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Impact of Terrorism on Pakistan’s Aviation Industry:
A Case Study of Bacha Khan International Airport
Peshawar (2001-2015)
By
Muhammad Israr
DEPARTMENT OF INTERNATIONAL RELATIONSUNIVERSITY OF PESHAWAR, PAKISTAN
(October 2018)
Impact of Terrorism on Pakistan’s Aviation Industry:
A Case Study of Bacha Khan International Airport
Peshawar (2001-2015)
By
Muhammad Israr
A dissertation submitted to the University of Peshawar, Pakistan in partial fulfilment of the requirements for the degree of Doctor of Philosophy in
International Relations.
DEPARTMENT OF INTERNATIONAL RELATIONSUNIVERSITY OF PESHAWAR, PAKISTAN
(October 2018)
AUTHOR’S DECLARATION
I Muhammad Israr hereby state that my PhD thesis titled “Impact of Terrorism on
Pakistan’s Aviation Industry: A Case Study of Bacha Khan International Airport
Peshawar (2001-2015)” is my own work and has not been submitted previously by me
for taking any degree from the University of Peshawar or anywhere else in the
country/world.
At any time if my statement is found to be incorrect even after my graduation the
University has the right to withdraw my PhD degree.
Muhammad Israr
Date: 25-10- 2018
Dedication
I dedicate this thesis to my parents, siblings, wife and children (Zoha and M. Sameer) for their love and support
PLAGIARISM UNDERTAKING
I solemnly declare that research work presented in the thesis titled “Impact of Terrorism on Pakistan’s
Aviation Industry: A Case Study of Bacha Khan International Airport Peshawar (2001-2015)” is solely my
research work with no significant contribution from any other person. Small contribution/help wherever
taken has been duly acknowledged and that complete thesis has been written by me.
I understand the zero-tolerance policy of the Higher Education Commission (HEC) and University of
Peshawar towards plagiarism. Therefore, I as an Author of the above-titled thesis declare that no portion of
my thesis has been plagiarized and any material used as a reference is properly referred/cited.
I undertake that if I am found guilty of any formal plagiarism in the above-titled thesis even after the award
of PhD degree, the University reserves the right to withdraw/revoke my PhD degree and that Higher
Education Commission (HEC) and the University have the right to publish my name on the HEC/University
Website on which names of students are placed who submitted plagiarized thesis.
Student/ Author Signature:
Muhammad Israr ____________________
i
CERTIFICATE OF APPROVAL
This is to certify that the research work presented in this thesis, entitled “Impact of Terrorism on
Pakistan’s Aviation Industry: A Case Study of Bacha Khan International Airport Peshawar (2001-
2015)”, was conducted by Mr. Muhammad Israr, under the supervision of Prof. Dr. Ijaz Khan.
No part of this thesis has been submitted anywhere else for any other degree. This thesis is
submitted to the Department of International Relations, University of Peshawar in partial fulfillment
of the requirements for the degree of Doctor of Philosophy in International Relations.
Student Name Muhammad Israr Signature: ____________________
Examination Committee:
a). External Examiner 1: Name Signature: ____________________
(Designation & Office Address) …………………………………………………...
……………………………………………………
b). External Examiner 2: Name Signature: ____________________
(Designation & Office Address) ……………………………………………………
……………………………………………………..
c). Internal Examiner: Name Signature: ____________________
(Designation & Office Address) ……………………………………………………
……………………………………………………...
Supervisor Name: ___________________ Signature: ____________________
Name of Dean/HoD: Signature: ____________________
ii
ABSTRACT
This thesis entitled, “Impact of Terrorism on Pakistan’s Aviation Industry: A Case
Study of Bacha Khan International Airport Peshawar (2001-2015)” addresses, the different acts of
terrorism that happened in the aviation history of the world, particularly in Pakistan and Bacha
Khan International airport Peshawar. It details some of the important incidents of terrorism against
the aviation industry and the impacts of those incidents on Pakistan, Khyber Pakhtunkhwa and
BKIA Peshawar. It describes the history of terrorism, how and when it emerged in the aviation
industry and enumerates are the factors that breed terrorism and how much it affected the aviation
industry of Pakistan. It addresses the issue of why it is difficult to stop terrorism incidents on
Pakistani airports and BKIA Peshawar in particular. The study has thoroughly described some of
the important and recent security incidents in Pakistani Civil Aviation and at BKIA Peshawar.
Incidents of terrorism at BKIA Peshawar have been discussed in detail and its impact on the
Peshawar airport. It describes why and how passengers and visitors face difficulty while reaching
the airport from the surrounding areas. It also highlights what are the facilities provided at the
BKIA Peshawar, and whether it fulfills the needs of the passengers and visitors coming to this
airport. It also discusses the various available solutions towards a smooth and easy access of the
passengers to the airport. Such considerations have been taken in view while considering the
primary and secondary data with analysis. Airports are the gateway of any country and any
incidents at these gateways may harm the very aspects of aviation of a country in the comity of
nations. Keeping in views the threats to aviation industry in the world an international body under
the United Nations was formed for the development, management, safety and security of this
industry known as International Civil Aviation Organization (ICAO). The role of ICAO in the
aviation industry is very important. The facts regarding what is the future of ICAO and what are
the challenges it is facing in the age of globalization is also an essential aspect of this study.
Following are some of the main questions addressed by this study:
How was Pakistani aviation industry before 9/11? What were the threats to it at that time and
what threats it is facing now days? Are Civil Aviation and other Law Enforcement Agencies in
iii
Pakistan playing its due role for the protection of aviation industry, keeping in view the current
security situation in Pakistan in the post 9/11 scenario? What is the role of different Law
Enforcement Agencies in the protections of airports in Pakistan? Are the basic structures of the
concerned agencies in line with the international standards set for the purpose? What types of
threats are faced by Pakistani airports and what are its remedies? What is the location of BKIA
Peshawar and why it has been targeted more than any other airport in Pakistan? This dissertation
addresses these questions by focusing on Pakistan aviation industry and Bacha Khan International
airport in specific. The available literature often overlooked the multidimensional impacts of
terrorism on Pakistan aviation industry. Specifically, this dissertation focuses on the impacts of
terrorism on BKIA Peshawar, which type of attacks were faced by this airport and what were the
effects of those attacks. This dissertation also focuses on the comparison of the stable Benazir
Bhutto International airport, Islamabad and the BKIA Peshawar.
The study emphasizes the role of the government, the people and a better planned security
equipped with modern machinery. The facilitation of passengers and visitors are also kept in
consideration along with the extension of this airport and the need for construction of another new
international airport with advanced facilities and wide space for the people of Khyber
Pakhtunkhwa.
iv
TABLE OF CONTENTS
Abstract ................................................................................................................................ iii
Table Of Contents................................................................................................................. v
List Of Acronyms................................................................................................................. ix
Glossary Of Local Words ................................................................................................... xiii Acknowledgements ............................................................................................................. xiv
Chapter 1............................................................................................................................. 1
Introduction To The Study ............................................................................................... 1 Statement Of The Problem................................................................................................... 6 Significance Of The Study .................................................................................................. 7 Objectives Of The Study ..................................................................................................... 8 Hypothesis............................................................................................................................ 8 Research Questions.............................................................................................................. 9 Methodology ....................................................................................................................... 9 Scheme Of The Study.........................................................................................................10...10 References………………………………………………………………………………….14
Chapter-2........................................................................................................................... 16
Terrorism And International Civil Aviation.................................................................. 16 Background Of Terrorism……………………….………………………………………....16
Introduction ....................................................................................................................... 22 Definition Of Terrorism..................................................................................................... 25 Causes, Categories And Types Of Terrorism.................................................................... 28 Categories Of Terrorism ................................................................................................... 30 Types Of Terrorism............................................................................................................ 31 Objectives Of Terrorism ................................................................................................... 34 Selection Of Terrorism Targets......................................................................................... 35 Categories Of Terrorism Targets ...................................................................................... 37 Counter Terrorism Measures To Protect Airports ............................................................ 37 Application Of Counter Terrorism Measures. .................................................................. 39 Counter Terrorism Efforts................................................................................................. 40 History Of Aviation Terrorism ......................................................................................... 47 Conclusion……………………………………………………………………………….53 References…………………………………………………………………………… …55
Chapter- 3 ....................................................................................................................... 60
Terrorism Impacts On The Civil Aviation Industry................................................... 60 Introduction...................................................................................................................... 60 Adaptability And Innovation Of Terrorists: .................................................................... 63
v
Role Of Civil Aviation Legal And Regulatory Framework In The Airport Security.....65
Global Response To Airport Security ......................................................................... .. 67 Types Of Threat To Aviation Industry........................................................................... 67 Bomb Attacks................................................................................................................. 68 MANPADS.................................................................................................................... 69 Terrorism And Aviation Industry In Pakistan............................................................ 69 Khyber Pakhtunkhwa Province Of Pakistan.................................................................. 75 Analysis Of Terrorism Impact On The Bacha Khan Airport Of Khyber Pakhtunkhwa.79 References…………………………………………………………………………......118
Chapter-4 ……………………………………………………………….…112
Incidents Of Terrorism At Pakistani Airports With A Focus On Bacha Khan International Airport Peshawar................................................................................ 122
Terrorists Incidents In Pakistan…………………………………………………..122
History of BKIA……………………………………………………………………136
Planned Upgrades…………………………………………………………………..141
National, Regional and Local Threats………………………………………………148
Attacks on Airport………………………………………………………………….150
Conclusion……………………………………………………………………………160
References………………………………………………………………………….....161
Chapter-5 ................................................................................................................... 164
International Civil Aviation Organization (ICAO) ............................................... 164
Introduction ................................................................................................................. 164
History Of Civil Aviation ............................................................................................ 165
History Of ICAO ......................................................................................................... 167
International Civil Aviation Organization ................................................................... 168 Functions And Responsibilities Of ICAO ................................................................... 172
Organizational Structure Of ICAO .............................................................................. 174
Aims Goals And Objectives Of ICAO ......................................................................... 178
Role And Future Perspectives Of ICAO ...................................................................... 186
References .................................................................................................................... 200
Chapter-6 .................................................................................................................. 205
Role Of ASF And Other LEA’s In Maintaining Law And Order Situation At The Airports With A Focus On Bacha Khan International Airport ............................ 205 Introduction ............................................................................................................ ..... 205
vi
Unlawful Interferences In Aviation Industry ............................................................ 205 History Of Important Incidents In World‘s Aviation Industry ........................................ 207
Brief History Of Establishment Of Airports Security Force ..................................... 212 Concept Of Security .................................................................................................. 218 ASF Formations........................................................................................................... 219 Manpower Resources ................................................................................................ 220 Women In ASF .......................................................................................................... 220 Different Types Of Training And Courses In ASF ..................................................... 221 Training To Other Departments/ Organizations ........................................................ 222 Training From Other Institutions ............................................................................... 222
Foreign Training ........................................................................................................ 223 Security Screening System ........................................................................................ 224 List Of Dangerous Goods And Articles ..................................................................... 224 Alarm Resolution ....................................................................................................... 225 Travelling Check List Before One Leaves Home ...................................................... 226 ASF Achievements In Terms Of Security ................................................................... 226 2014 Jinnah International Airport Attack .................................................................. 230
ASF Liaison with Other Law Enforcement Agencies (LEA's)………….……………...235
Local/ Provincial Police ............................................................................................. 235
Special Branch ............................................................................................................ 237 Traffic Police .............................................................................................................. 238 Bomb Disposal Squad ................................................................................................. 239 Federal Investigation Agency (Immigration) .............................................................. 240 Pakistan Customs ........................................................................................................ 241
Pakistan Army ............................................................................................................. 241 Pakistan Air Force........................................................................................................ 242 Perimeter Defense ....................................................................................................... 243 Anti-Narcotic Force .................................................................................................... 243 Legislations ................................................................................................................. 245 National Laws ............................................................................................................. 246 Conclusion ..................................................................................................................246
References………………………………………………………….……………………..248
Chapter 7 .................................................................................................................. 251 Recommendations And Conclusion……………………………...…………………… 251
ICAO and Terrorism In Pakistan …………………………………………………...252
Structural Changes ………………………………………………………………….…260
Other Recommendations……………………………………………………………264
References……………………………………………………………………………..…..273
Bibliography.......................................................................................................................274
Annexure.............................................................................................................292
Tables
Year wise aircraft movement…………………………………………………..………..98
Cargo flow at BKIA Peshawar…………………………………………….……………111
Annual airline data graph of BKIAP and BBIA Islamabad……113
vii
viii
LIST OF ACRONYMS
ACI Airport Council International
AD Assistant Director
A. D Anno Domini
APC Armed Personnel Carrier
ATC Air Traffic Control
AIIAP Allama Iqbal International Airport
ASC Airport Security Committee
ASF Airports Security Force
ASP Airport Security Program
APM Airport Manager
AUG Army Universal Gun
BC Before Christ
BBIA Benazir Bhutto International Airport
BKIA Bacha Khan International Airport
CCTV Close Circuit Television
CCR Crises Control Room
CQB Close Quarter Battle
CIP Commercially Important Person
CAA Civil Aviation Authority
CA Civil Aviation
CSO Chief Security Officer
CMH Combined Military Hospital
CNIC Computerized National Identity Card
DG Director General
Dy.DG Deputy Director General
ix
DSG Defence Services Guard
ECL Exit Control List
EJHD Eastern Joint Hydrant Depot
FSF Federal Security Force
FIU Field Intelligence Unit
FAI Federation Aeronautique International
FIR First Information Report
HQ Headquarter
HHMD Hand Held Metal Detector
IB Intelligence Bureau
ISI Inter-Services Intelligence
ISIL Islamic State of Iraq and Levant
IT Information Technology
ICAO International Civil Aviation Organization
ICAN International Commission of Air Navigation
IATA International Air Transport Authority
IATA International Air Traffic Authority
ITU International Telecommunication Union
IFALPA International Federation of Air Line Pilots
ICG Immediate Clearance Gate
IMU Islamic Movement of Uzbekistan
I.D Card Identity Card
JIAP Jinnah International Airport
KP Khyber Pakhtunkhwa
LMG Light Machine Gun
LEAs Law Enforcement Agencies
LED Light Emitting Diode
x
MI Military Intelligence
MCMC Mid Carrier Management Course
MNA Member of National Assembly
NADRA National Database & Registration Authority
NIPA National Institute of Public Administration
NWFP North West Frontier Province
NGO Non-Government Organization
NATO North Atlantic Treaty Organization
NCASP National Civil Aviation Security Program
NCLB No Country Left Behind
NQCP National Quality Control Program
NCASTP National Civil Aviation Security Training Program
PISCES Personal Identification Secure Comparison and Evaluation System
PLO Palestine Liberation Organization
PFLP Popular Front for Liberation of Palestine
PIAC Pakistan International Airline Corporation
PAF Pakistan Air Force
PFC Peshawar Flying Club
PICAO Provisional International Civil Aviation Organization
PISCES Personal Identification Secure Comparison and Evaluation System
PoC Point of Contact
PSO Pakistan State Oil
QRF Quick Reaction Force
RPGs Rocket Profiled Grenade
SB Special Branch
SMC Senior Management Course
SMGs Sub Machine Guns
xi
SRPs Standards and Recommended Practices
SDGs Sustainable Development Goals
TTP Tehrik Taliban Pakistan
UVIS Under Vehicle Inspection System
USA United State of America
UN United Nation
VIP Very Important Person
VVIP Very Very Important Person
VBIED Vehicle Borne Improvised Explosive Devise
VPs Vulnerable Point
WTMD Walk Through Metal Detector
WHO World Health Organization
WMO World Meteorological Organization
xii
GLOSSARY OF LOCAL WORDS
Afghan Muhajireen Afghan Refugees
En route On or along the way
Galyat Tourist spots in the northern area of KP
Gora Qabristan A graveyard of Christians
Taliban Knowledge seekers in an Islamic School
Umrah Islamic pilgrimage to Mecca
Veranda Porch, Gallery
xiii
ACKNOWLEDGEMENTS
Allah, the Almighty has all the glory in the very first place, who I must thank for
enabling me to complete my research work on the topic. I revere the patronage,
prayers and moral support extended with love by my parents, my loving siblings and,
of course, my loving wife. I submit my heartiest gratitude to my respected research
supervisor Dr. Ijaz Khan, a truly genuine researcher, and an honest human being,
whose generous support and immaculate guidance made it possible for me to work on
the topic that was of great interest to me. It was a pleasure working with him and
under his kind supervision.
I am deeply indebted to my respected friends, Dr. Zafar (Lecturer), Dr. Ayaz, Ibrar
Khattak (CAA), Mr. Faheem (Lecturer); Mr. Fayyaz Ali Khan, Mr. Nasir Durrani,
Mr. Haseeb Khan and Mateen Khan for their sincere guidance and invaluable help.
My special thanks are due to Mr. Amjad Hussain Nassir for his proofreading the
thesis.
The list of all those people who co-operated with me in this regard is very long and
each one of them cannot be mentioned here but I humbly extend my thanks to all of
them for the sake of brevity in here.
Thank you very much, everyone!
Muhammad Israr
xiv
CHAPTER 1
INTRODUCTION TO THE STUDY
Terrorism is a very old phenomenon. The history of terrorism can be traced
back to the time of Sicarii zealots, which was a Jewish terrorist group that was active
in the 1st century A.D (Hoffman, 1988). In the 18th century the European continent
came across the term, terrorism during the French revolution in the era of Girondists
and Jacobins who used the phenomenon of terror and fear to terrorize the general
public by using different tactics to obtain the public’s allegiance to the state. The
internal events of intimidation and violence in the 20th century inside Germany and
Russia can be termed as terrorism. History is replete with terrorist acts around the
world. Archduke Franz Ferdinand of Austria who was killed in Sarajevo was another
important event in the history of terrorism that led to the World War 1 (Mahajan,
2004).
Terrorists use their brutal designs to disrupt the ongoing smooth functioning at
the airports. A single event in airports can make all the Television (TV) stations alert
throughout the world. These events emerge as the hot issue during the News for many
days because only airports are the safest places where one can feel comfortable while
travelling all over the world. News related to airports spread in seconds throughout
the world. Everywhere in the world terrorists first of all try to capture this very
important place to get their nefarious designs achieved by hijacking the aircrafts to
siege other important installations (Herman, 2011).
Aviation industry basically consists of the civil aviation and military aviation.
