911 Maricopa,” a City of Phoenix Fire Department CAD/GIS system. Source: City of Phoenix, Fire Department Exhibit B-5. First alarm map with vehicle locations in “911 Maricopa,” a City of Phoenix Fire Department CAD/GIS system.

108 Guidebook on Integrating GIS in Emergency Management at Airports A separate, non-CAD, GIS application is available as a back-up for call takers should the CAD system ever be unavailable. The GIS application can determine the incident location and present the vehicles that are available to respond. Training/Emergency Plans A very effective utilization of GIS in emergency management has been the application of geospatial data in the area of training emergency management personnel. Naturally, this applica- tion area is focusing on the Preparedness Phase, yet can come into play during recovery as well. The nature of GIS lends itself to effective training/simulation activities, otherwise not possible. Training is also addressed in the development of emergency management plans. Benefits/Opportunities of Using GIS in Training/Emergency Plans Airports have utilized GIS to create highly detailed map-based emergency plans for specific possible emergency incidences, detailing exactly who needs what, when, and where. This infor- mation is vital during an incident, but also establishes a foundation upon which these specific emergency response strategies can be exercised to prepare emergency management personnel for actual incidents. Most often, such GIS-based training at airports takes the form of simulation exercises, what-if scenarios, and cross-training, including the following: • Resource simulations to determine resources needed based on the type and location of incident. • Evacuation simulations to determine the evacuation points, resources needed at each point for expected numbers of evacuees, and best evacuation routes. Source: City of Phoenix, Fire Department Exhibit B-6. Emergency vehicle locations in “911 Maricopa,” a City of Phoenix Fire Department CAD/GIS system.

GIS-EM Integration at Airports: Benefits, Opportunities, and Best Practices 109 • Collaboration simulations to practice the coordinated efforts of various on-site and off-site emergency management entities (airport, city, county, state) for a specific event on, or near to, an airport. • Cross-training activities to train preparedness personnel for response actions and first responders for preparedness and recovery activities. The various types of GIS-based simulation exercises can be made more effective if the GIS data utilized for it stems from historical incident analysis resident within the GIS itself. In addition to these simulation-based training exercises, a major U.S. airport, for example, has developed QuizPort, a specific GIS-based application for the purposes of training emer- gency preparedness employees in regard to airport property and airport locations. The trainee advances through a series of questions requiring the subject to identify the location of a building, object, or area on a map. The application measures a trainee’s ability to identify airport facility locations. Ultimately, all airport employees can be trained on QuizPort, which would improve overall response effectiveness and efficiency of non-emergency personnel and can contribute to a better overall response to an incident. This airport is planning to develop a similar tool for training emergency response personnel. Future training efforts are affected by GIS applications utilized during the Recovery Phase. As an incident is being analyzed and investigated, information is being gathered that will impact future emergency plan development so existing plans will be revised and improved accordingly. Communication This area of GIS application is dealing with the use of GIS maps as a communications tool. Integrating GIS data and wireless technology allows airport emergency personnel to effectively communicate emergency-related event information as well as public notifications. In addition, it addresses how GIS mapping functionality integrated with an airport-wide security system assists communication during an event. Benefits/Opportunities of Using GIS in Communication The utilization of geospatial data in producing public notifications is very beneficial at air- ports, since traveling passengers often are not familiar with the airport and the local territory surrounding the airport. If an emergency incident requiring evacuation of certain geographic areas and possible road closures to and from the airport takes place on or close to the airport, GIS can assist in producing targeted public messages based on address geocoding functionality. People living in certain areas that are affected by the incident can automatically be notified via this GIS function. In addition, if an incident is expected to occur, such as an approaching hurricane, early warning systems can be integrated with a GIS-based notification system to send warning and guidance notifications to people in affected areas. An airport would then be able to inform its travelers and passengers via their internal messaging system. During the Recovery Phase, the notifications would take the form of public guidance and education. For example, GIS can assist an airport in directing stranded passengers to hotels/motels with vacancies. In a case of injuries, GIS functionality can support emergency response personnel to link with nearby hospitals and other medical facilities and determine proper placement of injured passengers. This application area is also where utilization of wireless transmittal of GIS data is of primary importance. GIS maps can be sent electronically between wireless devices. This can improve the ability to respond quickly and effectively during an emergency incident.

