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2 History Most airports are familiar with the National Incident Management System (NIMS) and the Incident Command System (ICS). It is commonly accepted that most airports try to incorpo- rate the use of these tools, plans, and practices for all types of response management under the NIMS/ICS umbrella. It is valuable for airports and their regional disaster response partners to share a coordinated preparedness platform and have the appropriate facility in which to accom- modate proper flow of operations and personnel. Stakeholder organizations such as airlines, Transportation Security Administration (TSA), Federal Aviation Administration (FAA), Customs and Border Patrol (CBP), Federal Bureau of Investigation (FBI) and other specialists typically are brought in to provide subject-matter expertise and assist the airport staff during an incident. Thus, the airport EOC must be designed to handle the anticipated number of personnel based on the size and impact of calculated risks and the likelihood of their occurrence. In the mid-1990s, the ICS structure started to make its way into the airport environment beyond just Aircraft Rescue and Fire Fighting (ARFF) departments, with the FAA encouraging the use of the system and updating Advisory Circular (AC) 150/5200-31A to include recom- mendations for airports. Code of Federal Regulations (CFR) Part 139 directs that certificated airports are no longer able to opt out from utilizing an NIMS/ICS approach. Rather, the FAA implies that airports reflect NIMS in their Airport Emergency Plans (AEPs) and pursue ICS and NIMS training for their employees in accordance with the most current AC 150/5200-31C. As airports become more sophisticated with their inclusion of NIMS/ICS practices, so too must the EOC environment contribute to a successful, coordinated, and well-communicated response. The need for a viable EOC was not purely driven by the FAA. Most airport managers and directors realize that their place during an event is not in the field, but in an enclosed environ- ment that can accommodate functional needs such as supporting the Field Command (FC), updating the board of directors and other authorities, dealing with the media, and isolating the event in the hopes of maintaining some semblance of airport operations. Depending on the size of the airport and the incident, many participants will need specially designated space to coordinate efforts. The coordination time can range from a couple of hours to days, months, or longer. The first EOCs airports utilized were commonly large conference or training rooms. Often, the EOC was only utilized during the required triennial drill or perhaps the annual tabletop. Over time, many airports have come to value bringing key subject-matter experts (SMEs) together to create a cohesive plan to mitigate the effects of an event on operations. Quicker mitigations may save lives, property, and accelerate the return to operations. There could be a cost savings as well, especially for air carriers wanting to avoid further delays and cancellations because of an event hindering operations. EOCs are evolving into facilities that must fit the needs and budgets of any size airport. For some small airports, making technology or equipment updates to an existing S E C T I O N 2 Background
Background 3 conference room may be the appropriate investment. For larger airports, the size, concept and planning may need to be more complex to meet their needs. Co-utilization of space shared with other day-to-day functions is still often appropriate and economical; but choosing the right location is important. Security, access, and proximity to other functions and facilities must be considered. There is also increasing awareness of the need to protect from potential threats to emergency operations, such as weather and terrorism. It is important to first realize the current and projected needs of the EOC and then establish the priorities to support those needs. Guidebook Parameters The Guidebook will assist airports through all phases of planning and designing an EOC. Many airports have attempted concept planning internally but did not realize all the questions that needed to be asked and answered. Questions the Guidebook will answer include, but are not limited to, the following: ⢠Who, at a maximum, needs to be accommodated in the EOC? ⢠How large should the EOC be to meet current and future needs? ⢠What are some of the best practices being used in other EOC applications and geographies? ⢠How does an airport select the best site? ⢠What threats and vulnerabilities are associated with the site? ⢠What security and protective design considerations are appropriate for the selected site? ⢠How will the EOC be secured from access by the public, media, or others not requested to respond? ⢠Is it best to position the EOC in conjunction with an airport communications/dispatch center? ⢠Does the airport EOC need to replicate a local city or county EOC? ⢠What are possible operational and capital advantages/disadvantages of EOC consolidation with other functional areas (communication center, operations, ARFF, police, etc.)? ⢠Are there other location requirements regarding infrastructure (power, water, etc.)? ⢠Should there be a backup EOC in case the primary is rendered unusable? ⢠What are floor layout considerations? ⢠What equipment and infrastructure need to be incorporated in the EOC? ⢠What information technology (IT) support systems should be considered? ⢠What cyber requirements should be considered? ⢠What ergonomic considerations should be included? This Guidebook was constructed with input from several airports throughout many of the tasks to create guidance that is not only relevant, but relatable.