The focus of the study is civil aviation industry of Pakistan. Different aspects of
1
Pakistan civil aviation industry have been taken under consideration. Moreover, the
effects of terrorism on Pakistan civil aviation industry have been discussed with focus
on Bacha Khan International Airport Peshawar. Aviation industry worldwide is
supervised by the International Civil Aviation Organization (ICAO). ICAO looks
after the safety, security and development of the aviation industry at global level.
ICAO works under the United Nations for the promotion of this industry, so the
motive of both the ICAO and UN are almost the same for the betterment and
advancement of human beings of the world. The event of 9/11 in the history of
aviation industry was a huge blow for the developed countries like USA and the
ICAO.
In the 9/11 attacks, the terrorists used hijacked aircrafts against the twin
towers in the US. That was the event which shattered the whole world, in general, and
the Asian continent, in particular. In turn, the United States started its long-term
engagement in Afghanistan. This was one of the serious incidents in aviation industry
which brought disaster not only in the Asian region but to the world at large. The
aviation industry was used because of the importance of this industry and its
repercussions were observed by the whole humanity (Burke, 2011). In Yemen, when
the opposition tried to topple the government, they first of all moved to capture the
airport in Sana'a, the capital of Yemen.
Immediately after the 9/11 attacks, the then US President George W. Bush
asked Pakistan to support it in the war against terror. Pakistan's pro-US policy in the
war caused spillover of terrorism in the country. The war against terror shattered the
very roots of Pakistani society in politico, socio and economic spheres. The 9/11
attack brought a lot of consequences for the Asian continent and internal skirmishes
have emerged in this part of the world. This war has also brought about a great impact
2
on the inter-relations between the Muslims and non-Muslims on the one side, and
among Muslims themselves, on the other (Noor, 2010).
Airports play a very important role in the day to day life on account of there
being the gate ways and, therefore, even a smaller incident at the airports cannot be
overlooked. A minor disturbance at airports can be noticed throughout the world.
Airports provide the speediest system of communication. Airports also play one of the
prime roles in the socio-economic drives. Moreover, its importance in economic
sphere and that of cargo delivery cannot be ignored (Graham, 2008).
During the war against terror, airports were also one of the prime targets in
Pakistan be it at Karachi or Peshawar, the terrorists tried their best to occupy this very
important installation, but fortunately they were unable in these two prime cases to get
success. Terrorists tried their best to reach this sensitive installation in any way,
however; they faced a strong resistance from the Airport Security Force and were
unable to acquire their desired aim. In Karachi, the terrorists attempted to get into
some of the planes and they had brought dry fruits and other necessities with them for
a long stay at the apron of Karachi Airport because at that moment boarding of
different planes was in progress.
The Bacha Khan Airport is the only international Airport in Khyber
Pakhtunkhwa that is fully operational but the recent waves of terrorism have affected
this airport tremendously. The air services have been de-routed to other cities of the
country, especially to Islamabad and Lahore. People of this province have faced many
difficulties due to the terrorist attacks. There are a number of domestic airports in
Khyber Pakhtunkhwa, one of them is partially operational, three are closed and three
are fully operational.
3
The Bacha Khan International Airport, Peshawar has been the target of
terrorist attacks for the last few years. The Bacha Khan Airport is an easy target for
terrorists because of its geographical location. It is situated on the border of Federally
Administered Tribal Areas (FATA). Bara, which is the tehsil of Khyber Agency, is a
few miles from the vicinity of the Bacha Khan International Airport. This Airport is
surrounded by commercial and residential buildings which is a big security peril. The
airport is being a target- firstly, because it is near to the FATA and secondly, its run
way is being used by Gun-ship helicopters and jet fighters in the war against terror.
The airport is the only Airport of the world through which a railway track passes. This
airport is jointly used by the Civil Aviation Authority and Pakistan Air Force and its
run-way is also used by the Army Aviation and as such is one of the busiest airports
in Pakistan. Almost all the Middle East is covered by the different flights from this
Airport. This Airport provides a great deal of facilitation to the people of the province
of Khyber Pakhtunkhwa.
On December 15, 2012 at about 2030 hours during the landing of a PIA transit
flight PK-755 a Vehicle Borne Improvised Explosive Device (VBIED) struck the
western wall of the Airport on university side opposite to the 9 th Army Aviation unit
due to which a wall of 60 feet parameter collapsed (The Nation, 2012).
This is the only Airport that has been targeted by the terrorists many times
than any other airport in the world. Landing of rockets at the premises of this Airport
is a routine matter. On 26-02-2014 three rockets were fired from an unidentified
direction towards the Airport and Pakistan Air Force base in Peshawar but luckily it
neither hit the Airport nor the base. One of these rockets hit the University Road
which is in the south east of the airport, the second fell near Shaheen Camp which is
4
adjacent to the Pakistan Air Force Base and the third in the Gora Qabristan area but
without causing any casualty.
Its funnel area is also not safe. On 24-06-2014, an incoming PIA passenger
flight was targeted while landing at Peshawar airport. It was hit in the funnel area near
Pishtakhara prior to landing (The Nation, 2014). Resultantly, one lady passenger
Maknoon and two cabin crew (Flight stewards) Ijaz Khan and Wajid Khan got
injuries. Later, it revealed that the lady passenger expired in the hospital. After
thorough search, it was revealed that eight bullets hit the aircraft. Disturbance in
schedule of flights, cancellation and diversion of incoming flights is a frequent
recurrence. Consequently, due to this attack Emirates Airline flight EK-636/637 was
cancelled and Etihad Airways flight EY-261 diverted to Benazir Bhutto International
Airport Islamabad (K. Atlas, Personal communication 25 June, 2014).
After all that, night operations were closed by the concerned circles due to
security reasons. However, some of the aircrafts resumed flights during night time.
Three arrivals/departures took place during night time on 16th February by Airlines
which was viewed seriously by the Civil Aviation managers and issued warnings to
the concerned airlines that if something happened to them or the passengers on board,
airline will be responsible (Daily Mashriq, Feb 17, 2015).
Terrorist attacks on the aviation industry have suffered the smooth and easy
travelling of the passengers. Passengers have to pass through a thoroughly frisking
and security channels. Moreover, the duty of security agencies inside and outside
airports has become difficult because of threats from terrorists. Furthermore, the
meeting and greeting persons also face difficulties because the aviation division has
restricted the entry of visitors to airports in Pakistan due to security reasons. Now
only one visitor is allowed with a passenger arriving or departing (The Daily Aaj,
5
2014). The number of security personnel increased in the vicinity of airports. At
BKIA Peshawar, the inside and outside security has been enhanced in order to prevent
any unfavorable situation. However, increase in the security checking system has
made difficulties for the movement of people towards the Airport. Tourists from
different corners of the world do not take a risk at moving to and from this Airport
and they prefer to visit other tourism spots in Pakistan instead of coming to the
beautiful places of Khyber Pakhtunkhwa. Most politicians and elites prefer to get on
board from Benazir Bhutto International Airport (BBIA) Islamabad instead of Bacha
Khan International Airport (BKIA) Peshawar and those who have to travel from
Peshawar come in a fool proof security to the Airport. Access to the BKIA Peshawar
is very difficult so it has its impacts on cargo and passengers flow to the Airport. The
study covers the overall situation of the Airport particularly the attacks it has suffered.
A lot of work has been done on aviation and terrorism. However, none of them
focused on Pakistan or any of its airports. Some newspaper articles exist on the topic
and little work has been done over the Pakistani Airports. Moreover, this study is an
effort to cover all aspects of the attacks and terrorism at BKIA Peshawar. Chaliand
and Blin (2007) have discussed terrorism, the history of terrorism and particularly the
way it is spreading. It also differentiates between the old and new forms of terrorism.
The effects of terrorism are for long time and what happens today has its impacts on
future. The beginning and the recent layer of terrorism are discussed in detail.
Moreover, the literature and history regarding the terrorism and aviation have been
discussed in the coming chapters with detail.
6
Statement of the Problem
Frequent terrorist attacks have affected the aviation industry in Pakistan by
raising fear in the general population who travel by air. This fear has disturbed their
life and routine travelling. It has caused irreparable damage to the economic activities
and given birth to security dilemma. It has also made the passengers to take their
flights from other airports of the country instead of Peshawar and has thus, caused
inconvenience to the people. They are unable to move freely without fear in their own
country. The problem is here, to solve that how the economic and security situation
can be up to the mark and how the inmates and installations of airport can be secure
from terrorists. Terrorists have carried out many attacks on the airports in Pakistan
that have not only created law and order problems but also destroyed the economy of
the country. Due to these attacks flight operations during night time have been
suspended by the airport management and law enforcement agencies at BKIA
Peshawar; with every new incident in the city of Peshawar make the foreign airlines
annoy and they suspend their flights to the provincial metropolis. Why such an
extreme situation aroused in which the airlines have stopped operations from this
Airport and what are it remedies? How airports can be turned into safe places for
passengers specially the tourists?
Significance of the Study
This study is very important in the perspective of prevailing threaten situation
to the overall security, in general, and to the aviation industry, in particular. This
study highlights the existing situation at different airports in Pakistan as well as in the
world. It also highlights the consequences of the terrorist attacks on the important
installations i.e. airports. Airports are important installations and their security is of
7
prime importance for the development of any country. Airports are the gateways to a
country and any untoward incident towards aviation industry can disturb the smooth
functioning of international traffic and the related processes. Bacha Khan
International Airport is the only international airport in Khyber Pakhtunkhwa, there is
no alternate international airport in KP which caters to the needs of this Province. It is
therefore, very important to rebuild the confidence of people by improving the safety
and security situation. This study also covers the reforms and further suggestions in
improving the situation and protection of aviation industry. Moreover, it discusses the
security arrangements of Pakistan in general and at BKIA Peshawar in particular to
the threat level. An overall impact of terrorism on aviation industry in Pakistan is
discussed.
Objectives of the Study
The study is to achieve the following objectives:
1: To bring on record the multifarious objectives of terrorists on attacking airports.
2: To determine the role of government machinery for protection of Airports inmates
and a safe and protected place for passengers, visitors and other installations in the
Airport.
3: To collect accurate data of the losses and impacts on people that the aviation
industry has suffered in terrorist attacks in Pakistan and particularly the Peshawar
airport.
4: To determine and analyze the role of International Civil Aviation Organization
(ICAO) in combating terrorist attacks on airports.
8
5: To develop/suggest a model for implementation to make an academic study of the
subject and put up suggestions and recommendations for the policy making
institutions.
Hypothesis
Terrorism on airport negatively affects aviation industry in terms of socio-
economic, security and tourism.
Research Questions
For the purpose of this research, following questions have been framed
Q-1 What have been the effects of terrorism on the aviation industry?
Q-2 Have the sabotage activities at airports affected the economy of Pakistan?
Q-3 What are the impacts of terrorism on the overall security situation of BKIA
Peshawar?
Q-4 How has a common man suffered from these attacks?
Q-5 How much the socio-political life and tourism in Khyber Pakhtunkhwa have been
affected due to terrorist attacks on BKIA Peshawar?
Q- 6 How much effective are the measures adopted at airports for combating terrorist
attacks?
Methodology
Methodology refers to that how the study can be carried out.
According to the objective of the study mixed method research
paradigm were adopted to complete the study in hand. The
9
qualitative and quantitative paradigms have been applied in this
study.
1- Qualitative tools of data collection
a- Observations
b- In-depth interviews
c- Primary and secondary data
2-Quantitative tools of data collection
a- Questionnaire- based on structure question (closed
questionnaire)
b- Sample size and respondents selection
Purposive sampling has been used in this study. The data was
collected from the relevant people. Two types of questionnaires
were developed one for the passengers who were travelling from
this airport via different airlines and for the staff of different
agencies working at the airport. Moreover, primary and secondary
sources are utilized for the completion of this dissertation. Both of
paradigms are properly justified and the statistical information are
gathered and analyzed quantitatively. Furthermore, theoretical
information has been gathered through qualitative means.
According to the nature of the study the mix-method approached
has been adopted for the completion. Book stalls, libraries are
visited and in-depth interviews are conducted from the concerned
personnel working in the field of aviation industry. Online surfing is
also done to collect relevant data.
10
Scheme of the study
The study is based on seven chapters. The detail of which is as below:
Chapter 1- INTRODUCTION TO THE STUDY
This chapter consists of a brief introduction of the topic, its methodology,
objectives and significance. Terrorism existed in the human history since very long.
Airports are the sensitive installations and any type of incidents in airports damage the
reputation of a country in the comity of nations. BKIA Peshawar is the only
international airport of the Khyber Pakhtunkhwa province. It is also adjacent to the
turbulent region of FATA and targeted by terrorists many times.
Chapter 2- TERRORISM AND INTERNATIONAL CIVIL AVIATION
Terrorism is an old phenomenon. The term terrorism evades an exact
definition because it is defined differently by different states according to their ideals.
Some states consider a kind of act as terrorism but other considers it as freedom
fights. This anomaly exists in the definition of terrorism however no doubt terrorism
is a brutal phenomenon in the history of mankind as well as in the aviation industry.
There are regional, political, economic and religious etc. causes of terrorism. The
history of aviation industry is replete with the terrorist activities throughout the world.
Chapter 3- TERROISM IMPACTS ON THE CIVIL AVIATION INDUSTRY
The scourge of terrorism has affected the Civil Aviation industry of Pakistan
in many aspects. Pakistan is a developing country and any act of terrorism against any
part of the country affects the country in socio-economic, tourism and security. Due to
the 9/11 incident and the aftermath Pakistan is facing all kind of terrorism at it soil.
The most affected province due to terrorism is the Khyber Pakhtunkhwa. It is because
this province is adjacent with FATA and so forth FATA is at border with
11
Afghanistan. The movement of militants to this province is very easy due to the
porous border with Afghanistan. The social life, tourism and economy of this
province have badly affected due to the terrorist incidents at BKIA Peshawar. Due to
the incidents of terrorism at the BKIA Peshawar, the revenue of the airport and the
social life of the people of the province have been affected at large. The flow of the
passengers and visitors has been affected and the psychological burden on the people
of the province increases due to the terrorist incident at this airport.
Chapter 4- INCIDENTS OF TERRORISM AT PAKISTANI
AIRPORTS WITH A FOCUS ON BACHA KHAN INTERNATIONAL
AIRPORT PESHAWAR
Incidents of terrorism that happened in the aviation industry of Pakistan in the
twentieth century and in the start of twenty first century have affected the aviation
industry. The terrorists’ act of the 1978 hijacking of PIA flight, the 1981 hijacking of
another PIA flight lasted for thirteen days and the 1986 Pan Am hijacking happened
in the aviation history of Pakistan. In the recent history, the BKIA Peshawar and the
2014 Jinnah International Airport Karachi (JIAP) Karachi attacks have badly effects
on the aviation industry of Pakistan. A description of the BKIA Peshawar and
different type of terrorist incident happened at the airport have been thoroughly
elaborated.
Chapter 5-INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO)
International Civil Aviation Organization (ICAO) was established in 1947 for
the regulation, reforms and for the development of international civil aviation. ICAO
is a permanent organization of the United Nations that looks after the aviation
industry around the world and lays down the Standards and Recommended Practices
for the international aviation. ICAO consists of assembly, council and secretariat.
12
ICAO pursues the goals and objectives for the safety, security and development of the
aviation industry and other goals set forth by UN for the development of the countries
of the world. ICAO is playing its role in quality control enhancement, development
and supervision but it has to go further for bringing uniformity and equality in the
development of aviation industry and security at gross root level. Terrorism and
modern era cybercrime are great challenges for ICAO.
Chapter 6- ROLE OF ASF AND OTHER LEA’s IN MAINTAINING LAW
AND ORDER SITUATION AT THE AIRPORTS WITH A FOCUS ON BKIA
PESHAWAR
ASF was raised due to the different incidents of hijacking all over the world in
the era of 1960s and 1970s. Ensuring the safety as well as security of the aircraft and
those of the passengers has been the priority of the ICAO. All the member states of
the ICAO were asked for strengthening of their aviation sector against the possible
threats of hijacking and attacks against the aircrafts and airports. Due to the above
threats to the aviation industry the ASF was established in the year 1976 under the
ASF act of 1975 for the protection of airports in Pakistan. The security inside the
premises of the airport is the responsibility of the ASF. However, the responsibility of
security outside the perimeter is that of the Pakistan army and local police. ASF is
responsible for the security of the Civil Aviation installation and over all law and
order situation at the airports. At BKIA Peshawar, ASF is assisted by many agencies
for the smooth functioning at the airports; it includes the local police, army, PAF and
DSG. ASF keep liaison with sister agencies like Civil Aviation Authority,
Immigration, Pakistan Custom, ANF and local police for ensuring the security of the
airport.
13
Chapter 7-RECOMMENDATIONS AND CONCLUSION
Indeed, terrorism against the aviation industry of Pakistan and BKIA
Peshawar has affected this industry in Pakistan. The different attacks against BKIA
Peshawar have disrupted the smooth functioning of the airport, created difficulty for
the passengers and visitors. The security of the airport is stringent but the facilities at
BKIA Peshawar are not up to the international standards. More concentration is the
need of the hour for the consideration of the establishment of a new airport for the
people of Khyber Pakhtunkhwa. Government machinery and ICAO have to play their
role more effectively for the safeguard and development of this industry in Pakistan.
The location of BKIA Peshawar is strategically very important but commercially it is
located near to the turbulent region of FATA and a soft target for terrorist because a
general public place. Modern security equipment and other security measures may be
adopted for the safety and security of this airport in the present environment.
References
Abeyratne, R. (2013). Convention on International Civil Aviation: A Commentary.
Springer International Publishing AG.
Ansari, U. (2014, June 9). Defense News: Pakistan Airport Attack Could Be First of
Many. Retrieved from
http://archive.defencenews.com/article/20140609/DEFREG04/306090018/Analysts-
Pakistan-Airport-Attack-Could-First-Many
Audacious Taliban Attack on Peshawar Airport. (2012, December 16). The Nation
(Karachi, Pakistan). P. 1
A serious view by the Civil Aviation Administration over night time landing. (2015,
February 17). The Daily Mashriq, P. 1
14
Benny, D. (2012). General Aviation Security: Aircraft, Hangers, Fixed-Base
Operations, Flight Schools, and Airports. CRC Press.