110 Guidebook on Integrating GIS in Emergency Management at Airports A major U.S. airport project, for example, designed and installed an advanced physical airport security system for both interior and exterior facilities. A new central communications and dispatch center was developed to be the center of the new system. It houses all computer and communications equipment and monitors and controls various security elements of the system. System users can access various databases that are integrated with an intelligent map- ping feature that can provide quick response to, and clear communication during, emergency situations. Users can also manage a large number of deterrence and detection systems from a single console. Another major U.S. airport uses live spatial data, maps, aerial imagery, and situation planning on a tablet PC to take advantage of mobile computing power to give emergency responders and airport managers crucial information at the scene of an emergency event. The incident manage- ment software used provides mobile incident tracking, reporting, and administration utilizing voice, images, and freehand redlining features. A major West Coast port authority, including an airport, developed an EM GIS system solu- tion that provides the ability to capture and communicate the dynamic situational information particular to a specific emergency event. This solution comprises three basic elements: workstations, a “smart pen,” and special paper aerial maps. The smart-pen technology utilizes an infrared- enabled ballpoint pen that can read a special nano-dot watermark embedded into paper-based maps. Leveraging this technology, the airport’s GIS team developed a solution that allows first responders in the field the ability to mark up paper maps and wirelessly transmit the information to the emergency coordination center in near real time. These aerial maps, which are accurate to 3 inches per pixel, are printed out using a Post- script laser printer capable of printing the proprietary watermark needed to collect geospatial information. The paper maps are generated through a function in ArcMap using the ADAPX software that produces a watermark “pattern” on the map of proprietary nano dots. Each nano dot is encoded with coordinate information that is read by a pressure-sensitive infrared camera located at the tip of the digital pen. The port has produced an aerial photo map book that covers the entire jurisdiction of the Port of Seattle (both seaport and airport operations) as well as indoor floor plan maps that cover the airport and their other major facilities. Maps can be generated for exterior locations with aerial overlays or interiors with the features needed to represent the area. For the interiors, the port produces maps with engineering floor plans containing walls, doors, columns, and other basic features that could be used to give con- text to the location. Care is taken not to clutter the maps and make them inefficient to use. The stakeholders from the fire department continually stated that the application has to be simple enough for a fireman to use. The maps are combined in a bounded map book with each map laminated. The laminate allows for the following: • Clear visibility of the printed map, • Easy acceptance of ink marks from the ballpoint smart pen, • Protection of the paper to eliminate tearing and allow for reuse, • Abilty to be wiped clean for reuse, and • Waterproof for outdoor use. Available on each map page is a legend of icons, as shown in Exhibit B-7. Icons can be selected and placed on the map during the data collection process. The digital smart pen, ADAPX, while containing a typical ballpoint tip with ink reservoir, also includes an infrared camera that is capable of collecting and storing the geospatially accurate nano dots when writing on the paper map. The ink pattern on the map is recorded by the pen

GIS-EM Integration at Airports: Benefits, Opportunities, and Best Practices 111 and transmitted via wireless and cellular technology by touching a special tag on the phone or by returning the digital pen to its USB charging cradle. The GIS workstation located in the ECC is running ESRI ArcMap and also includes typical business applications, particularly email. An in-house-developed toolbar provides the following functions: • Radius Tool – This function can be used to show a concentric circle at a specific distance from a center point. For example, if the incident commander locates a suspicious package, the ECC may evacuate all people with an 800-foot range. The ECC would use the radius tool to show the actual area impacted by an 800-foot evacuation and identify all areas in the facility that need to be cleared. The resulting radius map is then transmitted back to the incident com- mander in the field for appropriate action. • Archive Tool – Developed to collect all maps broadcast during an event as well as the original digital ink sent from the field. This data is stored to a secondary storage device in the appro- priate directory structure and the ArcMap GIS session is reset to its original baseline ready for the next event. This is only used when all phases of the emergency are completed and the final record of the emergency is produced. • Publish and Send – Produces both JPEG and PDF versions of the map, attaches it to an emer- gency management email template, and prefills the intended recipients based on a preconfig- ured distribution list. • Update Features Tool – Allows the ECC to set the status of a building or other map feature (e.g., evacuate, security breach, cleared, closed, etc.) with just the click of a mouse. Exhibit B-8 shows a screenshot of the various toolbar functions developed for ESRI ArcMap. The circled functions were developed by the port and the row of buttons at the bottom is associ- ated with importing the digital ink from the pens. Another major U.S. airport, for example, utilizes the Emergency Notification System (ENS)—a simple notification system providing communication distribution through email, mobile phones, and home phones—based on predetermined group lists, such as EOC members, landside/airside worker information, and aircraft alerts. Source: Port of Seattle Exhibit B-7. Map icons for EM GIS at Port of Seattle. Source: Port of Seattle Exhibit B-8. Customized toolbar with EM GIS functions in Port of Seattle EM GIS.

