National Academies Press: OpenBook

Models for Law Enforcement at Airports (2020)

Chapter: Chapter 9 - State Police Model

« Previous: Chapter 8 - Department of Public Safety Model
Page 41
Suggested Citation:"Chapter 9 - State Police Model." National Academies of Sciences, Engineering, and Medicine. 2020. Models for Law Enforcement at Airports. Washington, DC: The National Academies Press. doi: 10.17226/25893.
×
Page 41
Page 42
Suggested Citation:"Chapter 9 - State Police Model." National Academies of Sciences, Engineering, and Medicine. 2020. Models for Law Enforcement at Airports. Washington, DC: The National Academies Press. doi: 10.17226/25893.
×
Page 42
Page 43
Suggested Citation:"Chapter 9 - State Police Model." National Academies of Sciences, Engineering, and Medicine. 2020. Models for Law Enforcement at Airports. Washington, DC: The National Academies Press. doi: 10.17226/25893.
×
Page 43
Page 44
Suggested Citation:"Chapter 9 - State Police Model." National Academies of Sciences, Engineering, and Medicine. 2020. Models for Law Enforcement at Airports. Washington, DC: The National Academies Press. doi: 10.17226/25893.
×
Page 44

Below is the uncorrected machine-read text of this chapter, intended to provide our own search engines and external engines with highly rich, chapter-representative searchable text of each book. Because it is UNCORRECTED material, please consider the following text as a useful but insufficient proxy for the authoritative book pages.

41 State Police Model Most states have a state highway patrol or state police force (Police Jobs Info, 2019). Note that this chapter on state police only discusses airports that use the state police as their primary law enforcement model, per 49 CFR 1542, and does not address police aviation units that respond with airplanes and helicopters in support of their own or other in-state law enforcement needs, such as the New York State Police, Michigan State Police, and Virginia State Police, which all operate aviation units to support on-the-ground law enforcement. Three respondents indicate the use of state police as law enforcement at their airports: • Boston Logan International Airport • Clovis Municipal Airport • Fayetteville Executive Airport. Category The security categories for respondents indicating the use of state police in their law enforce- ment model include Category X (1), Category II (1), and Category IV (1). Ownership Model The ownership models include city owned (2), airport authority (1), county owned (1), port authority (1), and state owned (1). Interface between Ownership Agency and/or Airport Operator and the Law Enforcement Model This section summarizes the interface and level of coordination between the airport owner- ship agency and/or operator and the law enforcement model. Reporting Structure Several respondents indicate that the airport requests aid, case by case, from the state police (3). Managerial Control The respondents report that managerial control by the ownership agency or airport operator occurs case by case, such as during emergencies (1), and that management occurs collaboratively and/or cooperatively (1). C H A P T E R 9

42 Models for Law Enforcement at Airports Level of Integration into Airport Operations All responses indicate no to very little integration of the state police into airport operations (4). Level of Owner or Operator Control over Law Enforcement Policies While two respondents indicate a high level of airport owner or operator control over law enforcement policies, another indicates only moderate control and another no to very little control. Discretion of Owner or Operator in Determining Access to Law Enforcement Equipment Some respondents answer that the airport owner or operator does not determine access to LEO equipment (3). Other respondents indicate that the airport owner or operator does have discretion in determining access to law enforcement equipment (2). Interface between TSA and Law Enforcement Some respondents admit that they do not know how the interface functions between TSA and the state police (2), but one indicates a close and cooperative relationship. Financial Aspects It becomes more challenging to identify the specific costs of state police when providing law enforcement to airports, especially because a special unit or force within the state police often provides the service. However, there are examples in public budgetary documents: Boston Logan International Airport uses Troop F of the Massachusetts State Police to perform law enforcement at its facility (Earles, 2019) while the State Police of Rhode Island provide supporting law enforcement duties at its airports (State of Rhode Island and Providence Plan- tations, 2017). Massachusetts State Police Troop F supplies law enforcement to all Massport properties, including Boston Logan International Airport. In 2017, the total payroll (personnel) for Troop F was $33.4 million for 142 full-time employees (Comptroller of the Commonwealth of Massachusetts, 2019). Unfortunately, the available data do not break down personnel costs for Troop F patrolling only Boston Logan International Airport versus its responsibility for law enforcement at all other Massport properties. While Rhode Island State Police operations also are not broken down with an airport budget in recent documents, the total budgeted costs are divided into personnel ($51.1 million), operating supplies and expenses ($6.7 million), and capital purchases and equipment ($571,384) in support of 285 full-time employees and all of their services to the state, but are not necessarily divided by those devoted to airport law enforcement (State of Rhode Island and Providence Plantations, 2017). Jurisdiction This section asked about any jurisdictional challenges or issues at the airports using the state police law enforcement model. Two respondents indicate that they have no jurisdictional challenges; one notes agency jurisdiction; and one describes geographic or agency jurisdiction without any challenges or issues.