Burke, J. (2011). The 9/11 Wars. London: Penguin Books, Pp. 38, 39
Chaliand, G., & Blin, A(Eds). (2007). The History of Terrorism: From Antiquity to al
Qaeda, California: University of California Press, pp. 45- 52
Civil Aviation notice to restrict number of visitors to airports. (2014, June 29). The
Daily Aaj, P. 2
Elias, B. (2009). Airport and Aviation Security: U.S. Policy and Strategy in the Age of
Global Terrorism. CRC Press, Pp. 99-101
Graham, A. (2008). Managing Airports: An International Perspective (3rd ed.),
Oxford: Butterworth-Heinemann, pp. 67- 69
Herman, S. (2011). Taking Liberties: The War on Terror and the Erosion of American
Democracy, New York: Oxford University Press, pp. 15, 16 and 30
Hoffman, B. (1988). Inside Terrorism. New York: Columbia University Press, p. 83
Khan, A. (2014, June 25). Personal interview
Mahajan, V. (2004). History of Modern Europe since 1789. New Delhi: Rajendra
Ravindra Printers (Pvt.), P. 564
Mueller, J. (Ed). (2013). Terrorism since 9/11: The American Cases. Ohio: The Ohio
State University.
Noor, F. (2010). Analyzing the Discourse of the 'War on Terror' and Its Workings of
Power. Human Architecture, Vol. 8 (No. 2, Fall 2010), pp. 55- 58
Shots Fired at PIA Plane near Peshawar Airport. (2014, September 28). The Nation
(Karachi, Pakistan). Retrieved April 16, 2015, from
http://www.highbeam.com/doc/1G1-383969040.html
15
Smith, J. (2005). Why? The Deeper History Behind the September 11th Terrorist
Attack on America. Institute for Economic Democracy
Wilkinson, P., & Jenkins, B. (1999). Aviation terrorism and security. Routledge
Press.
CHAPTER-2
TERRORISM AND INTERNATIONAL CIVIL AVIATION
This chapter consists of the definition of terrorism in general, its history,
causes and measures how to counter terrorism. The evolution of terrorism is
discussed that how terrorism emerges into the human society, what were the main
reasons and causes of terrorism etc. It is very important to know about the basic
reasons of terrorism and how it has been caused. The ways and measures are also
discussed here to know how to counter the acts of terrorism. Moreover, this chapter
also contains the brief of the incidents of terrorism that happened in the history of
International Civil Aviation, to build counter-terrorism strategies for it.
Background of Terrorism
The word terror is derivative of the Latin word terrere, which means, to terrify.
The Webster’s English Dictionary defines terrorism as “violence committed by
groups in order to intimidate population or government into granting their demand”.
Considering terrorism in the context of the word its existence would go as far back as
recorded history itself. Both major religions of the world Islam and Christianity have
16
used terror during their crusades against each other, the assassination of rulers by their
enemies, and the ruthless clamp down of all those who were in support of the rulers
(Wolf & Frankel, 2007). In the 100 A.D a tribe in Israel called the zealot used the
tactics of hit and run in different public places against the roman occupation. In the
same way in Iraq the Assassins in (1100 A.D.) used the tactics of suicide to fight the
Christian Crusaders. In India in (1300 A.D.) the Thuggees used the tactics of
kidnapping the travelers for sacrifice to their Goddess of Terror, Kali. Moreover, in
Spain the Inquisition (1469-1600) used the method of systematized torture, against the
Heretics and the whole medieval era was based on terrorizing the country side
(Furstenberg, 2007). The World War I started due to a Serb terrorist in the year
1914. The rise to power of Hitler's in 1932 involved plans for genocide. Some nations
like Cyprus, Algeria, Ireland, Israel and Tunisia, become republics due to
revolutionary terrorism, and more than a few people would argue that the United
States was founded on terrorism.
The initial day’s terrorism could be known as an ancient form of terrorism,
two major groups were active during this period one is known as Sicarri and the
Assassins. The zealot and Sicarri who were active in the era before the Anno Domini
(A.D) i.e. in the 63 B.C. their aim was to transform the Judea from the province of
Roman to the Jewish state. About at the end of the era of B.C. the Roman position
was going strong and Roman governor was appointed. The governor-imposed taxes
and other stringent measures were taken against the Jews. The Roman emperor even
did not hesitate to use violence/force against the Judea’s (Beckstrom, 2013). The
numbers and power of Roman were more than the Jews but it was the situation that
compelled the Jews to take steps and use terror against the Romans. So, they slew
17
many people who were the supporters of Romans and even committed mass suicide at
the fortress of Masada but they said they would not live under the ruling of Romans.
The Assassins are another terrorist group which was founded by Hassan. I.
Sabah in the city of Qom northern Iran in the year 1080. An assassin was also a pre-
modern terrorist’s organization which was founded for the conversion of masses of
the world to the Ismailism. Ismaili was a small community in Islam and the founder
wanted to convert masses to Ismailism and for that cause, he has come on fire with
the Turkish Empire even and he took terrorists acts as well as guerrilla warfare in
revenge. If one compares it to the contemporary terrorism then it would be quite
evident that the ancient time terrorism was more religious in character and lasted
longer (Taylor, 1988). Analyst refers the Palestinian religious groups organized
attempt against their rivals in 66-73 A.D as of terrorist attacks of ancient times. The
era of modern terrorism that lasted from 1871 to 1960. In this era, the leftist as well as
the right-wing was operative, but in the period before world war first the leftist-wing
was more active and after the world war first most of the operations were conducted
by the right-wing. The leftist was socialist, liking equality and government
intervention was more there (Taillon, 2002). However, the right-wing was pro-free
market, protection of individual liberties and less government intervention. Most of
the time after the world war first the right-wing and nationalist separatist groups were
operative, as it was in the Croatian Ustacha, which received most of the support from
the fascist Italy and Hungry.
Furthermore, Terrorism is not a regional phenomenon but it is an international
issue and exists throughout the world (Laquer, 1977). In India, another group of
terrorists called Thuggees existed from 6th century until the 1800s. In October, every
year they disguise themselves for looting and strangling the wealthy travelers. They
18
were then distributed the money and wealth amongst themselves as well as in the poor
people of the community. This system of Thuggees continued until 1800 century but
in the nineteenth century the British colonial ruler took action against them and got
able to dismantle the terrorist group. It is important to mention here that during the
Middle Ages and in the early eras of modern age. However, it took new dimensions in
the last decade of the eighteenth century. In India, as the Thuggees were using the
tactics of terrorism for looting the travelers in early times for the cause of distributing
money in poor and amongst themselves. With the passage of time the aims and
objectives of terrorist are also changing and with the introduction of aviation
traveling, the terrorist uses this industry too for achieving their aims. Aviation is a
lucrative industry for terrorist because the attacks over it can terrorize the masses
trans-nationally.
In the 18th century France was also gripped in its own economic problems but
the emperor did not heed to the affairs and the situation was going out of control from
his hand with the passage of time, resultantly the guillotine, a symbol of terror started
(Taylor, 2002). The latest form of terrorism is the contemporary terrorism which starts
from 1960 till date. In the later part of the 1960’s the number of terrorist’s groups and
terrorist incidents increased. The incidents of terrorism become more violent during
this stage of terrorism, because the number of injuries and casualties become quite
large. Terrorists are more trained and use the sophisticated weapons. Most of the
weapons are imported in nature and are provided by the opponent groups of the
neighboring countries. Terrorism, after the 1960’s has been viewed and observed in a
quite well-mannered and a great deal of awareness was shown by all the countries of
the world. The incidents happened during and after this period are recorded and
counter measures were also being introduced to cope with the menace of terrorism in
19
a well manner. During the contemporary period the separatists, right-wing and left-
wing all were in operation (Ross, 2006). At the initial stage terrorism was not handled
in its true perspective with the thinking of serious solutions by the majority of the
countries rather the terrorists were harboring by different states for their own national
interests. Ultimately, terrorists formed their sanctuaries in different countries of the
world and threatening the general public as well as the installations of the organized
governments. Since 1968, more than 70 countries have been affected by the scourge
of terrorism and especially by the mass terrorism (Lodhi, 2005).
Terrorists change their targets from time to time and place to place but
aviation industry is such a place which has equal importance for them everywhere in
the world. It is pertinent to mention here that the terrorist started their activities in the
aviation sector from hijacking to the extent of using the aircraft as bomb against other
targets. In this way, the terrorists not only targeted aviation industry but also use it
against other important assets as evident from the terrorist attack of the twin towers in
September 2001.
The terrorist attacks that of 9/11 were of unique nature in the world as the
terrorists first used the aircrafts as bombs for mass destruction which took the lives of
thousands of innocent people. Before 9/11, the victims or casualties in terrorist acts
were in a single or double digit but during the incident of 9/11and after the September
attack the number of victims increased many fold. The present terrorist activities are
still of such nature, they try to inflict more and more destruction and casualties in
order to spread terror in the public.
The concept of terrorism in the present most civilized world that has existed
for around a century has a different connotation. The reason for this, ironic though it
may seem, lies in the fact that nations or societies do not and cannot respond to acts of
20
terrorism in the same way they are being executed. Historically, this was not true and
that is why terrorism in the form known today is only around one hundred years old.
History of terrorism is full with different incidents and the historians are of
different opinion regarding the history/beginning of terrorism. However, some events
can trace us to the era of its time of beginning, Terrorism is a global phenomenon; it
has its roots across the World. Terrorism exists in the history of mankind for
thousands of years (Deutcher, 2009).
Wilkinson & Jenkins (1999) have focused on aviation terrorism specially the
threat and vulnerabilities of aviation industry in the existing threatened situations. The
authors have discussed the potential threat to air cargo and the missile attacks on the
aviation installations. The authors give a thorough detail of the aviation security in the
western countries.
Abeyratne (2013) has discussed the different Conventions made until 2012
and also has a view on the implementation by the International Civil Aviation
Organization (ICAO) on these conventions and other laws. The author has also
examined the morals and ethics of the air navigations. This study also includes the
Chicago Convention and effective measures to make the air journey safe and sound.
Mueller (2013) has descriptively added those terrorist events which go against
the American citizens inside or outside the United States of America. One is the shoes
bomber case in which the bomber failed to detonate in December, 2001 to blow an
aircraft headed to Miami by keeping explosives in his shoes. This book even discusses
in detail about the Islamic extremists who carried attacks on U.S. citizen after 9/11.
In the "Aviation Security Manual" (eighth edition), the security concerns of
airports of the world have been mentioned. It highlights the different measures to be
21
taken for enhancing the security inside the airports. It also discusses about the
provision of latest security equipment for strengthening the security at the airports.
Smith (2005) discusses the background of the September 2001 terrorist attacks
in which four planes were hijacked by the terrorists and then used for hitting the twin
towers. Two of the planes hit the New York, one moved towards Pentagon and the
fourth one crashed in the air. The author also examines the causes of this
unprecedented attack on American soil. The author argues the promotion of economic
justice and giving rights to others can solve the phenomenon of terrorism.
Benny (2012) discusses the physical security system and the equipment for
detection at airports. Emergency responses in the case of need and other regulations
regarding airports have been dealt in detail. The security of general aviation, fuel
storage and aircraft hangers are discussed. Recruitment and transportation of security
requirement are important aspects of the discussion.
Elias (2009) discusses the terrorists’ threats to the Americans before and after
the incident of September 11, 2001 in which the terrorists used the aviation industry
as weapon against the people of United States. The author traces the history of
terrorism involving aviation since the 1960s to present and debate the changes that
have taken place after the 9/11 attacks in the security and other arrangements. It
discusses the persistent threat to airports and the counter policy of U.S.A.
Ansari (2014) has discussed that the Karachi Airport attack was the first of
their initiatives against the aviation industry and government installations after they
have issued their threat warnings. The terrorists used their intelligence very cleverly
by reccying the different aspects of their attacks. They were well equipped; however,
they did not establish their notorious designs.
22
Introduction
The great Prussian philosopher and student of war Karl von Clausewitz said
"Every age has its own kind of war, its own limiting conditions and its own peculiar
preconceptions" (Nardulli, 1982, P. 494). Terrorism is a very old phenomenon and
can be traced back to that of the French Revolution but after the incident of 9/11, it
has regained importance all over the world and can be termed as the ongoing warfare
of this age.
As terrorism has no specific or agreed upon definition because the different
groups and states have different opinion regarding terrorism because one group or
state defines terrorists as freedom fighters whereas the other side had its own
definition. So, it is difficult to draw a line or put up an agreed upon definition to the
term terrorism. The term has been used by revolutionaries to justify their stance of
what they think of economic and political injustice, rebels think it as to throw off the
exploitative ruler that are oppressors and the religious groups give their own reasons
of persecuting. The terrorist does not use the term for themselves because they call
themselves the freedom fighters. Here we have the example of PLO Palestine
Liberation Organization, which call themselves as the freedom fighters while on the
other hand the Israel and United States of America called them as terrorists. In such a
manner the Palestine and the Arab world called the Israel as a terrorist state. The head
of the Palestine Liberation Organization in 1974 addressed to the United Nations
expressly called the Israel and U.S.A as the master minding states of terrorists’
attacks. Moreover, Yasir Arafat said that the difference between a revolutionary and
terrorist lies in the reason for which each fight. He added that a person fighting for the
freedom and liberation of his homeland cannot be called a terrorist (Whittaker, 2001).
23
It is also important to note that the first empire of Mesopotamian the Sargon of
Akkad was brought on the basis of terror. They break the will of the people by the use
of power and subjected them to the ruler. In the same ways Mongols and Tamerlane
used terror for allegiance and were able to get their desired objectives. It is important
here to note that terrorism is not a narrow phenomenon it basically exists since the
inception of human society. In broad spectrum it is a very old phenomenon and it was
during the French revolution that it has been used in modern era in the mid of
twentieth century (Chaliand & Blin 2007).
Terrorist tries to get the sympathies of the public by disguising themselves as
the custodian of social, economic and religious norms and fight against any
oppression or threat to these norms or other values. They describe themselves as
national liberation movement or fighters against any kind of oppression to their
interests. On the one hand they call themselves as freedom fighters and on the other
hand the state or government differentiates between the terrorists and freedom
fighters. The boundary between the two is blurred and it is difficult at some times to
differentiate the two. But still the fundamental differences are there and the two terms
are having quite separate meaning from each other (Netanyaha, 1981).
Terrorism was explicitly used during the French revolution as a political term,
in mid of the twentieth century the term was used in the European continent. In the
1972 when Olympics were held in Munich and a Palestinian group kidnapped the
Israeli athletes for political purpose, was an act of terrorism (Bovard, 2003).
The term international terrorism came into use in the politics, after the
hijacking of several Western airlines aircrafts by the Palestinians in the era of 1970
and thus the term international terrorism has come into use (Halliday, 1993). The
aviation industry is an important installation and the attacks of terrorists on it
24
recognized them for trans-national terrorism. In this way, the terrorists tried to hit this
industry in one or the other way for accomplishing their aims. The important of this
installation is also beneficial for terrorists because the news of terrorist attacks on
airports spreads all over the world in a little time.
It was in July, 1968 when three individuals of Palestinian Popular Front for the
Liberation of Palestine (PFLP) hijacked an Israeli commercial aircraft EL AL that was
destined from Tel Aviv to Rome. These were the incidents which termed terrorism as
“international terrorism” (Hoffman, 2006, Pp. 63-65).
The term has become “international terrorism” because it has transcended the
boundaries of one country and its victims, targets and location of incident involve
more than one country. The phenomenon of international terrorism became familiar in
the last quarter of the 20th century (Roskin and Berry, 2009)
Terrorism over the years has developed into a complex phenomenon and is a
challenge that is being faced by the governments and the policy makers all over the
world. The causes of terrorism cannot be traced back to any specific reason. This
phenomenon can occur in any country at any time and may originate from different
groups and for different reasons. Consequently, Pakistan cannot remain oblivious of
the happening around the globe and especially because of its role as a front-line state
in war against terrorism.
The challenges and threat of terrorism remains ever-present for any country
even though it may be dormant at certain period in time. Pakistan is equally
susceptible to this menace. We should debate on both external as well as internal
dimensions of the problem, concurrently discussing the ostensible as well as ulterior
aspects of each factor. For countering any danger, Pakistan has to assess the danger in
25
all its prone and cone to produce an appropriate response, and this is also necessary
for sustainable security atmosphere of Pakistan.
Definition of terrorism
Terrorism is neither a new strategy nor a new doctrine but it existed in the past
also. However, the improved communication systems have enlarged its scope and
extent. Terrorism used by an individual or a group differs in objective from the
terrorism used by the state against her own people. Since contemporary terrorism is
the strategy or weapon of the weak, therefore, terrorists are not the part of modern
armies.
The common understanding in the world is that defining terrorism is essential
but also impossible. This is probably why there is no one universally accepted
definition. A few of the more preferred definitions at present are as follows:
Terrorism creates a sense of fear in an organized manner in population and
Terrorism “needs and is aimed at audience” (Russet, 1981). The word terrorism defies
an exact definition, difference of opinion exists on the word terrorism, and there are
about hundred definitions of the word terrorism (Deutcher, 2009).
“Terrorism is the use or threat of extraordinary political violence to induce
fear, anxiety or alarm in a target audience wider than the immediate symbolic victims.
Terrorism is violence for political effect as opposed to military impact” (Walker,
2010, P.1395). In another definition M. Crenshaw, defined terrorism, “Terrorism is
characterized as a series of individual acts of extraordinary and intolerable violence, a
constant pattern of symbolic or representative selection and is deliberately intended to
create a psychological effect on specific groups of people” (Taylor, 2002, P. 10).
26
Although it is difficult to define terrorism in a clear cut and agreed form but
here are few of its characteristics which make it distinguishable from all other forms
of violence. It inspires terror in the target audience by killing or destroying the
innocent and secondary targets. Moreover, terrorist do not have enough power to
topple or challenge the power that they thought their enemies. However, they are
unlike guerilla warfare use tactics to threaten the population because they have less
manpower and resources. Furthermore, they do not have a central command system
because they are decentralized and having their leaders but they are always working
in small groups or even in some instances in a bit larger. Terrorists target that place
which has media coverage and create more sensationalism in the masses in order to
get their desired aim of terrorizing the general public at large.