112 Guidebook on Integrating GIS in Emergency Management at Airports Historic Incident Analysis A properly integrated CAD/GIS system can provide the capability to investigate histori- cal incident information to perform post-incident or aggregate incident analysis. In such a system, GIS data is the key provider of information to the dispatch system for applica- tion processing (incident information, vehicle status, logic rules, etc.) to provide a system- generated decision during emergency response. To ensure historic analysis functionality, such a system is storing various CAD and GIS data from actual incidences. Data include nature codes, incident addresses, available vehicle locations, vehicle assignments, vehicle equipment, vehicle routes, vehicle speed, response times, and other variables. The use of accurate GIS data is therefore a critical component of such a system because it ensures reli- able analysis results. Benefits/Opportunities of Using GIS in Historic Incident Analysis Since GIS data is the key provider of information and a critical component of such an inte- grated system, interactive GIS maps displaying historic incident and vehicle/unit-related infor- mation are especially useful for historical analysis purposes. This perspective gives airports a consideration for the use of GIS data beyond just mapping purposes. The benefit of utilizing GIS lies in the system’s capability to perform various historic analyses, which include, but are not limited to the following: • Incident history that covers – Analysis of vehicle/unit assignment and selection, includes the capability to show location and status of all units at any time to determine area coverage, as shown in Exhibit B-9; – Analysis of vehicle/unit performance and efficiency, including response times based on vehicle speed; and – Replay functionality of incidents. • Analysis of resource allocation to determine if units are properly equipped and/or stationed based on type and location of incidences. • Resource capacity analysis to determine need for new vehicles based on quantifiable data. This area of GIS application provides more benefits to large airports, or airports that are part of an authority, own their own fleet of emergency vehicles, and are therefore in charge of man- aging these resources. Such airports could greatly benefit from specific applications including vehicle perfor- mance analysis, especially when evaluating response times. This functionality, in conjunction with a replay feature viewable on a GIS map, can be especially beneficial for example in deter- mining vehicle efficiency and routing impacts to, and from, an incident on the airfield. The capability to replay an actual event, viewable on a GIS map, can also provide great benefits in regard to public relations efforts. Since airports are campus-style entities confined to certain boundaries, properly informing and directing the public becomes crucial as passengers move about the airport proper. Being visually able to analyze vehicle movement allows emergency operations personnel to prepare better emergency plans and improve the effectiveness of training efforts by developing more realistic simulations and “what if scenarios.” Post-inci- dent planning for investigation purposes is also improved considerably when utilizing such GIS functionality. The replay feature can also provide other benefits including investigating and responding to public complaints on unit driving. It has also shown beneficial in working in collabora- tion with various healthcare providers in regard to coverage strategies, and in investigating performance/compliance of vehicle travel during emergency and non-emergency time periods.

GIS-EM Integration at Airports: Benefits, Opportunities, and Best Practices 113 This could become especially relevant when an airport’s emergency vehicles are dispatched outside airport territory. In addition, when it becomes necessary to review vehicle/unit allocation and utilization, the system’s historical analysis capabilities can assist in providing quantifiable data demonstrat- ing where demand and capacity are mismatched. This can help airport leadership in forming strategies to improve the efficient use of existing assets as well as to assist in deciding whether to expand capacity with additional resources, such as another response vehicle. GIS, through the use of these capabilities, can support an airport’s efforts in resource maximization and cost allocation by enabling leadership to confidently present information indicating trends and needs concerning capital resource investments. This can become especially useful if the airport is part of a port authority or its resources (vehicles) belong to a municipality as part of a larger fleet. There are various additional aspects and benefits in utilizing these capabilities. For example, vehicle/unit allocation and utilization analysis can be very helpful in assessing efficient use of existing assets in a multiple-jurisdiction situation, where more than one municipality is utilizing such an integrated CAD/GIS system. Airports could join such a multi-jurisdiction system and benefit from a collaborative effort. These capabilities can also be used to determine cost alloca- tion issues, considering that multiple jurisdictions might be sharing resources and their owned resources are operating within each other’s territories. This analysis can, for example, assist in Source: City of Phoenix, Fire Department Exhibit B-9. Incident history in City of Phoenix Fire Department GIS.