State Police Model 43 Management of LEOs This section asked about management of the LEOs. LEO Reporting Structure One respondent indicates the reporting structure as “chain of command”; one reports no reporting structure; and one cites a hierarchical reporting structure (described as officer to sergeant to lieutenant to deputy chief to chief). LEO Managerial Control Some respondents indicate that the state police department and chief are strongly in managerial control of the LEOs (2). LEO Assignments within Airport The LEOs are assigned to areas within the airport as needed (3). Access to Ancillary Resources for LEOs LEO access to ancillary resources or equipment is described as collaboration with other agencies, though not necessarily identified as mutual aid (2), and as mutual aid agreements (1). Discretion in Selection or Placement of Officers Discretion in the selection or placement of the LEOs at airports is reported as very high or total (2). LEO Operations This section addressed LEO operations. Level of Expertise of LEOs Assigned to the Airport One respondent indicates that no experience or expertise is required of LEOs assigned to the airport; another reports that an associate’s degree or law enforcement certification is required for assignment to the airport. Level of Airport-Specific Training One respondent describes airport-specific training as including training on active shooters, aerodrome violations, airport operations, behavior detection, emergency drills, explosive ordnance disposal (EOD), Federal Air Marshal familiarization, hackney operations, K-9s, specialty weapon training, and TSA’s role. LEOs Stationed at Security Checkpoints Three of the four respondents indicate that LEOs are stationed at security checkpoints. LEO Airfield Driving Three of the four respondents note that the LEOs are trained to drive on the airfield. Two respondents indicate that their LEOs are allowed to drive on the FAA AOA (two say they

44 Models for Law Enforcement at Airports are not), and two respondents report that their LEOs are allowed to drive on the non-FAA AOA (one says they are not). Police versus Airport Security Most respondents note a difference between police and security at their airports (4) while one indicates no difference. However, most respondents report a clear separation of power between police and security personnel (4). The differentiators between police and security are cited as police are armed while security personnel are unarmed (3); police and security personnel each have a discrete set of tasks (1); police are sworn officers (1); and police have arrest rights, but security personnel do not (1). Access to Ancillary Operations and Resources The respondents indicate that they have access to bomb squads (5), explosive detection (5), K-9 units (4), hostage negotiations (4), and SWAT (4).

Next: Chapter 10 - Supplementing Law Enforcement Personnel »
Models for Law Enforcement at Airports Get This Book
×
MyNAP members save 10% online.
Login or Register to save!
Download Free PDF

Each airport and its law enforcement model have a unique set of relationships, operations, and resources.

The TRB Airport Cooperative Research Program's ACRP Synthesis 107: Models for Law Enforcement at Airports provides a concise body of knowledge to assist airport management, operators, researchers, and users by detailing the varying types of law enforcement models available to them.

The types of airport law enforcement models include airport police, city police, county sheriffs, departments of public safety, and state police. Many airports operate by using layers of law enforcement responses composed of more than one law enforcement model.

  1. ×

    Welcome to OpenBook!

    You're looking at OpenBook, NAP.edu's online reading room since 1999. Based on feedback from you, our users, we've made some improvements that make it easier than ever to read thousands of publications on our website.

    Do you want to take a quick tour of the OpenBook's features?

    No Thanks Take a Tour »
  2. ×

    Show this book's table of contents, where you can jump to any chapter by name.

    « Back Next »
  3. ×

    ...or use these buttons to go back to the previous chapter or skip to the next one.

    « Back Next »
  4. ×

    Jump up to the previous page or down to the next one. Also, you can type in a page number and press Enter to go directly to that page in the book.

    « Back Next »
  5. ×

    To search the entire text of this book, type in your search term here and press Enter.

    « Back Next »
  6. ×

    Share a link to this book page on your preferred social network or via email.

    « Back Next »
  7. ×

    View our suggested citation for this chapter.

    « Back Next »
  8. ×

    Ready to take your reading offline? Click here to buy this book in print or download it as a free PDF, if available.

    « Back Next »
Stay Connected!