“Terrorism is a politically motivated violence perpetrated against non-
combatant targets by sub- national groups or clandestine agents, usually intended to
influence an audience”. Terrorism has been defined differently by different states and
organizations but terrorism has almost the same basics and criteria anywhere in the
world. The criteria and those basics differentiate it from other form of violence. The
three key criteria for the distinction are that it is politically motivated act, violence is
primarily directed to the non-combatants and the clandestine agents or sub national
groups commit terrorist attacks (Indian Journal of Psychiatry, 2004).
Psychological study of terrorism explains that terrorism is proposed to form
an environment of fear and worry in the mind of individual. Such like situation of fear
and worry are for establishing terror in large audience who may have no affiliation
with the sufferers (Kaplan, 1981). Terrorism also leaves a psychological impact on the
masses. Therefore, some historian has also defined terrorism in the psychological
perspective, as it is defined in the U.S department of State’s that “putting the public or
27
any section of the public in fear and even in the British legal definition of 1974 is
about to the psychological effect of this kind of warfare” (Chaliand & Blin 2007, Pp.
31-32).
Here the important definitive characteristics that make an act of terrorism are:
a. This is an act that is aimed for the destruction even it is being performed by an
individual or by a group of persons but not on the behalf of an established
government or otherwise.
b. This is another type of act which aims at destruction being performed to
recompense a real or unreal injustice.
c. This type of act is aimed at a recognized rule, and it is deemed to be the reason
of the unfairness.
The absence of the above-mentioned characteristics in any item of devastation
of individuals or stuff is not to be treated as terrorism. But simply it is an act of war,
an internal policy or a crime of the law of the land, arson, etc. because:
a. Any act that bring destruction on the part of the people or property is caused
unintentionally, is not an act of terrorism.
b. In another place if such demolition of individuals or stuff is happening by or
on behalf of a recognized government against another state, so it may be
treated as a war, not terrorism.
c. Such like if devastation or demolition of individuals or stuff is carried out by
or on behalf of a recognized government in its own country and against its
own people may be termed as a planned matter of policy, not terrorism.
d. And if demolition of individuals or stuff is if not planned against a recognized
government, but is aimed at a private individual or group, it may be treated as
a breach of the local law of the land, not terrorism.
28
Causes, Categories and types of terrorism
The reasons of terrorism are also of varied nature as the types of people who
pledge terrorist attacks. Terrorists frequently switch over to different terrorist act
because they think that they have utilized all other options for legitimate religious or
political change and have no other option to bring appreciation to their cause and
change to the society they live in. Main causes behind such acts are:
a. Regional Crises. Crises like Kashmir and Palestine are the major regional
issues which require just and peaceful solution according to the wishes of the
people of both the states and Resolutions of the United Nations General
Assembly. These unresolved international issues are the major sources of
causing sense of deprivation and frustration of the people of both the states
which ultimately resulting in extremism in these regions of the Islamic world
(Mirza, 1994). It is the prime responsibility of the United Nation Organization
to take concrete steps for the peaceful and just solution of these problems. A
dream of the peaceful world is impossible till the time a peaceful and just
solution of both these unresolved issues lying on the agenda of the United
Nation is sought by the comity of nations.
b. Political Oppression/ Injustice. Political oppression becomes an emerging
cause of terrorism in the recent history. With the restoration of democracy,
political ambitions of the people have risen significantly but there is evidence
where these ambitions were not allowed to get revealed and given rise to
terrorist violence for ventilating their feelings (Merkl, 1986). Lack of political
stability and intolerance of an opposition are reason for political terrorism in
one shape or another.
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c. Religious Intolerance. Some individuals do not accept interference in their
religious freedom and if someone interferes with their faith or ideology it leads
the situation to ferocity. Most of the religious groups have grievances against
present government for their support to international coalition against Al
Qaida (Hoffman & McCormick, 2004).
d. Economic Deprivation. In the economic deprivation the main reasons are the
economic inequality and discrimination.
e. Regional Disparities. Concentration of wealth and economic resources in a
specific area and to keep the rest of the places at disparities that creates hatred
in the public of deprived community and may lead to terrorism acts
(Naughton, 2008).
f. Foreign Support. It is another important reason behind terrorism in the
world. This is a purpose of weakening the bond of unity between the people
and with the community of nations. In penetrable borders this task is very easy
for inculcating terrorist acts.
g. Sectarian Violence. Shia Sunni targeted killings and religious intolerance is
the main cause for sectarian violence.
Categories of Terrorism
Terrorism can be categorized as under:
a. Disruptive Terrorism: - The act of terrorism which causes disruption in the
institutional structure of a society may be termed as disruptive terrorism. The
objects of disruptive terrorism may be to publicize the movement supported by
terrorist, to build up the morale of the people and organizations supports the
movement. To discredit and demoralize the established authority by various
means and to provoke the established authority into taking harsh and
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repressive measures leading to a rising spiral of official expenditure in arms,
lives, and money etc. and finally resulting in a public clamor for the
abandonment of such an action.
b. Coercive Terrorism. The terrorism acts which are generated to change the
beliefs, opinions and normal practices of a society may be termed as coercive
terrorism. The objects of coercive terrorism are to deflate the civilian and to
create misconception between government and its people. It also inculcates the
revolutionary movement to fear the civil population.
Types of Terrorism
Modern terrorism has assumed many dimensions and gained a wide scope of
activity. Terrorism threats can be divided as under: -
a. Indigenous terrorism. The terrorist operations are restricted to the
geographical boundaries of a country although these internal terrorist
organizations may be obtaining external aid in terms of money and material.
The internal terrorism threats may be in the following forms: -
(1) Subversion. It is achieved by the use of subversive violence. “It is the
undermining or detachment of the loyalties of significant political and social
groups within the victimized state, and their transference, under ideal
conditions, to the symbols and institutions of the aggressor” (Blackstock,
1964, P. 56).
(2) Infiltration. The terrorist may infiltrate in government organizations for
assisting neo- anarchist elements. Infiltration may be physically by the
terrorists as in the case of Jinnah International Airport Karachi attack in which
the terrorist physically infiltrated and put huge losses to the aviation security.
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(3) Indoctrination. To obtain the popular support
from the masses.
(4) Agitation. The terrorist may carry out a politically motivated agitation.
(5) Propaganda. Terrorist may carryout propaganda against the government. In
case of the Peshawar airport attack in 2012 the terrorists were propagating that
their men have entered the premises of the airport boundary and are fighting
the security forces. However, in reality during that attack a single terrorist did
not able to get enter into the boundary wall but they were spreading the news
through propaganda via different media for demoralizing the security forces.
(6) Violence. The use of violence on a broad front may be employed to
accomplish the disintegration of the existing order. The violent means adopted
in this context could be selective like assassination, hijacking, kidnapping,
sabotage or robbery etc. or it could be indiscriminate like street shooting.
b. Individual or Group Terrorism. It is the use of calculated subversive
violence and intimidation by an individual or a group in furtherance of
political, racial or religious aims or monetary or material gains against the
target government, state or authority.
c. Nationalist Terrorism. “Nationalist terrorists seek to form a separate state for
their own national group, often by drawing attention to a fight for "national
liberation" that they think the world has ignored” (Kawilarang, 2004).Example
is the Irish Republican Army.
d. Religious Terrorism. In Religious terrorism the terrorist pursues the use of
violence for spiritual purposes. Frequently, in such type terrorism major
enemy is attempted for a speedy result. Al-Qaeda, Hamas, the Israeli
extremists Baruch Goldstein, is the examples.
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e. State Terrorism. It is an act of violence and repression by the instruments of
the state against its own people struggling for political, social or economic
emancipation or struggling to throw off a racist, colonial or an alien regime.
f. State-sponsored Terrorism. State-sponsored terrorist groups are those which
are intentionally carried out by radical states as a tool of their foreign policy or
for waging covertly war, by the use of proxy warriors or guns for hire
(Michael, 2007). Indian sponsored Tamil Terrorist in Sri Lanka during the
early 90s was a classic example.
g. International Terrorism. Two or more terrorist organization from different
countries may cooperate in the use of violence for the furtherance of their
specific aims which may be common to the participating terrorist groups or the
cooperation may be the result of some alliance for mutual assistance. The
record of international terrorism provides many examples of cooperation
among terrorist groups which may be in any of the following forms:
(1) Direct Cooperation. Direct co-operation may be in the form of: -
(a) Financial Support. It may be in the form of equipment, arms, manpower or
information about the target etc.
(b) Technical Support. It may be in the form of equipment, arms, manpower or
information about the target etc.
(c) Training Facilities. The terrorist training camps in geographical area may
provide training facilities to the members of other groups.
(2) Indirect Cooperation. The present-day communication facilities and media
coverage, also aids indirect cooperation among various groups. This indirect
cooperation may cover the following aspects: -
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(a) Techniques. The terrorist’s groups may adopt common procedures /
techniques of attacks, or they may help each other in evolving new techniques.
(b) Targets. They may select targets which may evolve common policies /
attitudes.
(3) Transnational Terrorism. It occurs when an organization commits acts of
terrorism outside its country of origin either against its own nationals and
institutions or against those of another state. These acts of terrorism may be
initiated by terrorist group or by a state.
Objectives of Terrorism
Propaganda is that tool of terrorism which is widely used to advertise a
movement and its cause, to stimulate supporters and followers to further acts of
terrorism and insurgency. Furthermore, in propaganda objectives of an organized
terrorist movement is to get publicity by media coverage, for getting the short term
relieve such as release of fellow terrorists from jail, payment of ransom or change in
government policies. Moreover, it is also used for taking revenge of the death of their
other terrorist fellows and employs terrorism as a catalyst to deliberately arouse
government repression, reprisals and counter-terrorism to militarizing a political
situation, leading to alienation of masses from the government. Such like situation is
the main reason for the down fall a feeble Government. Furthermore, acts of violence
and coercion to accomplish an anticipated social, political, or religious outcome, and
insurgency support.
Types of Terrorist Groups/ Organizations, Selection of Terrorism Targets and Categories of Terrorism Targets
Ethnic, Religious and Multinational Groups: Ethnic groups are formed by a
community of people who vary in language race or color or in national, religious or
34
cultural origins from the main group, that is commonly form the majority in a living
space.
Anarchist Groups. Anarchism (from the Greek, “without govt.”) is a political
ideology based on the belief that govt. is bad and unnecessary. Anarchists advocate a
society organized by free association, in which cooperation would take the place of
compulsion and competition.
Pathological Group/Individuals. In the modern society, crime sponsoring groups
are usually very well organized and the mafias have the patronage of influential
people. “Well established groups have an internal structure that provides stability for
interaction among members, who tend to enact particular roles, to perform specific
functions, to communicate more often with certain other members, and to form
subgroups and cliques” (Grolier, 1997, P. 376). In order to carry on their sinister
activities, such groups spread fear and terror in the society so that the law enforcing
agencies do not think of interfering with their activities. In a terror-stricken society,
these pathological groups prosper (Kelly, 1999).
Neo-Fascists and Extreme Right-Wing Groups. All fascists’ movements aim for
the enhancement of it position relating to other powers either at sweeping change or
stately growth. More stress is placed on the visual appealing and spiritual aspects.
Ideological Mercenaries. An ideology is that method of societal or dogmatic
attitude in which real-world fundamentals are as important as imaginary ones.
Indigenously Supported. A campaign has to be indigenous to be successful in
shortest possible time. The direction, conduct and execution have to be from within
and in line with the interest of the local population.
35
Selection of Terrorism Targets
The basic criteria for selection of targets are the attachment of some sort of physical
or institutional value with the likely targets in all kind of terrorist activities either it is
against the aviation industry or against some other targets. The value can be of the
following types: -
a. Symbolic Value. The attacks by the terrorists on the institutional structure of the
government symbolize their power. In other words, the government’s
helplessness to protect its institutions demonstrates the strength of the terrorists.
The terrorists try to use the fire power or other tactics for taking a successful
attack. For example, the Taliban attack on the Kabul International Airport in
2015 and in 2011 the suicide bomber blew himself in the international arrival of
Moscow airport. Such like attack on the airports and other government
installations are creating a bad effect on the security situation of a country.
b. Propaganda Value. Modern terrorism is inextricably linked to advanced
telecommunications and the terrorists seek media coverage. Their choice of
target often assures them extensive coverage by national and international
media. In terrorism, the publicity factor is quite important if there is no publicity
or media coverage then there are less chances of terrorism but in those places
where the coverage and publicity is more terrorist try to choose it. Airport and
aviation sector has a lot of importance in this era of globalization. In case of
hijacking or physical assault at airports can give terrorist a speedy coverage
which they want.
c. Success Potential. The terrorist would prefer to attack such soft targets which
provide maximum opportunity of success. Airports are public places and access
to it is easy for a common man. In the present security situation, all other areas
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of forces are difficult to approach but airports are soft targets in a sense because
it can be used by anyone. The different attacks on Pakistan aviation industry is
also because of the above reason.
d. Softness. It implies selection of the targets which are vulnerable pressure points
of the government or the choke points of the society. All sabotage prone targets
like railway lines tracks, gas supply lines, airports, water supply systems and
electrical power system etc. are examples. Airports are the most important
places in the sense that most of the elite and dignitaries are travelling from
airports.
Categories of Terrorism Targets
All the terrorist targets fall under three categories: -
a. Selective or Premeditated Targets. The category of targets could also be
categorized as targets causing national disruption to lesser or greater extent but
do not involve acts of mass destruction since the targets under this category are
chosen deliberately. Following are some examples of this category of targets are
Assassination, Kidnapping, Sabotage, Explosive/ Incendiary Attacks and
Robbery.
b. Indiscriminate Targets. The targets under this category may also involve acts
of mass destruction. The following are some of the targets under this category-
Bomb Attacks and Street Shooting.
c. Opportunity Targets. One type of opportunity target occurs out of situational
compulsions like “robbery targets” perforce converted into “hostage barricade”
situation. The second type of such opportunity targets are those which are
attacked by terrorists without much pre-planning and become prone to attack
37
due to weaknesses in security barriers. For example, incursion into a sensitive
government building on availability of opportunity due to relax security
arrangements or absence of armed security guards.
Counter Terrorism Measures to protect airports
There are two types of counter terrorism measures which can be adopted: -
a. General Purpose Measures. The measures which are adopted during the
preventive phase of counter terrorism have general examples, i.e. screening of
passengers and their baggage at airports, use of fences and boundary wall,
deployment of trained security guards, establishment of Intruder Alarm system
and use of CCTV cameras etc. to prevent or to at least handicap terrorists are
general purpose measures. When the likely targets are numerous, the protective
systems and devices must be so devised that they are economical in effort and
cost. In aviation industry, the general-purpose measures are basically defensive
and for the creation of deterrence. For example, double gate entry system and
many layers of security deployment to cope with any incident. Moreover, rising
of wall and fences around the perimeter supported by a ditch all along with the
fence or wall for the security of apron. In Pakistan airports are protected by
fence or wall and ditches all along the perimeter with patrolling of troops and
static posts. In few airports intruder alarm system has also been installed for
better ensuring better security.
b. Multi-Purpose System. It should be preferred to a single purpose
system. For example, a single purpose detector at each airport should not be
preferred over a device that could with moderate reliability, detect a wide
variety of poisons, explosive, drugs, weapons etc. new screening machine have
been in use in developed country with multi-purpose objective. These machines
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have the capability of detecting arms, explosives, narcotics and other contra
band items. Moreover, this equipment exists in Pakistan few airports but is not
available at all airports. The author observes that these machines may be
provided at all airports with trained staff for ensuring a better and uniform
security throughout the country. Furthermore, restorative measures are also a
kind counter terrorism measure, normally associated with natural disasters and
calamities. Such services which already exist may prove less costly and
therefore, should be considered for use in counter terrorism. Special measures
are another form applicable in control and containment phases of terrorism
because these have to be tailored in response to the threat. For example, if it
becomes apparent that a terrorist was incredibly threatening to use snake venom,
the availability of an antidote becomes crucial.
Application of Counter Terrorism Measures
The basic means of applying counter terrorism measures are the intelligence
operations, military operations, police actions; psychological approach, medical aid
and behavioral science etc. terrorism should be regarded primarily as a strategic
problem. It would necessitate viable and pragmatic national policy which should
encompass a wide range of social, economic, political and military measures.
a. Policy. Consistent policy by the government which is ought to be expressed by
the leadership in unambiguous terms. Such declaration be aimed at own
population, the terrorist and international community.
b. Strategy. Active strategy formulated for the prevention, pre-emption and
retaliation to deter future attacks. This would imply measures to first prevent
(by removing the causes and projecting an effective deterrence), to pre-empt
(through effective intelligence system) and lastly to retaliate with an efficient
39
armed instrument. Some of these measures are: removing economic
deprivation/disparity and provision of jobs to youth, creating a central crisis
management organization at national level rep by all concerned departments
(including military and political). Moreover, the creation of a full-time counter
terrorist organization with highly skilled manpower consisting of military,
police, intelligence, psycho- analytic and media persons. Furthermore,
establishment of a central intelligence organization based on proper coordinating
efforts of all intelligence agencies. Ensuring concerted efforts and coop by
media by toning down media coverage without sensationalizing an activity and
better cooperation at international level for exchange of information.
Furthermore, revamping police, Pakistan Air Force and Airport Security Force
structure duly backed up by highly efficient and well-equipped anti- terrorist
force. For better results award of economic incentives for security staff,
lucrative monetary awards for those who assist in identifying and capture of
terrorists and integration of population within the overall strategic response.
Stringent legislation may be adopted against possible possession of arms or
capturing/ recovering of arms at the airports.
Counter- terrorism efforts
If terrorism exists in the world then there will also be a reaction to terrorism,
which will be in the shape of war against terror and counter terrorism measures. Many
attempts have been made so far to establish a well and coherent system to fight
against terrorism. One of the first important efforts was that in 1937 conference, held
in Geneva in which 24 countries signed the anti-terrorism convention under the
League of Nations (Zimmermann, 2006).
40
But here it is very important to mention that an act of terrorism either it is
smaller or huge but it has some of its background. It does not evolve itself but rather it
has some grievances behind such crime and to address the problems. In 1980s the
United States of America took place a violent attack against Nicaragua and killed tens
of thousands of people. World public opinion were against the United States of
America but U.S.A was adamant to it behavior and destroyed that country.