114 Guidebook on Integrating GIS in Emergency Management at Airports budget development to identify who should be paying for additional resources. It is also benefi- cial in resource efficiency management where costs are assessed in a unified manner, considering the entire territory covered by all jurisdictions and their respective resources being utilized. Hazards and Risk/Vulnerability Assessment This application area is addressed during all four phases of the emergency management cycle, with an emphasis on the Mitigation/Planning Phase. Airports have used GIS in this application area for identifying potential emergency situations through natural hazard identification and monitoring. Various modeling and analyses functions are being performed to be better informed in case a natural disaster occurs. GIS data utilized include natural hazards on or around airport territory as well as climate-related data affecting the airport and its operations. GIS has also been applied for analytical modeling purposes to set plans in motion to either reduce the effects of a hazard or the vulnerability to that hazard. This is usually done as part of mitigation activities directly contributing to planning efforts. Benefits/Opportunities of Using GIS in Hazards and Risk Vulnerability Assessment Airports have utilized GIS to model various disaster scenarios based on the type of incident and how airport assets are affected by such disasters. This functionality relies on airport assets identified in multiple GIS layers, as discussed earlier. In case of HazMat-related incidences, GIS, as in the case of the CAMEO System, can be used during the Response Phase to project plume dispersion of airborne toxins. The system takes into consideration wind speed and direction, type of material and its weight, area topography, and other variables to assist in generating evacuation routes. GIS shows HazMat storage locations that need protection in case of an accident. An aircraft accident becomes automatically a HazMat incident since, for example, it includes the potential for fuel spills and the existence of oxygen cylinders on board the plane. A major U.S. airport has performed drainage network modeling analyses in case of an aircraft fuel spill or soil contami- nation incident, as well as water network analyses to model valve shut-off zone performance in case of a flood. Application of GIS functionality in this capacity has provided powerful analytic capabilities for understanding security-related vulnerability in existing airport facilities, as well as in pin- pointing trends in incidents and past security breaches. Tying incident log information directly to the exact location in the airport’s facility maps can help in planning for improvements in security equipment, procedures, and regulations. Airports are considered to be likely targets of crime-related activities, including bomb explo- sions, which can provide a highly dangerous situation as hazardous assets might be affected by a bomb blast that causes a new emergency situation. To that extent, a special bomb squad unit of a police department that is assigned to cover incidents at a major U.S. airport utilizes a bomb blast radius tool. Although this application is not GIS-based in itself, it is being used in conjunc- tion with GIS-based maps. This tool estimates general blast radius calculations in tabular form, which then can be entered into a GIS to map out a simple representation of a circumference area from a location point. For example, a 300-foot radius from a point in a terminal building could represent a general area of evacuation, but would not produce an accurate explosion area

GIS-EM Integration at Airports: Benefits, Opportunities, and Best Practices 115 impact. This type of data is nevertheless very helpful in estimating potential impacts of such a hazard to airport facilities, personnel, and passengers. Identifying and monitoring hazards, as well as assessing related risks and vulnerabilities using GIS, can become useful in determining how maintenance and janitorial issues and problems can potentially affect safety- and security-related efforts. Mapping these problems, for example, can assist airport landside operations in developing better emergency management plans. Based on proper identification and real-time data monitoring of natural hazards and climate- related conditions, GIS-based early warning systems can assist airport emergency management operations in improving situational awareness and being better prepared for possible incidents. In addition, a major U.S. airport prone to heavy snowstorms has utilized GIS to determine where to move the plowed snow on the airport property. The area to hold the snow needs to be large enough and can not be used by other airport operations. The piled snow should also not restrict any necessary views from adjacent buildings to other crucial parts of the airport, and should not interfere with flowing traffic of any kind. The airport’s GIS successfully assisted in determining a suitable place. This has led to improved recovery actions by increasing the effi- ciency of removing snow without causing other airport operations to be negatively affected by the clean up. Performing research using historical GIS data can assist in understanding the underlying causes and effects of man-made disasters (epidemics, social unrest, war, terrorism, toxic spills, explosions, arson, etc.) as well as internal disturbances (demonstrations, riots, prison breaks, violent strikes, etc.). Airports need to be aware of these trends and be properly prepared. Even during the Response Phase, GIS can be of great benefit for this application area. For example, GIS can be used to run environmental site analyses of an incident site and surround- ings before response units arrive at the scene. In case of a natural disaster, GIS using environ- mental parameters is capable of running short-term predictive hazard modeling routines during an event, thereby assisting and improving incident response efforts.

