Roberta Aguirre
Airport security has evolved significantly over the years, adapting to new threats and challenges. While aviation security aims to protect passengers, staff, and aircraft from harm, the early 1990s presented a different landscape. Before diving into the security measures of that era, it is worth noting the broader context of air travel during that time, including the overall airport experience and the subsequent transformations that shaped how we travel today.
| Characteristics | Values |
|---|---|
| Airport security in 1990 | Minimal security measures |
| Threat | Hijackings were the main threat to aviation |
| Security checks | Metal detectors, X-ray machines |
| Screening | Private companies conducted security screenings with low-paid, minimally-trained employees |
| Ticketing | No need for a ticket to access the gate area |
| Wait at the gate | Families and friends could wait at the gate for departing and arriving passengers |
| Check-in time | Passengers could arrive 20-30 minutes before the flight and still reach the gate on time |
| Amenities | Few designer boutiques and rudimentary duty-free stores |
| Food options | Horrible and expensive |
| Services | More human interaction and customer service |
| Smoking | Smoking was allowed |
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What You'll Learn
Airport security in 1990 was minimal compared to today's standards
The security measures in place were intended to be as unobtrusive as possible, with airlines not wanting to inconvenience passengers and airports benefiting from the revenue of family and friends who would frequent airport restaurants, bars, and shops while waiting for departing passengers or meeting arriving ones. This meant that it was possible to arrive at the airport terminal 20 to 30 minutes before a flight and still have time to board. Non-passengers were also allowed to wait at the gate area for arriving friends or family.
In contrast, airport security today has become significantly more rigorous and time-consuming. For example, taking off shoes before passing through security and restrictions on carrying liquids became requirements after the "Shoe Bomber" incident in 2001 and the attempt to carry liquid explosives in 2006, respectively. The creation of the Transportation Security Agency in 2001 and the billions of dollars spent on airport security in the years following the 9/11 terrorist attacks have led to increased security measures and longer wait times at airports.
The differences between airport security in 1990 and today highlight the impact of evolving threats and security concerns on aviation safety. While security measures in 1990 were relatively relaxed, the increasing complexity of security challenges has led to the implementation of stricter and more comprehensive security protocols in airports worldwide.
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Security checks were introduced in the 1970s/1980s
Before the 1970s, security arrangements at airports were minimal. There were no reservations required for flights with unassigned seating, and fares were collected in the air. The FAA Peace Officers Program, which began in 1962, saw federal security personnel serving on high-risk flights. In 1969, sky marshals started working out of the Miami field office of the United States Marshals Service to prevent hijackings, as flights from Florida were common targets for hijackers wanting to defect to Cuba. Despite these measures, there were insufficient personnel to protect every flight, and hijackings continued.
In 1970, the first hijacking that resulted in a fatality took place on Eastern Air Lines Shuttle Flight 1320. This tragedy led to an increase in sky marshal staffing, and passengers who fit a behavioural profile were screened for weapons using handheld metal detectors.
In the 1980s, security measures at airports continued to evolve. In December 1985, simultaneous terrorist attacks occurred at El Al ticket counters in Rome, Italy, and Vienna, Austria, resulting in the deaths of 19 civilians. This incident prompted Israel to enhance security measures at its airports and offer armed plainclothes guards at foreign airports.
The introduction of security checks for international departures in Sweden during this period was also influenced by international regulations. These regulations ensured that airports worldwide implemented standardised security measures to protect against potential threats.
The evolution of airport security in the 1970s and 1980s laid the foundation for the comprehensive security measures we experience today. While the focus on security checks and passenger screening has inconvenienced travellers, it has also played a crucial role in deterring acts of terrorism and enhancing public safety.
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Metal detectors were used for security screening
In the 1960s, the first industrial metal detectors were produced, and they were widely used for mineral prospecting and other industrial purposes. Metal detectors have been used in security screening since the 1970s, when they were introduced to screen airline passengers and their luggage for weapons and other prohibited items. The use of metal detectors in airport security was driven by the increase in aircraft hijackings during the 1960s and 1970s, which led to the establishment of anti-hijacking programs and the need for enhanced security measures.
On August 1, 1972, the Federal Aviation Administration (FAA) issued a directive mandating that all passengers and their carry-on baggage be screened before boarding shuttle-type flights. This included the use of metal detectors or consent searches to ensure the safety of passengers and staff. The FAA's directive was a response to the growing threat of aviation terrorism and hijackings, with the first recorded attempts at aviation hijacking reported as early as 1929. However, it was the surge in hijackings during the 1960s and 1970s that prompted the implementation of metal detectors as a standard security measure in airports.