Resultantly, the Nicaragua went to the World court, Security Council and lastly to the
general assembly but in vain. The voice of the Nicaraguan government was heard
anywhere in the internal bodies they were helpless, so what is then left with them for
retaliation? If the U.S.A has some reservations against the Nicaragua it can adopt the
lawful way but rather it uses the unlawful measures and implemented war on the other
country, which can be termed as an international terrorism on the part of America
(Chomsky, 2001). This means that in most of the cases the depressed and smaller
groups or countries people resort to terrorism or other such like measures against the
oppressors.
For such like terrorism, the whole world community is responsible because in
one or the other way they are not fulfilling their duties and obligations which
ultimately resulting in provoking the sentiments of the aggrieved people for resorting
to terrorists’ activities. The big states in most of their reactions are not justifiable and
did not get the resource persons from their targeted area which discredits their attacks
against the foreign states. The big and powerful states consider mostly for their
domestic problems or attacks the foreign states elements that are not true in most of
the cases. Again, the print and electronic media is mostly dominated by the powerful
states which highlight their own positive matters and the negative side of the other
states, so that to get the public opinion in their favor. Such acts on part of the
41
powerful states are viewed seriously by the effected states and the repercussions come
in one or the other form from their side too.
It was after 9/11 attacks that the United States of America demanded Pakistan
to cut off aid to the people of Afghanistan. As Afghanistan was nourishing terrorist
elements and U.S.A wanted to pressurize Taliban and to isolate them. Afghanistan is
a land lock country and most of the supply takes place from Pakistan via Torkham. By
cutting supply to Afghanistan would have led to drought in the country and might lead
to the death of millions of innocent people because all of them were not terrorists.
Such stringent move against a country can compel its people to act in retaliation as
much as they can do, even they can resort to suicides and other terrorists act to get
revenge (The New York Time, September 16, 2001).
The term war on terror is not a new phenomenon it exists even the era of
Reagan administration at that time Soviet Union was a severe threat to the west and
the U.S.A itself gives a boom to the international terrorism. The organized campaign
on the part of U.S.A faced condemnation from the World court but U.S.A did not
heed to anything and moved on wards by backing its supporters throughout the world.
Since long no change in the policies and goals of U.S.A are observed but it is only the
tactics that are changing (Chomsky, 2001).
Transportation Security Administration (TSA) was formed in 2001 after the
9/11 terrorist attacks on the United States of America. TSA came into being during
the 107th congress on November 19, 2001. It was the Federal Aviation Administration
(FAA) that was responsible for the aviation security and air cargo prior to TSA. TSA
is basically an advanced form of the FAA because most of the items were derived
from the FAA. TSA installed the latest equipment for the detection of passengers and
their baggage’s from explosives and other prohibited goods. There are transportations
42
security officers who are deployed at 450 airports in USA. The primary responsibility
of the TSA is to monitor the security at ground level and forbid carrying of any
dangerous good to the sterile area of the airports. It was not only 9/11 incident which
fulfill the nefarious designs of the terrorist but the aviation industry is still a luxurious
spot for them to topple the economy of the United States of America and create a
wave of terror in the American citizens (Gonya, 2010).
The first hijacking in the history of aviation can be traced back to that of 21
February 1931 that took place in Peru. It was the first recorded hijacking in the history
of world. That lead, to the creation of an important association i.e. Transportation
Security Association (TSA). The importance and consideration of a structure like
TSA was realized in 1931 due to the above-mentioned hijacking. It compelled the
American to review their security system at gross roots level. With the passage of
time the incidents of hijacking in aviation industry become increased, the quarrel and
unauthorized possession of weapons during flight was also observed. Due to
unsatisfactory security measures the incident of December 1988 that of pan American
103 in route New York, in which 270 people died. In 1994 Ramzi Yousef carried a
test on Philippine airline by passing an Improvised Explosive Device (IED). The IED
detonated and killed one passenger. However, Yousef was not only captured but
Bojinka plot was also disclosed, in which they had planned to bomb 12 US aircraft
over Pacific Ocean. With knowing this plot the security system in the USA was
upgraded and the manual and X-ray checking was enhanced. Then after the 9/11
incident the situations took a U-turn and strict security measures were adopted
throughout the world in aviation industry (Backer, 2015).
Surveillance missions by terrorists conducted even after such tight security
arrangements by the aviation industry. In almost all hijacking and attacks against the
43
aviation industry the use of surveillance is the top priority of the terrorists (Hoffman,
2007).
Aviation security is a complex task, in the 1990’s efforts were made to protect
the aviation industry against the scourge of terrorism and provide the level of safety to
commercial and other type of aviation but the unfortunate incident of 9/11 still took
place. In which only the world trade center destruction caused an economic collapse
of $70b and the total cost that happened due to the 9/11 attack was about $100b
(George & Watford, 2007).
When the term terrorism exists; there must be the term counter terrorism that
well defines the ways and technique how to prevent the occurrence of such incidents
in future. It is actually a disciplined which predicts us about the future of such terrorist
mind sets. It is in a way like every action is there a reaction but opposite in direction.
Moreover, it’s given the sense of speculation to about the forthcoming threats and
knows how about it prevention. Counter terrorism practitioners are actually trying to
predict the future and attempt to change it.
Counter terrorism asses the future of terrorist attacks by keeping in view the
past attacks, case studies, observations and precautionary necessary future planning.
Although, apparently counter terrorism seems to arose after 9/11 2001 but actually its
beginning can be traced back to that of 1970s by the first real recognition of terrorist’s
threats by American national security establishment. Moreover, in 1980s and 1990s
the terrorist activities further enhanced the role and development of counter terrorism.
It was in 1972 the president Nixon who clearly given the outline and counter terrorism
tools. Terrorism and counter terrorism goes hand in hand. But it is evident that it
comes in its real shape after the 9/11 incident, when the whole world was shaken and
alarmed by the terrorists’ attacks that hit the United States of America. It was these
44
attacks which become a driving force behind the America’s national policy (Mueller,
2005). Furthermore, it not only revolutionized the American policy but around the
globe most of the countries prepared plan of their future strategies in order how to
face the menace of terrorism and the ways to root it out from the national and
international communities.
It was the terrorist incidents throughout the world which leads to the creation
of counterterrorism departments in different countries respective the need of their
requirements. This mainly happened in the results of the 1960s decade of terrorist
incidents, which even internationalized the term terrorism. The hijacking of planes by
some of the Palestine groups created a wave of terror in the world. It and some other
events compelled the leaders of the world to review their security system from all
dimensions. It was in 2003 that the United States of America introduced its homeland
security system to fight the terrorism inside their country. In such a way, other
countries also viewed the situation very seriously and introduced new techniques to
protect their homeland from the scourge of terrorism (Alexander & Kraft, 2008).
State level terrorism has suffered the lives of humans for the last five
centuries. In early stage it was used in order to get the allegiance to newly formed
states. All over the world i.e. in America, Africa, Asia and Middle East etc. many
people have suffered and even generations have been made to suffer due to the
terrorism. Furthermore, in the twentieth century the introduction of modern state
system suffered millions of people due to state terrorism (Rummel, 1994). It is
important to point out here that the number of casualties occurred due to state
sponsored terrorism are quite large in number than that occurred due to non-state
actors or insurgents. But it’s another thing that people do not give more attention to
the terrorism that has faced by the humanity due to state sponsored terrorism.
45
Although, both types of these terrorism are destructive for human generation and its
effects are to be noticed for a long time (Jackson, 2008).
It is not only a group of people which through their organized efforts create
the wave of terrorism, states are also involved in inciting terrorism by some deliberate
threats or act of violence and thus induce fear in some target groups or desired people.
It is that act which differentiates the state terrorism from the other forms of state
repression. It is a question mark for scholars and human rights activists that such act
of state terrorism is a form of terrorism or otherwise (Jackson, Murphy and Poynting,
2010).
This shows that terrorism is not a local phenomenon but it is global
phenomenon and a single event that takes place in one place of the world has its
impacts on the other parts of the world. The waves of terrorism in the twentieth and
twenty first century alarmed the states of the world either it was in one or the other
form but certainly it has created panic in the society of the world. It was not only
containing to the west or east but almost every region of the globe has been affected
by the scourge of terrorism. Asia is also among those continents which have been hit
by the wave of terrorism. It was basically after the Afghan war which brought and
sows the seed of terrorism in this region. The cold war although brought to an end
with the disintegration of United Soviet Socialist Republic but the central and south
Asian region become hot zone between the big powers: they brought their cold war as
hot war for the people of this region.
Pakistan also got involved in these situations due to one or the other reasons.
However, after joining hands with the USA in the Afghan war against the USSR
Pakistan is facing the consequences of terrorism. Pakistan is badly hit by the guerrilla
war and other attacks by terrorist elements from across Afghanistan and Federally
46
Administered Tribal Areas (FATA). Pakistan changing policies against Afghanistan
and neighboring countries brought us in position that now Pakistan is amongst those
countries which are badly damaged by the terrorist incidents. The coalition of
Pakistan as a non-NATO ally in the 9/11 aftermath has further deteriorated the
unstable situation of Pakistan. Due to which Pakistan has to fight a war against its
own people in the FATA region. Pakistan has lost billions of dollars on this war but
still attacks are going against the law enforcement agencies and other soft targets. In
the war against terror Pakistan was given aid but Pakistan has spent many folds on
fight against terror. These terrorist attacks brought our economy to the low ebb and
foreign investment has become minimum because the uncertain situations. Attacks on
foreign investors in different areas of Pakistan have created a wave of terror in the
foreigners and they are mostly reluctant to come to our country. We are still in a state
of war, although the situation has become quite peaceful after the successes in
operation zarb.i.azab launched by the Pakistan army. However, the possibility of
terrorists’ attacks cannot be ruled out. It means that the law and order situation has
improved a lot but still it is not the ideal situation. Therefore, there is still a dire need
of taking more effective measures to counter the terrorism menace and its routes to
eliminate the terrorists as well as their hide outs and financial supporters.
History of Aviation terrorism
In the year 1975 LaGuardia Airport bombing took place claiming the lives of
11 people and injured 74. After 1927 it was the first horrific action by non-state actors
on the American soil. The terminal building of LaGuardia Airport was on fire that last
for few hours. The blast created a large hole in the concrete ceiling of the baggage
reclaims area. Other airports of the United States of America received threats warning
47
from different non- state groups and thus created a wave of terror in the people of that
country. This was a big event in the history of United States of America because such
attack in the sterile area-which is a very sensitive area of the airport, is quite alarming
for such a technologically advanced country (Duschjr, 2009). Again in 1976 a group
of terrorists hijacked an aircraft from LaGuardia Airport to Chicago; during the
hijacking it was also revealed that a bomb has also been planted at the airport terminal
building. However, the bomb was recovered from the building and the hijackers were
arrested as the flight arrived in Paris.
It was in 1985 that Civil Aviation industry again faced with one of the
bloodied terrorist attack. On June 22, 1985 a bomb has been exploded in Narita
Airport, previously known as New Tokyo International Airport, Japan in the baggage
of a Sikh passenger. It was exploded on the ground in the airport terminal building
and left two people dead while four other were injured. The dead injured were the
baggage attendees’ who were to collect the held baggage and to move then onward to
the aircraft. It was about 0600 GMT that the explosion occurred and after a while a
second blast occurred in the flight of air India flight no-182 at the west coast of
Ireland 329 people, were died, none of the on-board people survived (Sloan &
Anderson, 2009). It was deemed that the explosion that took place in the luggage of a
Sikh that exploded on ground in the Narita airport was also planned for air India flight
no. 301, Which was destined to Bangkok, Thailand. However, fortunately that bomb
exploded before it reached to its target; otherwise it could have also claimed the lives
of 177 people that were booked on the above said flight. Although the bombing was
planned for Air India flight but the terrorist used the land of Japan and targeted the
planes. This was one of the bloodiest incidents that the history witnessed in the past.
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In the same year 1985 two other terrorists’ attacks were carried out by the
terrorists against the aviation industry in Rome and at Vienna Airport. Four terrorists
which were claimed to be Arabs carried out assault in Rome against the Israeli
ticketing counter, in which 16 civilians were killed and hundreds were injured. The
Israeli security in retaliation killed the three terrorists and injured the fourth one,
which was then, arrested (Singer, 1989). They were armed with rifles and hand
grenades, as they reached the target, started discriminate firing and used hand grenade
to mark maximum damage. After a minute of the Rome attack, three terrorists
attacked Vienna International Airport, Austria. Due to that attack at least three people
were killed and wounded 38. In that attack, in the retaliation one of the terrorist was
killed and the other two were captured. It was deemed that the terrorist was trying to
hijack the El Al jets at the airport and wanted to take it to the Tel Aviv.
Responsibility, for the attack was claimed by Abu Nidal Organization in retaliation of
the Israeli bombing on Palestinian Liberation Organization in Tunis in 1985. It was
earlier believed that the attack was carried out by the PLO but Yasir Arafat the then
president of the Palestine regretted/condemned the attack and declared it as a
conspiracy against the PLO, in order to discard the PLO by those countries of the
Europe. But with the claim of the Nidal Organization the responsibility was fixed to
the other side (Combs & Slann, 2009).
In 1988 an Iranian airplane was hit by the United States of America marine’s
in the Strait of Hormuz. All two hundred and ninety people on board the airplane were
perished. The commercial Iran air flight 655 took off from Bandar Abbas airport Iran
and was proceeding over Persian Gulf on the assigned commercial route for Dubai.
Two surfaces to air guided missiles fired from the USS Vincennes which caused the
destruction of Iran air flight. The plane was carrying passengers from six different
49
nations. The U.S.A ship was there in the Strait of Hormuz during the Iran- Iraq war
for the oil field protection of Kuwait (Ghasemi, 2004).
The destruction of Pan Am flight over the Scotland in December 1988 was
another terrorist incident in the history of terrorism against the aviation industry. Two
hundred and seventy people died due to this act of terrorism. The federal aviation
administration imposed strict security measures for all its flights taking off from
European soil. This was a deadliest terrorist act on the British soil which took the
lives of more than two hundred innocent people.
On July 4, 2002 a gunman entered into Los Angeles international Airport in
Los Angeles, California. He started firing on the ticketing counter of the airline of El
AL the Israeli national airline. During the firing two people were killed and four
others were injured. The gunman first killed a customer service agent of the airline
and after that killed a passenger who was standing in the ticketing row. The gunman
was having two pistols and a knife, in retaliation he was killed by a security person of
the airline (Schiavo, 2008). Later on, the attacker was identified as an Egyptian
national and was associated to one of the extremist group. He alone committed this
act of terrorism which specially reflected the U.S policies toward Palestine. The
U.S.A at level continue to lobby Israel at almost all the occasion against the Palestine
issue, in response the Palestinian supporters tried to target the Israeli population
everywhere in the world especially in U.S.A.
In 2009 the Tamil Tigers used the suicide air strike against the Sri Lankan
government. The Tamil tried to copy the attack of 9/11 to hit the bases of Air Force in
Colombo but the plot was made unsuccessful by the Sri Lankan Air force. In 2002 the
Tamil which was a terrorist group in the north and east of Sri Lanka and were in the
control of an area of about 15000 km. However, the Tamil faced quite tough
50
resistance from the Sri Lankan forces after 2007, till 2009 they were specified to an
area of 100 km. In the period of peace from 2002 to 2006 the Tamil Tigers brought
the small trainee plane to their area from foreign helpers. They loaded these with Z-
143 a single engine aircraft with bombs and headed it towards Colombo. However,
these were intercepted by the Sri Lankan Air Force and were hit and destroyed, which
killed a few people and injured many because it wreckages fall on buildings. If these
attacks could have been made successful, it would have brought a great disaster to the
Sri Lankan government because the perpetrators followed the tactics used in the 9/11
hijacking (Falk & Kroitoru, 2009).
On July 20, 2013 bomb explosion occurred at exit of terminal building of
Beijing Capital International Airport. The explosion was carried out by a Chinese who
was seated in a wheel chair. It only injured that person who detonated the bomb and
all the other passengers and the staff at the airport were safe in the explosion.
Although, it halted the operation for a few hours but actually overall flight schedule
was not disturbed and routine flights landed/took off. The same person who exploded
the bomb was just injured and was taken to the hospital; his hand was amputated due
to the injuries. Later on, it was revealed in the investigation that the passenger was
having some reservations against the security agencies back to the year 2005.
However, the said passenger used the aviation industry for protesting against the
grievances he had of security agencies.
A Boeing 777 of Malaysian air was en route from Kuala Lumpur to Beijing
the capital of China on March 8, 2014 that the airplane lost its contact to the control
tower when it was over the South Asian Sea. The plane consisted of 239 passengers
and crew members and it is presumed that it has been lost in the southern Indian
Ocean. There are a numerous of stories regarding the missing of this Malaysian
51
aircraft, however, a confirmed view about it could not be established. It is important
to note here that after a four-month period a second Malaysian aircraft was hit in
Ukraine by the terrorists. By hitting another airline of Malaysia, new stories were
roaming against the lost aircraft over the southern Indian Ocean (The Daily Nation,
March 09, 2014).
On July 17, 2014, a second Malaysian Boeing- 777 plane was shot down in the
eastern Ukraine, which was a troubled area, with 298 people on board which was
destined from Amsterdam to Kuala Lumpur. All the on-board people died who were
belonged from different parts of the world; most of them were from Malaysia,
Australia and Netherlands. The plane was hit with surfaces to air missile from the
Ukraine territory by the pro-Russian insurgents. This was one of the deadliest attacks
by the terrorist against the Civil Aviation industry. The wreckages of the plane were
spread over an area of fifty kilometers. Keeping in view the rules of Civil Aviation, it
was then the responsibility of the Ukraine government to take probe into the matter,
although the Ukraine government initiated the investigation but they have also asked
the Dutch safety board to head the investigation because the incident took more lives
of the Dutch people. According to observation the plane was hit in the left side of the
cockpit (BBC News, October, 14, 2015).
The latest attack against the aviation industry in the second decade of the
twenty first century is that of Brussels bombing that were carried on March 22, 2016.