116 Case Study Reports The case study reports are not provided herein but are available on the associated CD-ROM, CRP-CD-139. CRP-CD-139 is enclosed with printed reports and is available for download as an ISO image from the TRB website by searching for ACRP Report 88. A p p e n d i x C

117 Exhibit 3-3 Specific GIS Functions by Application Area A P P E N D I X D EM Phase Application Area Examples of Specific Functions M iti ga tio n / P la nn in g Natural Hazard Identification & Assessment Identifying possible hazards (earthquake faults, fire hazard areas, flood zones, shoreline exposure, etc.) Presenting climate, weather, atmospheric, seismic, topographical, geological, and other related data Monitoring changing conditions that can cause natural disasters (such as earthquakes, volcanoes, landslides, wildfires, floods, tornadoes, hurricanes, tsunamis, avalanches, freezes, blizzards/snowstorms, etc.) Asset Identification & Assessment Showing location, size, distance, value, condition, and significance of various assets; human population demographics; transportation infrastructure; utility infrastructure; communication infrastructure; emergency management infrastructure; hospitals; fire & police stations; pharmacies; hotels; HazMat identification, storage, inventory, and transport; nuclear power plants; military bases, etc. Risk Vulnerability, & Probability Assessment & Mapping Disaster modeling of the possible effects of a natural or man-made disaster (including human casualties, building damage, infrastructure damage or loss, effect on natural environment, determining possible evacuation routes, etc.) on an asset at risk Modeling which assets are at risk, are vulnerable, during an emergency event, and therefore need some kind of protection Historic Incident Analysis Storing various CAD and GIS data from actual incidences—data include nature codes, incident addresses, available vehicle locations, vehicle assignments, vehicle equipment, vehicle routes, vehicle speed, response times, and other variables Research & Development Using historical data to assist in understanding the underlying causes and effects of man-made (human-caused) disasters (epidemics, social unrest, war, terrorism, toxic spills, explosions, arson, etc.) as well as internal disturbances (demonstrations, riots, prison breaks, violent strikes, etc.) Building Codes/ Ordinances/ Regulations GIS can be used to determine needed regulations to improve safety Pr ep ar ed ne ss Early Warning Displaying real-time data monitoring for emergency early warning Resource Inventories Gathering resource inventories Training Training emergency personnel (e.g., simulation exercises) Response Unit Management (Preparedness) Determining emergency response units needed for specific events Emergency Plan Development Creating detailed map-based emergency plans for specific possible emergency incidences, detailing who needs what, when, and where. Evacuation Simulation Creating resource simulations to determine evacuation points and resources needed at each point for expected numbers of evacuees Post-Incident Planning Creating a post-incident planning tool for investigation purposes