The Finnish company Outokumpu played a significant role in the development of commercial walk-through metal detectors. They adapted mining metal detectors, which were originally designed for detecting spikes in trees, into security screening devices. These early metal detectors were housed in large cylindrical pipes, but they eventually evolved into the rectangular gantry design that is now standard in airports worldwide.
The use of metal detectors in airport security has continued to evolve, with advancements in technology improving their discrimination capabilities and design. Metal detectors are now an integral part of aviation security, playing a crucial role in detecting weapons and ensuring the safety of passengers, staff, and aircraft from malicious harm, crime, and terrorism.
While metal detectors have been a standard security feature in airports for decades, it is important to note that airport security measures have become increasingly stringent since the 9/11 terrorist attacks. The post-9/11 era has seen a significant increase in security measures, with full-body scanners, liquid restrictions, and additional screening procedures becoming the new norm.
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Airports were privatised in the 1990s
Airport privatisation, a controversial yet growing trend, has been a significant political force in many countries since the 1980s. The first major privatisation occurred in the UK in 1987, and since then, many countries have followed suit. In the late 1990s, a first key wave of privatisation took place, and by 2007, a global study of 459 airports found that 24% had full or partial private ownership. By 2020, this number had risen to nearly 20% of the world's airports.
Privatisation has resulted in a shift from national to global airport operations, with international investors and expertise entering the industry. Initially, investors were typically established airport operators or international infrastructure companies. However, airport privatisation is now dominated by international funds from financial institutions such as infrastructure funds, pension funds, and insurance funds. These investors are attracted to airports due to their potential for high returns and their status as infrastructure assets.
The impact of privatisation on airports has been mixed. On the one hand, privatisation has led to an increase in the number of airlines and routes served by airports, particularly with PE firm acquisitions. This has resulted in greater competition, improved customer service, and lower prices for consumers. Additionally, privatisation has been associated with a decline in flight cancellations and an increase in the likelihood of receiving quality awards. Privatisation has also led to improvements in operating income and customer experience, with PE-owned airports experiencing a more significant rise in passenger traffic compared to non-PE-owned private airports.
However, one of the criticisms of airport privatisation is the potential for anti-competitive practices, such as the allocation of gates, which may be necessary to assure a revenue stream to pay off bonds. Additionally, some argue that privatised airports have become overly focused on commercial revenues, prioritising non-aeronautical businesses over aeronautical operations. While there is anecdotal evidence to support this claim, robust empirical research is still lacking.
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Post-9/11, security measures were ramped up
Before 9/11, security screening was not as intrusive, and passengers experienced far less stress when navigating airports. Friends and family could accompany travellers to the gate, and there were no long checkpoint lines. However, after the attacks, armed military personnel were stationed at airports, and security measures became more stringent and time-consuming.
In the aftermath of 9/11, President George W. Bush signed the Aviation and Transportation Security Act into law in November 2001, establishing the Transportation Security Administration (TSA). The TSA replaced private security companies with a force of federal airport screeners, mandating 100% checked baggage screening, reinforced cockpit doors, and an expanded Federal Air Marshal Service. The TSA also implemented measures such as banning sharp objects from carry-on luggage and restricting vehicles to active loading and unloading areas only.
Over time, the TSA continued to adapt its security protocols to emerging threats. For example, after the "shoe bomber" Richard Reid's attempt to detonate explosives on a flight in late 2001, passengers were required to remove their shoes at security checkpoints. Similarly, in 2006, a ban on liquids, gels, and aerosols in carry-on luggage was instituted after British officials foiled a plot to use liquid explosives on an aircraft.
The post-9/11 security apparatus has expanded significantly, with the federal government spending over $62 billion on airport security in the first decade after the attacks. While these measures have made air travel more stressful and time-consuming, they reflect a commitment to safeguarding civil aviation and protecting travellers from potential threats.
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Frequently asked questions
In 1990, security at airports was much more relaxed than it is today. People could walk up to the gate without a ticket, shoes did not need to be removed, and there was only one metal detector to walk through. Family and friends could wait with the passenger until they boarded their flight.
Hijackings were the main threat to aviation security in 1990. Federal security personnel started serving on high-risk flights in 1962, and sky marshals began working out of the Miami field office of the United States Marshals Service in 1969. However, there were insufficient numbers to protect every flight, and hijackings continued to occur.
In the United States, the airline industry, with oversight from the Federal Aviation Administration, had control over security until late 2001. The airlines contracted out security to private companies, who employed low-paid, minimally-trained screeners.
Since 1990, airport security has become much more stringent due to terrorist attacks such as 9/11 and the emergence of new threats. Security measures include removing shoes, restricting liquids, full-body scans, and more thorough screening of checked bags.