In the morning time two suicide bombers approached to the Brussels Airport and
exploded themselves with short intervals in the terminal building. It took the lives of
32 people and injured more than three hundred passengers. After an hour of these
attack explosions in Brussels’ Malbeek Metro station killed twenty people. These
were coordinated attacks which aims were to disrupt the smooth function at the
52
airports/metro stations in Belgium and terrorize the people of that country. Brussels
airport was immediately, closed for flights after those attacks, it also halted the
railway services to the airport. Metro stations were also closed due to the possible
terrorist attacks. The country was jolted with these attacks and high alert was declared
at airports and other important installations in Belgium. The terrorists were believed
to be belonging to Islamic State of Iraq and Levant (ISIL) because Belgium was a
partner in the ongoing attacks against the ISIL in Syria and Iraq. The metro station
was at distance of ten kilometer from the Brussels airport. It was also believed that the
Brussels attackers were also involved in Paris attacks in 2015 (BBC News March 22,
2016). Public transport in the capital of Belgium was halted and the airport was also
closed for flights, the date of its opening was extended from time to time to the
projected date of 29th March. Most of the transports services to Brussels were affected
either from inside the country or outside of the country. Strict security checking was
started for all those who were entering into the turbulent city of Brussels. The
business at airport was affected tremendously, cargo suffered, passengers’ inflow
reduced and hotels in the city and airport were least occupied. Cargo services started
on the 23rd March however, formal resumption of flights in enhanced security started
on 01 May 2016. On the day of the attack most of the airlines either de-routed or
cancelled their flights from Brussels.
Conclusion
The roots of terrorism are traced back to very early era of human life. It
existed in human society in one or the other form for fulfilling the desired objectives
of terrorists. Terrorism persists in the pre-historic, Greek, Roman and the modern
society of the day. Terrorism avoids an exact definition and every state has its own
53
definition for some states a terrorist is a freedom fighter and for other it is a terrorist,
so it is difficult to give it a definition on which all the stake holder is agreed. There
are many causes of terrorism the most important of these are Regional crises, political
turmoil, religious intolerance; drugs, injustice and economic deprivation etc. terrorism
may be disruptive or coercive but the purpose of both categories is to terrorize the
masses. Terrorism is of different type e.g. indigenous terrorism, international
terrorism, religious terrorism and state terrorism etc. when the losses of terrorism
increased many fold the countries of the world come to the conclusion to topple
terrorism with counter terrorism measures. Effective counter terrorism measures can
bring down the losses due to terrorism to its minimum by delivering trainings,
vigilance, predictions and new sophisticated technologies etc.
Terrorism brought a bad experience to the aviation sector in the 1960s and
1970s because of the many attacks on the airports and airline. No area and country
were left unaffected by the terrorist’s activity as much as concerned with the aviation
industry. They targeted in the developed and the developing countries
indiscriminately by putting heavy losses to the industry in men and materials. It was a
very gruesome period for the aviation industry because it was the major source of
transportation and an indicator of the development of the economy. Immense
development was brought in the shape of new technological equipment, machines and
weapons in this period. Besides all these developments and introducing advance
technology the terrorists escape it and implement their notorious designs which are a
question mark on the technological developed countries of the world. The struggle
between the terrorists and modern technologies is still there and thus putting at risk
the peace of the mind of the people who are travelling by aviation. However, with the
active role of Law Enforcement Agencies, Security Forces and Airports police the
54
situation has been improve to some extent and the terrorists are now using suicides,
raid and physical assault for fulfilling their aims.
In the next chapter, the impacts of different types of terrorist acts that have
been taken place in international aviation as well as Pakistan’s aviation are explained
and discussed.
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CHAPTER-3
TERRORISM IMPACTS ON THE CIVIL AVIATION INDUSTRY
Introduction
This chapter focuses on the impact of terrorism on civil aviation. Terrorism has
enormous impact on civil aviation and particularly on the airports security. This
chapter is divided into three parts; the first part deals with security problems at the
global level; the second part covers Pakistan’s Aviation industry and airports, and part
three of this chapter is specifically focused on the impact of terrorism generally on KP
and particularly on Bacha Khan Airport. The impact of terrorism on BKIA Peshawar
has been discussed in this chapter in the light of both primary and secondary data.
The impact of post-9/11 airport security measures on air travel has been realized
worldwide. The global community has initiated various strategies to ensure airports
security particularly after 9/11. The most conspicuous changes in airports security in
the wake of the 9/11 attacks have been brought about in the different parts of the
world and particularly in the conflict zones. A considerable decline in air travel has
been caused by terrorism and this decline has had a substantial cost effect for the air
travel and economy both regionally and globally. Back-of-the- envelope calculations
60
show that the airline industry lost about $1.1 billion, and about eleven percent of the
loss is directly attributed to 9/11 (Toohey, 2008).
Airports security after the new wave of terrorism has badly affected the economic
growth on the global level. Airport security volatile situation undermined the
economy and development at the global level. There is no country which has not been
affected by terrorism across the globe. Airport is considered a soft target for the
terrorist organizations and that’s why the passengers often avoid the air travel. This
new trend after the new wave of terrorism not only undermined the airport security
but also badly affected the economy, politics and foreign policy of the world. The
decline in air travel and new threat to air travel has badly affected human lives and
has caused destruction of property, infrastructure and economy, particularly of the
poor countries.
Although, economic disparity and poverty are not the sole cause of terrorism because
many terrorists belong to a sound economic background i.e. Osama bin laden that
belonged to a rich Arab family. However, globalisation has also helped the terrorists’
organisation in the implementation of their nefarious designs. The flow of money to
terrorist organizations becomes easy due to globalization. Their movements across the
borders also become easy due to the speedy transportation and communication after
the emergence of globalisation (Gurr, 2006). Therefore, globalization is also
considered one of the factors of trans-national terrorism, which particularly affects the
aviation travel across the world.
Despite technological and human resource advancement in security screening
technology and the deployment of significant human and financial resources over the
years, after the emergence of trans-national terrorism, aviation in general and the civil
61
aviation sector in particular, is still faced with a situation that it is vulnerable to
attacks either by terrorists or any other miscreants. This dissertation examines the
impact (if any) which the international legal and regulatory framework has had on
terrorism that might take place in the aviation sector. In addition, it assesses the
historical effectiveness of such framework in preventing any terrorist attacks against
civil aviation. By doing so, it aims to assess the impact of the legal and regulatory
framework upon the ability of terrorists to plan and carry out attacks against civil
aviation.
The analysis carried out in this work makes obvious that the international civil
aviation legal and regulatory framework has brought about many changes in reaction
to certain catalytic attacks. Such changes were brought about for obtaining a global
civil aviation security network which could be commensurate with new and emerging
threats. Although the analysis reveals that such measures prove to be arbitrary for
terrorists because they observe no boundaries, rather they look only for opportunities
and cash them whenever situation favours them. For the terrorists such new legal and
regulatory measures are mere a minute hurdle which they can easily cross. This
analysis shows that terrorists have so far been able to surmount security of the air
travel, in many parts of the world, by their steadfast attitude and by exercising
patience and creativity in the task assigned to them.
Over the past years various major terrorist attacks that have been made on civil
aviation which has caused both economic and psychological impact on the sector of
Civil Aviation and the society at large. It is glaringly highlighted by recent threats
against airports and civil aviation companies that how terrorist organisations see an
easy and a favoured target in the air transport industry to successfully instil fear and
deeply felt disruption among the masses of the global community. Very little room is
62
available for innovations in the type, scale and means through which the industry can
be exposed to terrorists, and the list appears to be extensive. However, there is a
difference of precautionary measures adopted by airports across the world to cope up
with any threat or situation that can pose challenge to the law enforcement agencies.
At the same time the measures in place to mitigate all of the potential threats are the
priority of various airports around the world keeping in view the need of the hour.
There are two major determining factors for placing security measures by world states
in their respective domain. The first one is the affluence of that state and the economic
strength. The second is the past record of attacks made there on civil aviation
installations. Thus, states have comprehensive security measures in place according to
their priority. Another contributing factor can be the fact whether there are serious
security discrepancies between the regional and main airports within the same state. If
the terrorists can get access to the resources needed to launch an attack against a soft-
target, then there is nothing that can stop them and no security measure can ensure the
mitigation of all losses whether human or economic losses (Sonmez, 1998). There is a
need for serious efforts to revamp all modes of transport as part of a broader and
comprehensive security measures rather than a few limited actions that will just turn
the terrorists’ threats to some other less guarded targets. There is a dire need to take
practical steps to boost the security of the civil aviation industry. One of the major
means for such boost up is to enhance the intelligence on specific threats. Improving
the overall crisis management cycle in order to mitigate, prevent, prepare, and timely
respond to terrorist threats. This should take place not only in one region or continent
but in fact all across the globe if we want to make air travel safer and securer.
Terrorists in today’s world are highly qualified and they also search and find out new
and innovative means for their attacks on airports.
63
Adaptability and Innovation of Terrorists
Hijacks of a complex and coordinated nature such as those that took place on 9/11 in
the US have been prevented generally through increased security checks prior to
boarding the aircraft. Because incidents like the attacking of the Russian airliner,
worn-out in the Sinai, this incident shows that terrorist do not required to carry out
attack in an onboard aircraft; their modus operandi is to transfer an onboard aircraft,
through some means, an Improvised Explosive Device (IED). The armed or explosive
attacks indifferent spots like the exit, entrance, lounges or other parts of airports of
key targets, show that the attackers know the reputation of getting handy targets. The
terrorist organizations have learnt very well how to adopt different kinds of
techniques for attacking airport and civil aviation installations in the different parts of
the world.
Most strangely, the terrorists operate through unconventional means of fighting and
target civilians, which render all the procedures permeable which are in place. In
order to counter such unconventional means of the terrorists, new measures should be
moderated to account for the impossibility of preventing their attacks and so any loss
of human life might be minimized. It is practically not possible to monitor and guard
all the areas of an airport such as all restaurants, malls, train-coaches, or mid-sized
Lorries during large pedestrian activity at all times. It is a fact that the law
enforcement human and financial resources are limited, while the number of potential
targets is usually huge. The ways in which an attack can be executed are, no doubt,
countless, unfortunately (Brunn, 2004).
Consequently, the attractiveness of the industry and its infrastructure for potential
attackers is determined by the consistency and permanency of security measures that
64
are in place at a civil aviation target. It also depends on the speed with which
operations revert to normal if an attack is successful. In the initial days of the wave of
aviation terrorism in the late 1960s, the terrorists had the confidence that attacks
against civil aviation could do more than just create havoc—it also became a source
of media attraction to their cause which highlighted such events to the extent that the
public across the globe started forming opinions about them.
In order to obtain more media coverage, this vicious circle of perpetrating more
attacks escalated. Terrorist groups started killing and terrorizing the masses by
attacking on the ground, from the ground, and in the air. George Habash, leader of
Palestine’s The Popular Front for the Liberation of Palestine PFLP once stated that
killing a Jew far from the battlefield has more effect than killing 100 of them in battle.
According to him it attracted more attention (Cohen, 2007).
The media usually gives more coverage on the global level to terrorist attacks on
airports and soft targets. In this regard, the responses can be seen on the Global
Aviation Incident Database (GACID). This data based provides us the complete data
on the terrorist attacks on airport and its impacts on global economy and media
coverage which serves almost the purpose of terrorism. Airport attacks have steadily
been carried out since 1970s but using of aircraft as a target has actually transferred
considerable security risks to the airports and aviation industry (Duchesneau &
Langlois, 2017). “These databases in themselves constitute a considerable
contribution to the fields of terrorism studies, aviation terrorism studies, and aviation
security”(Hoo, Goodman& Greenberg, 1997).
Role of Civil Aviation Legal and Regulatory Framework in the Airport Security
65
Establishment of legal regulations and framework has played a crucial role in
rendering and accelerating the growth and development of civil aviation. Thus, it has
played a great part in the development of civil aviation. Moreover, the aviation safety
and security, the international Legal and Regulatory Framework (LRF) have
contributed a lot in the rivalry against the terrorism that is aimed against aviation
industry. A two-factor statutory process: law-making and formulation of rules. The
civil aviation’s legal and regulatory framework helps airport security on an
international level. It is considered one of the leading institutions on global level for
the airport security.
Security is by far the strongest social demand in today’s environment around the
world, and air transport is no exception to it. Aviation security is considered to be one
of the biggest and, of course, most important global challenges of the current century.
Fear of the aviation terrorism in all of its forms and manifestations is rampant
worldwide and has touched almost all those who travel by air. Civil aviation is a
relatively easy as well as attractive target for terrorists on account of many reasons.
One, and possibly the biggest reason is media’s considerable. Civil aviation also
offers tremendous potential human victims. Lastly there is likelihood of material
damages in lesser time while psychological impact on the world community at large is
yet another advantage offered to the terrorists. Terrorists use asymmetric means and
methods of attack which are difficult to predict and hence prove to be hard to defend
against.
The day of September 11, 2011 entered us into a history that altogether changed our
modes of thinking in the future time to come. Although in the past the terrorists have
been targeting the aviation many times before September the 11 th. But hijacked
airplanes had not been used like a weapon against ground targets with such a huge
66
impact that carried colossal consequences for the rest of the world. The terrorist
attacks revealed so glaringly the vulnerability of the commercial aviation and pointed
out that the safety and protection of aviation must be the top priority of international
as well as national aviation around the world. That is the reason why the international
Legal and Regulatory Framework (LRF) has been made more active after the 9/11 so
as to protect civil aviation from terrorists’ attacks both on regional and global level.
Global Responses to Airport Security
It was in the wake of the 9/11 attacks that the Transportation Security Administration
(TSA) was established in November, 2001 by the Aviation and Transportation
Security Act under the supervision of the homeland security department in the
subordination of the U.S. TSA has prescribed to develop as many as twenty layers of
security for the general inhibition of any type of terrorist incident that is aimed against
the aviation industry of USA. For preventing or detecting any type of terrorist attack,
these layers form a complex system. They also devise how to respond in any of the
different stages of any terrorist occurrence. They are not only to be applied on visitors
and travellers but is also equally applied on the airport staff of all the agencies. This
security method devised by TSA was usually meant to be assumed in other countries
of the world regarding their own environment, natures, and financial potentials of an
airport, which was adopted by member states (Schober, Koblen & Szabo, 2012).
Giving a brief description of these layers, these layers consist of several random
screenings by employees, different task forces, multiple checks-in and passengers
67
screening procedures and security officers specifically trained for the specialized
work both within the aircraft and outside in any area on the airport. As for the luggage
carried by passengers and their cargo have to go through the x-ray machines. The
most important layers out of the twenty security layers are three which are associated
with the aircraft, while all the rest are linked with the airport.
Types of Threat to Aviation Industry
By far the utmost threat that is supposed to be from probable bombings of the aircraft,
suicide skyjackings and attacks which use an airplane as a weapon against different
important targets (just like the 9/11 attacks). It lurks as a risk not only for commercial
travellers, cargo aircrafts, but also for General Aviation (GA) operators as well.
Moreover, in the face of enhanced security measures that surround the passenger
carrier manoeuvres, the terrorists may decide to pose an explicit danger to aircraft by
using Man Portable Air Defence Systems (MANPADS) which is liquidated out of the
perimeter fence of the airport or other standoff weapons to target a commercial
airplane. An action plan MANPADS was approved by the Leaders of G8 countries at
the summit in Evian in 2003, and again in the same year the Wassenaar
Arrangement__ multifaceted strategies were assumed as how to control of the eminent
threat of MANPADS to the aviation security. These guidelines were adopted by the
Organisations for Security and Cooperation in Europe in 2004. It has affected the
airport security a great deal across Europe.
The Contemporary aviation policies and safety measures must fully consider this
wide-ranging display of probable terrorist attacks situations to evaluate the general
danger position and to fix the most appropriate and practicable course of action to
protect airport security on global level.
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Bomb Attacks
The bomb attacks on aircraft proliferate in the present world environments. Protection
of the aviation industry against any type of bomb warnings is the responsibility of the
ground (airport) security. An effective and economical protection of passengers and
aircraft against any potential threat from luggage-borne bombs is essential. In order to
reduce the risk of any untoward events a very consistent search of travellers and
freight are to be carried out. Intelligence is an important player in the aviation security
to determine something unsure, so it must be utilized. It is an effective way to daunt
the use of bombs in the airplane for the protection of passengers and crew. Explosive
and bomb detectors, machine and Sniffex are used in aviation security for the
prevention of these threats.
As for protection of the aircraft, a baggage vessel with explosive absorptive creation
could be a suitable choice. In this regard many effective tests have been carried out
which have established that a possible in-flight baggage bomb blast will not have
negative impact on passengers or on the aircraft. The query, however, unanswered as
to the expenses of said construction as well as the airline`s curiosity to participate into
this mode of protection.
MANPADS
The Shoulder fired Man Portable Air Defence System (MANPADS) are anti-aircraft
missiles which are light, easy to transport and fast to unfold. They are used in surface
to air strikes. They can use 3 types of guidance: infrared, CLOS (command line of
site) and laser beam. Wide spread use of these weapon system, both by authorized and
unauthorized persons, has increased the security risks on regional and global level
69
(Schroeder, 2007). Furthermore, the following lines explain the aviation industry on
national level in the context of Pakistan.
Terrorism and Aviation Industry in Pakistan
In a speech to National Assembly of Pakistan Ali Mohammad Khan MNA from
Pakistan Tehrik Insaaf categorically said, “Pakistan lost more than seventy thousand
precious lives which include Pakistan army personnel, paramilitaries, civilians and
school kids etc. in the war against terror from 2001 to 2015. Such a huge loss is
accompanied by more than 100 billion of dollars spent on the war against terror, and
still some countries are demanding Pakistan to do more and more. Pakistan did and is
doing more than any country is doing for the eliminating of terrorism from the
country and the world. On 9/11 few thousands of people were killed for which we are
equally sorry, but no Pakistani was involved in that killing in which the aeroplanes
were used as a bomb against the infrastructure in United States of America. No places
in Pakistan were safe from those terrorist attacks; even it was a mosque, market,
school and forces and airports etc. Pakistan was damaged, economically, socially,
psychologically, politically and in tourism aspects but still the USA is threatening
Pakistan with to do more, but now it is United States to do more because they are
supporting the terrorist in the world” (Ali Mohammad, 2017).
Moreover, an aircraft offers to be an ideal object for terrorist attack. It is not only the
risk of the possible terrorist attacks on airborne aircraft, but air terrorism is also a
huge threat for the aviation installation and general aviation on the ground. Any type
of sky terrorism may harm the confidence of general public on the safety of air travel,
which could result in adverse impacts on airline sector and other firms in aviation
industry. These effects display themselves in the form of sudden and huge decline in
70
passenger travels and cargo shipments. In a terrorism engulfed country, such as
Pakistan, there are great chances of terrorists’ attacks on aviation industry which as an
ideal target as discussed earlier. Pakistan has become one of those terrorism affected
countries which is an ideal ground for the militants to use for obtaining their nefarious
designs.