118 Guidebook on Integrating GIS in Emergency Management at Airports EM Phase Application Area Examples of Specific Functions R es po ns e CAD/E911 Locating, selecting, and dispatching response units via integrated CAD and E-911 systems Mobile/GPS Locating and dispatching mobile units via integrated GPS system Response Unit Management (Response) Coordinating the efforts of emergency response units/groups Displaying and coordinating multiple response units in case of simultaneous instances in different locations Environmental Site Analysis Identifying relevant information of the incidence site and surroundings before response units arrive at the scene Short-Term Predictive Hazard Modeling Using environmental parameters and data to conduct hazard modeling for short-term prediction Evacuation Route Analysis Determining who needs to be evacuated and the best evacuation routes (uses real-time traffic data including road closures, etc.) Vehicle/Asset Identification & Tracking (AVL/AVI) Tracking of vehicles engaged in response efforts via integrated AVL/AVI systems Resource/Supply /Assistance Assisting the supply of necessary resources Public Notification Assistance Producing notifications to the public Communication with GIS Maps Pushing of real-time annotated maps during an event Situational Awareness Using GIS data to be aware and know what is going on at any given time Technical Decisions Decisions requiring some form of action to support fire department ground tactical priorities (1. rescue, 2. fire control, 3. property conservation, 4. environmental); decisions may change due to hazardous conditions Asset Damage Assessment Performing assessment and evaluations of damaged assets Recovery Actions Management Establishing priorities of recovery actions Supply Logistics Management Coordinating supplies logistics, including allocating resources (housing, food, clothing) to persons affected by an event Public Guidance/ Producing material for informing, guiding, and educating the public Education Rebuilding/ Restoration Activities Tracking and displaying long-term recovery activities (rebuilding or restoration of destroyed or damaged assets) Financial/ Accounting Management Recording, allocating, and tracking financial and accounting information (rebuilding grants, funds, government assistance programs, etc.) associated with various recovery activities Post-Incident Investigation Depending on the incident, may be a quick debriefing to a full NTSB investigation; GIS allows mapping locations of evidence, vehicles, and tactical operations (a plane crash or fire should be considered a crime scene until proven otherwise) R ec ov er y

119 Data Sharing Process A P P E N D I X E

121 Internal Data Sharing A P P E N D I X F

123 A P P E N D I X G GIS Data Update

125 A P P E N D I X H GIS Data Maintenance Process – Data Import

127 A P P E N D I X I Q: How does GIS impact emergency management policies and procedures? Answer: EM policies and procedures will vary from operation to operation. As such, each operational set of policies and procedures would require an analysis to determine the potential impact from the use of GIS technology. Emergency management functionality using a GIS application could impact existing EM poli- cies where a manual step or task has been replaced by an automated function or application, or by the use of a technological device (mobile device, website, etc.). In addition, training proce- dures would need to be reviewed and modified to insure that all of the potential benefits of the GIS system are utilized. For example, a new GIS function is introduced to enable digital drawings via a digital pen to be made on a printed map and transmitted to an Emergency Operating Center. The decision is made to enable the incident commander and some of the responders to use this technology. Since the incident commander or his liaison is responsible for the communication to the EOC, there was no change in the communication policy or even the procedure. The communication task itself requires a change in the method of communication only from mobile phone to digital mapping function. Q: What are the technologies that enable the use of GIS in emergency management? Answer: Advancements in technology, including both hardware and software, continue to evolve and improve. New operating systems on mobile devices enable new applications to be produced. Communication advances in bandwidth enable advanced information sharing and streaming capabilities. Data transformation software enables a greater opportunity to share data through easier data formatting capability. Some of the technologies to investigate include • Interactive mapping software; • GIS mapping capability on mobile devices (smartphones, tablets, etc.); • Web-based communications; • High-definition scanners; • Data transformation software; • Ground surveillance radar; • Photography integration, including light detection and ranging (LIDAR); • Communication and reporting through business intelligence software; and • Transponders (low/high/ultrahigh frequencies) in use with automated vehicle identification and location. Frequently Asked Questions

128 Guidebook on Integrating GIS in Emergency Management at Airports Q: What is the impact of standards on GIS and emergency management? Answer: Data standards are needed to ensure reliability and effectiveness of the data used in GIS-EM integration. Using data standards results in improved data quality and confidence, efficiency of data collection, and enables successful integration with multiple data sources. Defined procedures for updating and usage of the data allow for successful planning of specific GIS-EM integrations. For a more detailed discussion of the importance of data standards in GIS- EM integration, see Chapter 5 of the Guidebook. Q: How do I answer the question, “How much does a GIS cost to implement”? Answer: A GIS implementation can range from a few hundred thousand to several million dollars. The variance in cost is based on two primary factors: the desired scope and the extent of resources already in place. Deriving an accurate cost estimate requires the performance of a needs assessment. Factors contributing to the cost include hardware and software; staff for oversight, management, and implementation; consulting services for planning and design; con- tracted implementation services for project management, data creation, installation, testing, and training; and telecommunication services. In addition to implementation costs, the recurring costs must be quantified and understood. A lack of commitment to properly funding the operations and maintenance of a GIS program can result in a slow degradation in its quality and value over time. Recurring costs that must be planned for include the refreshing of servers, workstations, and network hardware; software licenses; support and maintenance of both hardware and software; telecommunication connec- tions; and staffing. To prevent the system from becoming increasingly irrelevant as each year passes, adequate personnel must be assigned to maintain the integrity of the system’s data as changes occur and new data points are added. Q: Where can I find more information about GIS and emergency management? Answer: Information about GIS and its use in emergency management operations is widely avail- able. Books, studies, articles, conference presentations are easily searchable in library catalogues and via many online search engines and directories. In addition, there exist many government (federal, state, and local) entity websites, research consortia, technology developers, emergency manage- ment providers, organizations, foundations, guides, blogs, encyclopedia, etc., that deal with this and related topics. Q: How does the FAA Airports GIS (AGIS) Program relate to GIS-EM integration at airports? Answer: The FAA Airports GIS Program is designed to create standardized GIS data for air- ports to be used in various FAA programs and initiatives. The data created can form the founda- tion of various GIS programs at airports including integration with emergency management. The AGIS data will not be the only source of data for your airport’s GIS-EM integration since the layers created and maintained for the FAA requirements focus on safe and efficient arrival, taxiing, and departure of aircraft rather than airport operations.