One immediate and suppressing impact of such a situation was directly upon the
bilateral trade of Pakistan which was replaced by foreign funding/ aid and an increase
in the borrowing from outside countries is observed due to the havoc of terrorism.
This trend has increased the burden of loans on the general public of Pakistan due to
the fact that Pakistan too felt equally responsible for enhancing security to civil
aviation keeping in view the global pressure. An increase in funding to the armed
forces of the country and a cut in the budget for development, social and educational
sector of the country desperately affected the economy of the country which had also
its impact on global community (Ali, 2010). Terrorists’ activity on ground and against
aviation industry has affected our country in many aspects, political, economic, and
social or tourism but it has affected these directly and indirectly.
Tourism is one of the main sources of income for developing countries. In many
developing countries, the tourists’ industry has been badly affected by terrorist actions
either political or ethnic groups but have left disastrous effect on the revenue
collecting industry (Wynne-Hughes, 2012). Before the 9/11 and Talibanization,
tourists in this region were coming to Pakistan for exploring the beauty of this country
but with the increase of terrorism in this part of the world the flow of tourists have
been reduced or become vanished. It is because tourists try to go to some place for
relaxation and thwarting their anxiety but going to such a place where they do not feel
their life even safe, so they avoid going / visiting to such places. Nobody can stake
71
their life just for the sake of tourism. So, only the foreigners have become limited to
the professional or other obligatory visits to Pakistan (Hoffman & Reinares, 2014).
Although the situation in Pakistan has become quite better but actually the role of
media is also negligible in this aspect to pose and spread the peaceful and beautiful
face of this country. Media personnel are pursuing their commercial objectives and
are trying to spread sensationalism in the masses by airing news at the quickest and
earliest either the News is true or false, good or bad for the image of the country but
they are leading one another in this race.
However, Pakistan is bestowed with many natural forests, rivers and tourism spots.
Tourism industry in Pakistan has remained a productive industry for the country and
provinces where it exists. Pakistan Tourism Development Corporation (PTDC) was
incorporated on March 30, 1970 for the promotion and development of tourism in
Pakistan. There have been established 18 tourist information centres by the PTDC in
different regions of Pakistan. Tourism corporations have also been developed at
province level for tackling tourism in the Provinces. The Corporation working in KP
is known as the Tourism Corporation of Khyber-Pakhtunkhwa (TCKP). This tourism
industry has been badly affected due to terrorist threats to civil aviation industry.
Tourism was at peak in Pakistan in the decade of 1970s, huge amount of revenue was
generated from tourism and the tourist prefer sites were, Mohenjo-Daro, Harappa,
Taxila, to the Himalayan hill stations, Khyber Pass; Swat, Murree, Galyat, Federal
and provincial capital and etc. however, after 9/11 the ratio of tourist visits to these
sites has declined.
According to Noor ul Haq and Khalid Hussain “the war on terrorism has merely
prompted terror and militancy in Pakistan. It has affected new areas and has expanded
72
multi-fold in its scope and breadth. It has caused indoctrinating those who were on the
side-lines. The collateral damage, in this war, has affected thousands of innocent
families, pushing them in to the lap of insurgency, without any fault of theirs. It has
sort of bartered away Pakistan's sovereignty and has been a source of huge
humiliation to its 160 million people” (Haq and Hussain, 2008). The war against
terrorism has affected Pakistan in all spheres either it is socio-economic, politically,
tourism, FDI, Agriculture and in all security related fields.
Due to the security situation across Pakistan and the main city of commercial
activities such as Karachi, Lahore and Peshawar which was once some favourite
places for the foreign airlines have been affected a large due to the terrorism and law
and order situation in the country and especially in the city of Karachi and Peshawar.
Karachi is the Pakistan largest airport named as Jinnah International Airport Karachi
(JIAP) and is the main source of income. It is located in the largest city of Pakistan,
the sea ports are also located in the same city which doubled its importance for the
people and country in contributing to socio-economic, political and tourists’ point of
view.
Due to the bad law and order situation in the city and surrounding in the beginning of
the twenty first Century and onwards many of the refutable airlines abandoned their
services to the main commercial hub of Pakistan. The detail of some of those airlines
are produced here that when those airlines quitted their services to our country and
this quitting had many side effects on the economy, tourism and social structure of
our country.
In 1984-85 SAS Airline (Scandinavia) in 1987-88 the air India, in 1989 the Romanian
air and Interflug (Germany), in 1992-93 British Airline (England); in 1996 two
73
Middle Eastern airlines the Iraq airline, the Syrian airline and Libyan Airline
abandoned their flights to Karachi Pakistan. In the year 1998-99 many of the foreign
airlines either suspended or reduced their flights to the JIAP, after the deteriorated
security situation in the city of Karachi and over the country at all. The atomic
explosion and economic embargo was another reason for the most of Europeans and
other foreign countries to suspend their operation to the heart of Pakistan. The airlines
which suspended or reduced their frequency in the same period are Royal Jordan
Airline, Kuwait Airline, Yemen Airways, Gulf Airline, Egypt Airline; Garuda Airline
(Indonesia), Philippine Airline, Thai Air, Indian Airline, Air France, Royal Dutch
KLM, Lufthansa Air (Germany) and Aeroflot (Russia). The year 1998-99 was very
bad as for as the aviation industry of Pakistan’s are concerned because most of the
refutable and high valued aircrafts quit business with this part of the world which has
suffered the socio-economic status of Pakistan and a drawback for the aviation sector
as well (M. Jamil, Personal Communication, September 10, 2017).
In the year 2001 the Royal Oman airline, Kenyan Airline and in the year 2002-03 the
Royal Nepal Airline, Swiss Airline suspended flight operations to Karachi Pakistan.
In 2008 the Singapore Airline and the Malaysian airline and in 2015-16 the Catha
pacific also left this part for their flight operations (M. Jamil, Personal
Communication, September 10, 2017). It was not only a loss to the Karachi airport
but a setback for the Pakistani aviation industry because with the passage of the time
any industry boosts and flourishes but in the case of Pakistani instead of increasing
the flow of airlines to our country it went in the negative direction.
It was only the Karachi airport in Pakistan to which airline from most of the countries
were arriving and the other airports like Islamabad and Lahore were not of the same
calibre as that of Karachi. Like Karachi, BKIA Peshawar has also been suffered either
74
due to the direct attack of the terrorists on it or due the terrorists’ activity in the city of
Peshawar but it is a fact that the Peshawar airport has suffered in all the aspects from
these terrorists’ activities. These attacks have diverted the passenger flow to other
airports of the country and only those passengers are trying to use this airport that has
no other alternatives. Moreover, BKIA Peshawar is the only international airport of
the Khyber Pakhtunkhwa from where the people of this province can be benefited.
The following are given the impacts of terrorism on the airports and province of
Khyber Pakhtunkhwa.
Khyber Pakhtunkhwa Province of Pakistan
Khyber Pakhtunkhwa is generously blessed with beautiful natural places like
landscapes, mighty rivers, forests and mountains. Khyber Pakhtunkhwa is the smallest
province of Pakistan having an area of 74521 square km but it has many tourists’
spots as compared to the other provinces of Pakistan. This province is full of natural
beauty and has many attractive places for which foreign tourists’ wishes to have a
visit to those places. The green valleys, snow cover mountainous ranges, beautiful
waterfalls, natural lakes and cultural heritage further adds to the beauty of this
province.
Once a hub of tourism, valley of swat was engulfed by terrorism and tourism has been
mostly waived off by those who were coming to this mini Switzerland in Pakistan.
Many other tourist spots are barren now and tourists are afraid of coming to these
places. Although, there is also negligence on the part of the government as well in not
bringing these places back to its original and previous conditions as were before from
the wave of terrorism. Government as well as the designated authority from the
promotion and development of tourism is not heeding attention to this very important
75
cause which can make a good name for our country in the comity of the world’s
nations. Tourism and Hotel industry has been badly affected after the Taliban attack
on swat and the Marriot hotel attack which left 60 people dead (Ali, 2010).
Terrorism put a severe shock to the fundamental rights of citizens of Pakistan, FATA
and Khyber Pakhtunkhwa. However, the maximum affected area from terrorism in
Pakistan is the FATA and KP. Militancy has left a bad impact on the cultural, socio-
economic, political lives of KP. Terrorism affected the political structure of the KP
and FATA, the political leaders and their families were targeted and prosecuted. The
then information minister of KP Iftikhar Hussain’s son was killed by the terrorists and
the president of Awami National Party was targeted by the terrorists by dispatching
suicide bomber to his residence of which he was escaped narrowly and personnel
deployed on his security embraced shahadat (Bhatti, 2015).
The political structure of FATA is governed by Frontier Crime Regulation, therefore
the disputes raised, would be settled by the Malik’s and political agents through Jirga
system but the terrorist also targeted the Malik’s and other political management and
thus affected the political structure.
The terrorists’ targeted areas, in KP are also affected in terms of education and
economy. The school system in all the KP was disturbed due to the wave of terrorism;
not only in the affected areas but in whole of KP schools were closed for some time
when the terrorist’s threats were at peak to hit the educational institutions. The study
of the residents of this province was affected a lot; the students as well as their parents
were in psychological constraints. Each and every person was afraid in approaching to
the market, mosque, school and cities etc. Peace of mind of the people of this region
76
was quite disturbed, no one was sure that either they will be able to get back to their
homes or not after going outside for any activities.
The girls’ educational institutions were targeted in most of the areas of KP and
FATA. Improvised Explosive Devices were placed near the premises of girls’ schools
and colleges. In such like a situation how a normal educational environment could be
sustained. Threatening letters were dropped in some educational institutions for its
closure and in some areas the female students were assaulted, as like Malala
Yousafzai and her colleagues (D. Zafar, Personal Communication, January 10, 2017).
The attack on the army public school in Peshawar, in which hundreds of students and
teachers were killed, was an attack renowned and condemned all over the world by all
nations. The attack on Bacha Khan University in Charsadda and other school attacks
were quite horrible. In these terrorists’ attacks, not only the precious lives were taken
away but the educational, economic, social system and infrastructure were destroyed.
Not only female education but their mobility was also restrained by the terrorists in
the affected areas of KP. The women were not able to approach freely to the public
places and the whole burden in these areas fell on the shoulders of men. In such a
way, the social life of women was also disturbed due to terrorism. Terrorists in area of
conflict were of the opinion of Islamic way of life for women and these terrorists were
of the opinion to impose this radicalisation throughout the country. However, after the
operation Zarb.i.Azab the situation in the region has come a bit towards improvement.
Although, still much is needed to improve the situation, but the previous situation is to
be kept in mind, it has been improved considerably (D. Zafar, Personal
Communication, January 10, 2017). No area or place in KP remained safe from the
attacks or insurgencies; either it is the main provincial capital, Peshawar, smaller
districts or towns.
77
However, the most affected areas are KP, the Federally Administered Tribal Areas
and Provincially Administered Tribal Areas (PATA). FATA is under the control of
federal government and PATA is under the control of provincial government.
Moreover, PATA is developed as compared to the FATA, the population are educated
and rule of law and courts jurisdiction prevails. Both FATA and PATA are connected
with KP in terms of geography and in term of culture and traditions. The turbulent
valley of Swat and Malakand division are included in the PATA. After the 9/11 the
terrorists slowly and gradually made their feet strong in FATA and PATA for
enforcing Shariah __a government/life system based on the Islamic ways, they came
across from the borders and attracted the local targeted people from the population of
KP. Furthermore, from these areas the terrorists were operating in all areas of the
province and inflicted heavy losses to this province. The peace of the people of this
province was snatched and unrest prevails all over it (Khan, 2012).
Most of the people, who can bear the cost of replacement, moved to the different parts
of the country especially Islamabad. It was in October 2007, when the situation flared
up, the government decided to start an operation in Malakand, Swat, Shangla, Dir etc.
known as Operation Rah-e-Haq. Thousands of residents from the FATA and PATA
fled to the settled districts of KP and thus created a situation of fear and unrest in the
whole province of KP. The Internally Displaced Persons (IDP’s) were whole
heartedly accommodated by the settled places people either in their homes or the
camps made by the government of the province (Y. Jan, Personal Communication,
January 17, 2013).
In these persons, many were the friends or relatives of terrorists and even some of the
terrorists also disguised in IDPs to escape arrest or prosecution. But the whole of the
province was badly affected with all these unfortunate incidents of terrorism. Millions
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of dollars were spent on the settlement and living arrangement of the IDPs and the
rule of law also suffered a lot. Camps were also arranged for the IDPs in the
abovementioned districts with special attention from administrations of all the
concerned districts with strict monitoring (Y. Jan, Personal Communication, January
17, 2013). The losses took place due to terrorism in a few years’ period. It includes
the security force personnel, civilian, children and women. No one was spared in
these attacks and a panic was spread in all KP.
Analysis of terrorism Impact on the Bacha Khan Airport of Khyber
Pakhtunkhwa
KP province has the only international airport for the people of this province, so all
these above-mentioned activities have adversely affected the business and the security
of the airport. The direct effect of the entire situation has been observed over BKIA
Peshawar. The flow of visitors and passengers affected due to all the above-
mentioned damages faced by the province and the city of Peshawar. The political
leaders and elites of the society in KP avoid using this airport for travelling. The
security structure has been converted from normal to high and red alert. Moreover,
due to all these negative developments in the province the tourism has been almost
disappeared and the economy of the province has been damaged badly (Quadri &
Quadri, 2014).
Moreover, Pakistan as a front-line state had to face the severe impacts of terrorism.
Khyber Pakhtunkhwa the border province with Afghanistan had to bear the larger
brunt of the responsibility. Most of the giant of airline’s industry like the British
airways, Etihad airways, Saudi Airline etc had to either permanently finished their
services or some have suspended their services to some airports for particular
79
intervals depending on the threat level (Badshah, 2015). It has significantly affected
the civil aviation industry of Pakistan and particularly of Khyber Pakhtunkhwa.
As we know that the province of KP has one international airport that is the Bacha
Khan International Airport Peshawar supported by many operative and non-operative
domestic airports, mostly in the scenic locations of the northern areas of Pakistan.
These, northern airports were operative in the 1970s and onwards attracting the
national and international tourism, which had a very positive effect on the socio-
economic conditions of that area, the province of KP and the whole country. Like in
Swat, Chitral and Parachinar, the tourism industry was in full bloom and hence the
aviation industry flourished (As discussed before). However, with the passage of time
and with increase in the fanatics in those beautiful rural areas the tourism industry was
devastated. Instead of upgrading the respective airports for global cargo and
transportations, they were closed down even for the mass transport except Chitral
airport which has a few weekly domestic flights. The northern areas have fresh fruit
and dry fruit production in huge quantity like peach, apple, orange and nuts etc. the
aviation industry could have proved to be the fastest means of transport to national
and international markets which can further add to the economy and social structure
of the province but in case of the lack of this very fast mean of transport i.e. aviation
industry services and hence the opportunity of economic prosperity was missed
(Azam, 2016).
Besides the eatables, these areas have local industries of other goods like garments,
antiques, handicrafts and so on. Moreover, Swat remained the centre of Gandhara
civilization. But unfortunately, due to the closure of Saidu Sharif Swat Airport for the
last few decades for public aviation the economy of the aviation as well as the
province have suffered. The Kalash of Chitral is known as the oldest tripe from
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ancient time still living on earth. Before, the start of terrorism these areas numerous
researchers, religious tourists and many others who wanted to explore these ancient
civilizations which was contributing to the economic prosperity of the area and hence
the nation, for going to kalash they normally used the Chitral airport but due to the
terrorism their movement have been curtailed. These areas are mostly high-altitude
locations and in winter covered with snow, therefore the residents, face problems and
difficulties in land movements and remained cut off from the rest of the areas due to
closure of land routes. The airports in these areas were providing the sole means of
transport as an alternative. Tourism, religious tourism, economy, social and aviation
industry as a result of terrorism have been affected in the province of KP (Azam,
Personal Communication, February 22, 2016).
The Airport security has direct impact on the stakeholder such as passengers and
security personnel. This Airport has been affected the most as compare to the other
airports of the country in all aspects. The data collected in this regard is helpful in
explaining the opinion of passengers and staff that how much it affected by the waves
of terrorism. In the analysis two types of respondents has been entertained one the
passengers who were travelling via BKIA Peshawar through different airlines and the
staff of different agencies working at the airport. Their opinions have been shown in
percentage graphs and again each graph has been analysed in the context of their
opinion. The following chart explaining the country of the respondents:
This chart related to the countries where the respondents intended to visit
81
Bahrain Doha KSA Malaysia Sharja UAE UK Ukrain USA
9
96
18
3
28
142
1 1 1
The passengers from Bacha Khan International Airport travel to different countries of
the world. Most of the people of this region are labourers and daily wages earners
who prefer to travel to the Middle Eastern countries.
I frequently use BKIA to fly to local / domestic destinations
No4%
Only in cases of extreme need
77%
Yes, Regularly and preferably
19%
Majority, that is 77% of the respondents reported that they use BKIA “Only in case of
extreme need’’, while 19% of the respondents also reported that they use BKIA
‘’regularly and preferably’’, however, would still prefer other airports if extra travel
costs were not involved. This indicates a clear pattern of choosing other airports, if
available which would translate into loss of revenues for BKIA.
82
.
47.5%
41.5%
If travel costs of accessing other airport permitted, would you still use BKIA for local destinations
Yes No
Majority of the 89% replied in “no” only 5% said that they would still travel via
BKIA Peshawar and 6% were not sure about their response. This means that it is not
the airport of choice for passengers and its security situation is one of the core reasons
in this regard.
The majority were in favour to travel from Islamabad and Lahore airports even it is
far away from their homes. Hence, terrorism not only affected the domestic travel of
the airport and also has significantly reduced its uses for international destinations, as
discussed below.
Passengers at BKIA Peshawar for international destinations after 9/11
83
49%
6%
45%
Q2: I frequently use BKIA to fly to international destinations
Only in case of extreme need No Yes, Regularly and preferably
For international destinations, most (49%) of the respondents reported that they would
prefer BKIA, while some 45% stated that they use this airport in case of extreme
need, while 6% reported as they do not use BKIA frequently. However, as with local
passengers, internal flyers also preferred other options if extra travels costs permitted.