Frequently Asked Questions 129 • Key Features: – Spatially accurate locations of runways, taxiways, and buildings; – Updated either continuously or as part of AIP/PFC funded construction and planning projects; and – Funded method to create base GIS data. • Limitations: – Not everything at an airport is included; – Underground utilities are not required; and – Limited attribute information tracked. • Conclusion – Excellent source for accurate base mapping of airports; – Can initiate or enhance GIS at an airport; – Airport should design its own data model and applications that utilize AGIS; and – Allows focus of resources on GIS-EM data and integrations. Q: Which airports have installed GIS–EM applications? Answer: Research revealed a broad diversity regarding the maturity level of GIS-EM integra- tion at airports. Efforts range from airports (generally small to medium hubs) having little or no integration at all to having high-tech tools used during the Response Phase, such as a smart pen to electronically mark up special maps to be automatically emailed via smartphones and/or tablets to a predetermined distribution list. Two of the airports that have achieved success and are continuing to advance their existing GIS-EM integration efforts include Phoenix Sky Harbor In- ternational Airport and Seattle-Tacoma International Airport. For detailed discussions of various implementations, consult Appendix B, GIS-EM Integration at Airports: Benefits, Opportunities, and Best Practices; the case study reports in Appendix C as well as Exhibit 3-3 in Appendix C; and Exhibit 3-4 in the Guidebook.

Abbreviations and acronyms used without definitions in TRB publications: A4A Airlines for America AAAE American Association of Airport Executives AASHO American Association of State Highway Officials AASHTO American Association of State Highway and Transportation Officials ACI–NA Airports Council International–North America ACRP Airport Cooperative Research Program ADA Americans with Disabilities Act APTA American Public Transportation Association ASCE American Society of Civil Engineers ASME American Society of Mechanical Engineers ASTM American Society for Testing and Materials ATA American Trucking Associations CTAA Community Transportation Association of America CTBSSP Commercial Truck and Bus Safety Synthesis Program DHS Department of Homeland Security DOE Department of Energy EPA Environmental Protection Agency FAA Federal Aviation Administration FHWA Federal Highway Administration FMCSA Federal Motor Carrier Safety Administration FRA Federal Railroad Administration FTA Federal Transit Administration HMCRP Hazardous Materials Cooperative Research Program IEEE Institute of Electrical and Electronics Engineers ISTEA Intermodal Surface Transportation Efficiency Act of 1991 ITE Institute of Transportation Engineers MAP-21 Moving Ahead for Progress in the 21st Century Act (2012) NASA National Aeronautics and Space Administration NASAO National Association of State Aviation Officials NCFRP National Cooperative Freight Research Program NCHRP National Cooperative Highway Research Program NHTSA National Highway Traffic Safety Administration NTSB National Transportation Safety Board PHMSA Pipeline and Hazardous Materials Safety Administration RITA Research and Innovative Technology Administration SAE Society of Automotive Engineers SAFETEA-LU Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (2005) TCRP Transit Cooperative Research Program TEA-21 Transportation Equity Act for the 21st Century (1998) TRB Transportation Research Board TSA Transportation Security Administration U.S.DOT United States Department of Transportation