Hence, majority 55% of the passengers stated that they would not prefer BKIA for
international travel, reflecting the perception about security among passengers.
Majority, use this airport as preference because they do not have an alternative.
My frequency to use BKIA to local destinations has changed since the recent security
incidents
84
For domestic destinations, most (73%) of the respondents reported that their
frequency to use BKIA for local destinations has changed since the recent security
incidents. They were of the opinion that due to stringent security checking at the
airport and in the city of Peshawar, they prefer to travel by other means of
transportations instead of the wasting time at the airport. It is noteworthy that nearly
two hours pre- departure arrival is needed for the domestic flight but one has to reach
airport even early due to security check-ups, which further ads to the inconvenience.
Some 16% of the passengers relied in no and about 11% said that their decisions vary
on the basis of security situations. This indicates that terrorism incidents targeting the
airport and around the area have led people to choose alternate transport systems.
My frequency to use BKIA to international destinations has changed since the recent
security incidents.
85
For international destinations, most (58%) of the respondents reported that their
frequency to use BKIA to international destinations has changed since the recent
security incidents. They were of the opinion that due to stringent security checking at
the airport and in the city of Peshawar they prefer alternate choices. They further
added that due to the difficult access to this airport due to the security check ups, they
prefer to travel via other airports of the country, especially from the Benazir Bhutto
International Airport Islamabad. Some 13% of the passengers relied in NO as they
were of the opinion that they do not have any other choice but to use BKIA, while and
about 29% said that their decisions have changed to some extent as they decide for
their travelling according to the situation.
The findings regarding international passengers indicate a change too but to a little
extent as there is no other choice available in the region. In comparison, in domestic
travelling one has many options but in international travelling they have only the
option of airport.
The government has put adequate security measures at BKIA Peshawar in order to
respond to acts of terrorism and security
86
Majority that is 67% of the respondents reported that adequate security measures at
BKIA Peshawar have been taken in order to respond to acts of terrorism and security.
Only, 6% of the respondents reported that the security measures are not adequate to
respond to terrorist attacks while 27% of the individuals were of the opinion that
although measures are adequate, further enhancement is needed.
Perception of passengers about the increase threat of militancy and terrorism at
BKIA since 9/11
87
Majority, that is, 84% of the respondents reported that the threat of militancy and
terrorism at BKIA has increased since 9/11 because of the reason of its proximity to
the turbulent FATA and the troublesome situation in the province of Khyber
Pakhtunkhwa. Some 18% were not sure about the question.
Passengers Satisfaction Level about BKIA Security after terrorist incidents.
Interestingly 64% of the respondents reported that they are fully satisfied with the
existing security arrangements at BKIA Peshawar for a safe journey and deemed the
88
security at the airport as quite satisfactory. Just 6% replied in negative and reflected
that they were still not feeling safe while going through to the airport, while 30%
correspondents believed that the security has improved to some extent. The Airport
security is managed by ASF supported by Pakistan Army, Defence Services Guards,
PAF and local police. The increased checking has caused some inconvenience to
passengers but has also gathered a vote of confidence from 64% of the passengers.
The security measure creates obstacles for passengers and visitors
63% of the passengers were of the views that due the stringent security measures in
the airport, the ease of passengers and their relatives have affected in many ways.
Multiple checks in the areas close to the airport many layers of security checks in the
airport have no doubt made travelling of passengers and visitors difficult to the
airport. 18% replied that the security arrangements did not affect the flow of
passengers and 19% said that it has affected the ease of passengers and visitors to
some extent. Nonetheless, in the preceding question, it is clear that even though it is a
hassle, the passengers have increased confidence in airport security measures.
89
Psychological effects of security measures at BKIA Peshawar on passengers and
visitors
Yes, 64% of the respondents replied that the security arrangements at the airport have
increased psychological burden for people visiting the airport. Only, 5% replied that it
did not affect the people visiting the airport and 31% responded that it affected the
people visiting airport to some extent. There is no doubt that the stringent security
measures at the airport have made entering the airport a difficult task. On one hand
the strict security checking and on the other hand the airport with it small parking,
building and veranda increase the psychological burden for all those who come here.
Hence, the space for people at the airport could be increased. Furthermore, the
behaviour of security staff could be politer with the passengers accessing the airport.
Has your preference to use BKIA changed after recent terror incidents?
90
56% of the correspondent replied that their preference to use BKIA has changed after
recent terror incidents while and 20% stated that their preference remained the same
even after the attacks on this airport. However, 24% stated that their preference has
changed to some extent and they try all the other available options and keeping in
views the changing situations. It is clear that the terrorist incidents, suspension of
flights, strict security checking and uncertain security situation in the city of Peshawar
have changed the preference of people.
If, not changed, then please specify the reason
91
In 20% stating “no” change, 84% of them are of the view that they use BKIA
Peshawar because of its proximity to their homes and they cannot go elsewhere. Some
6% said that they are not troubled by terrorism such acts and will use this airport for
movements. 10% gave other different reasons for their travelling. Many of the people
that prefer to travel from BKIA Peshawar use it for its proximity to their homes.
The international airline ticket price changed overtime due to increased threat of
militancy and terrorism
92
51% respondents said that the international airline ticket price changed overtime due
to increased threat of militancy and terrorism because many foreign airlines
suspended flights operation to BKIA Peshawar. Competition in the market come
down due to which the local and the rest aircraft service provider increased the fare
and seat availability was also difficult some times. Only 7% respondents replied that it
does not affect the ticket fares and 42% respondents said that it affected the ticket
price to some extent.
When the suspension of foreign airlines took place, the competition decreased that’s
left the space open for the airlines that were operating so the ticket price hike was
observed because passengers’ visas, leave and job expiration they have to travel.
Airlines suspension effect on passengers cost and time
93
Interestingly, 56% respondents responded in yes, when asked if the suspension of
airlines has had any effect on them in terms of cost and time. It is worth mentioning
that the frequency of suspension has reduced due improving security arrangements.
Some 20% stated that suspensions did not really affect them in cost/time while 24%
stated that they were affected to some extent. Due to the suspension of airlines, seat
availability is often difficult because those passengers. The non-availability of seats
with their concerned airline and no space in other flights creates a heavy load on the
airport passengers in term of cost and time.
94
Views of passengers about difficulties on different routes, due to the security
checking while accessing BKIA Peshawar
75% of the respondents said that they have been faced with difficulties due to the
annoying security checks while reaching BKIA Peshawar and only 25% of the
respondents said they did not face any difficulty while coming to the airport. The
difficulty is also due to a number of unplanned security layers as well as lack of
proper access route dedicated for the airport. Passengers accessing the airport have to
go through various long routes within Peshawar cantonment as the main route with
direct access is no longer open. While accessing BKIA Peshawar, there are many
check posts around the airport in the city of Peshawar which create difficulty for the
people coming to the airport. Although, it provides strict security to the people but
long queues are formed at check posts because of the manual checking system and
other formalities.
95
The strict security checking at the airport curtails the flow of visitors and
passengers
Majority, 81% respondents stated that the security arrangements at the airport has led
to reduction of flow of visitors and passengers and the allowing of only one greeter to
the departing or arriving passenger has further discouraged the flow of people towards
the airport. Obviously, the strict security in the premises of the airport discourages
coming of visitors to the airport. Some 19% of the respondents responded that the
security arrangements at the airport did not affect the flow of visitors and passengers
to the airport because they have no other option but to use BKIA Peshawar for
travelling. Furthermore, they were of the opinion that in case of visitors they me be
reduced to some extent but in case of passengers they do not have another alternative.
Hence, strict security measures are needed but they also come with a cost of
distracting passengers from the airport. This can be avoided by opening the direct
access to the airport and better planning of security measures.
96
Satisfaction of the passengers from the existing security arrangements at BKIA
Keeping in view the existing security situation in Pakistan, KP and in the city of
Peshawar, mostly 92% respondents were of the views that strict security arrangements
are need of the hour. However, with strict security arrangement facilitation and easy
access of the visitors and passengers may also be kept in consideration. Only, 8% of
the respondents are of the views that there is no need of such strict security
arrangements at the airport.
Although, present security situation in the airport are quite better and satisfactory as
the threat of attacks on the airport cannot be ruled out as this airport is always the
target of terrorist, nonetheless, better planning and direct access to the airport could
make the visit to the airport hassle free. The people are more satisfied about the
present security arrangement as compare before to the 9/11 but still due to these strict
arrangements and checking only passengers and their closed may come to the airport.
97
The government provided adequate security equipment for the security of the
BKIAP
47.5%
41.5%
Need for improving security equipment at BKIA
Yes No
Majority, of 47.5% of the people interviewed were of the opinion that the security
related equipment could be improved. This is perhaps due to their experience at other
international airports, where state of the art equipment is installed with no physical
checking. Some 41.5% stated satisfaction with the equipment. It is obvious that the
degree of increase in physical verification also increases the dissatisfaction with the
existing scanning equipment that is very old.
98
Year Wise Aircraft Movement
YEAR INT’L DOM TOTAL
1997 1378 9438 10816
1998 2418 7140 9558
1999 2364 8632 10996
2000 4162 6256 10418
2001 3,590 4,650 8,240
2002 4,230 3,333 7,563
2003 4,090 3,390 7,480
2004 5,606 3,498 9,104
2005 6,998 4,509 11,507
2006 7,116 3,360 10,476
2007 6,809 3,653 10,462
2008 7,730 3,316 11,046
2009 7,500 2,808 10,306
2010 8,791 2,763 11,560
99
2011 8,888 4,388 13,276
2012 6924 3354 10278
2013 7017 2700 9717
2014 6281 2049 8330
2015 6642 2072 8714
(CAA BKIAP data)
1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 20150
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
Errattic flight pattren due to security situation
INT’L DOM
The above table shows the number of domestic and international flights arrivals/
departures to Peshawar airport. The table is based on year wise flight operation at
Peshawar airport. The table clearly shows the reduction in the year of turbulence and
with the increase of terrorism but the aircraft movement increases as the security and
law and order situation become well in the country and city of Peshawar. The above
graph shows the erratic movement of the increases and decreases in domestic and
international flights movement due to the terrorism.
100
In 1998 when Pakistan conducted it nuclear tests and Talibanization/ terrorism
increases the aircrafts movements decrease. Due to the 9/11 and American
engagement in Afghanistan and their activities in Pakistan have affected the aircraft
movements to Peshawar international airport and the movement in the year from 2001
to 2003 has been drastically reduced from its usual numbers. However, from 2004 to
20012 when the security situation at the airport and the country was comparatively
good except 2009 when the airport was again under constant attacks from terrorist, the
movement has been increased but again in 2013 and 2014 with the deteriorating
security in the city and the December 2012 attack on the Peshawar airport has
dropped the aircraft movement to a low ebb. The aircraft movement needs to be
increased at a stable airport with the passage of time because the population increases
with the passage of time and that’s why the aircrafts movement and numbers may also
needs to be increased to cater to the needs of the growing population but in case of
Pakistan’s aviation and specially the BKIA Peshawar the situation is different.
Sometimes the movement and number of aircrafts are up and sometimes down that
really affect the business and reputation of this airport.
During different incidents, different airlines either closed or suspended operation to
this airport which effected the operation and smooth functioning of this airport. The
passengers and staff were in trouble for many times due to these types of terrorists’
incidents at the airport. The operation of Rasul Khima and NAS Air were suspended
in 2014 due to the terrorists firing on a PIA flight during landing time which was
viewed seriously by the airlines of different countries. Some airlines continued their
operations uninterrupted, some suspended for few days, some suspended for few
months and some airlines have permanently stopped their flights operations from
BKIA Peshawar. The airlines which have permanently stopped operation from this
101
airport include, NAS Air, Rasul Khima, Oman Air and Etihad Airways. However,
Qatar Airways, Emirates and Saudi Airlines resumed flights operation to BKIA
Peshawar after the satisfactions of their security teams by the airport security and
management staff after their formal visit to BKIA Peshawar. All these events were a
bad experience for this airport and have negative impacts at the smooth development
and progress of the airport (M. Ibrar, Personal communication, August 29, 2015).
The opinion of two hundred of the different staff and agencies personnel working at
Bacha Khan International Airport were taken in form of closed questionnaire, their
opinions are represented here in the shape of graphs. The information provided by the
different agencies staff at the airport was quite helpful in understanding their opinions
about the current security and other facility situations at the airport. The question
along with the reply in percentage, graphical shapes and analysis are represented
below with some detail.
Terrorist attacks on BKIAP affected airlines routine business?
102
87%
7%
6%
Yes No Do not know
Most of the staff members 87% were of the view that the terrorists’ incidents have
affected the airline routine business. Interestingly, 7% were also of the opinion that it
did not affect their business to a great extent.
Do you think that air cargo and trade have suffered due to the security
situation?
69%
9%
22%
Yes No To some extent
Majority, of the 69% of the staff at the airport were of the opinion that the air cargo
services have been affected by the different waves of terrorism here at this airport or
103
in the surroundings. Some 22% of the staff was of the opinion that it has affected the
air cargo services to some extent and 9% said that it has not affected this field.
Do you think the terrorist attacks have reduced the number of local visitors/
passengers?
58%
39%
3%
Yes No To some extent
58% were of the opinion that obviously, it has affected and reduced the flow of
domestic/ local visitors from this airport. 39% said that the terrorists’ incidents have
not affected the flow of local visitors to and from this airport.
Do you think the terrorist attacks have reduced the number of foreign visitors/
passengers?
104
87.5 % of the staff said that the foreign visitors’ movement have stopped from this
airport due to the bad law and order situations in the city of Peshawar and at the
BKIA Peshawar. 8.5% were of the opinion that it has affected the flow of foreign
visitors to some extent and only 4% were of the opinion that it has not affected their
flow. Consensus is there in the foreign visitors and tourists because majority are of the
opinion that terrorist activities affected the flow of foreigners to this airport.
Do you feel that the security measures have improved at BKIAP after these
attacks?
88%
4%
9%
Yes No To some extent
105
81%
5%
14%
Yes No To some extent
Majority, of the 81% of the respondents were satisfied with the security arrangements
at the airports after these attacks. 14% were satisfied to some extent and 5% were not
satisfied with the security arrangements at BKIA Peshawar after the waves of
terrorists’ attack.
Do you feel that the security situation has improved after these security measures
were taken?
73%
6%
21%
Yes No To some extent
106
73% were of the opinion that the security situations have been improved due to the
security steps taken. However, 6% were of the opinion that it has been improved to
some extent and 21% said that it has not improved.
Are you feeling safe with the existing security arrangements at BKIAP?
Majority, of the 78% of the respondents were satisfied with the existing security
arrangement at BKIA Peshawar, 17% were satisfied to some extent and 5% were not
satisfied with the existing security arrangements.
Do you think that the entrance to the airport has become difficult for the
agencies working inside the airport?
78%
5%
17%
Yes No To some extent
107
78%
9%
14%
Yes No To some extent
77.5% staff was of the opinion that the entrance to the airport has become difficult for
the agencies working inside the airport. 13.5% said to some extent and 9% replied
with no.
How protected do you feel at the airport as compared to the events before these
attacks?
76%
17%
7%
More secure No change Less secure
Most of the staff working at the airport with a percentage of 76% replied that they feel
more secure at the airport after the attack and the security measures taken at the
108
airport. 17% said that they feel no change and 7% said that they feel less secure even
after the security arrangements after those terrorists’ attacks.
What do you think about the objectives of terrorists attacking BKIA?
56.0%
8.5%
8.5%
7.5%
Hijacking Killing Ordinary peopleKilling of Security StaffTaking people hostage
Majority, of the 56% were of the opinion that the main motive behind these attacks
are to hijack the aircraft from the airport and fulfil their demands and objectives. As
the airport installations are very important and any damage to it is a collusive loss to
the airport and aviation industry, therefore their aim is to damage the sensitive
installations of the airport, 19.5% were of the above opinion. Some 8.5% respondents
were of the opinion that their aim is the killing of staff at the airport and ordinary
109
people that is present there. 7.5% were of the opinion that they want to hostage the
people at the airport.
Do you think the terrorist threats have reduced flow of passengers/ visitors to
BKIA in comparison to the past?
48%
11%
42%
Yes No to some extent
Majority, 47.5% of the respondents were of the opinion that the terrorists’ threats
have reduced the flow of passengers and visitors to this airport to some extent, 41.5%
said that it has affected the flow and only 11% were of the opinion that it did not
affect the flow of passengers and visitors to BKIA Peshawar.
110
Furthermore, to elaborate the views of the Passengers used to travel via BKIA
Peshawar and staff working here at this airport, it is pertinent to mentioned here that
the views of three hundred passengers and two hundred staff working in different
agencies at this airport were asked through closed questionnaires. Interviews were
conducted and secondary data was also incorporated to know maximum about the
impact of terrorism on Pakistan’s aviation industry and BKIA Peshawar. The ratio of
passengers who used to travel to use this airport and if they have another alternative
then what will be their choice, so majority of them prefer the alternative. Due to
terrorism, the passengers try to avoid this airport for local destinations because of the
alternative means of transportations but in case of international destination they have
only BBIA Islamabad which is not in the easy approach of all the travelers of this
province. However, due to the terrorism incidents at this airport the majority of the
passengers who can afford to travel from other airports for international destinations
changed their preference. The majority of the respondents were of the opinion that the
government had put adequate security measure for ensuring security of the airport but
according to them these measures in turn have curtailed the ease of the visitors,
passengers and staff who are coming to the airport. the security measures adopted at
BKIA Peshawar and the city of Peshawar have increased the level of confidence of
the people of this region but again these arrangements has increase the psychological
burden on the masses. The security checking has created difficulty for the passengers
and visitors. The suspension of airlines with every terrorism incidents has effects on
the passengers in terms of time and cost. The majority of travelers have changed their
option to use other airports of the country but only those who cannot afford and near
to the airport are still using this airport in any circumstances. After the incidents of
terrorism, the government has provided adequate security measure and machinery for
111
the better security but the equipment still need modification and new technological
accessories to meet any emergencies and also to be at par with the international
standards which are being using in the developed countries at the movement.
Terrorism has affected the movement of airline at this airport and the cargo services
too. The foreign visitors and tourists have stopped using this airport and even the
foreign nationals who were using this airport are now using other alternative airports,
only some foreigners who have used this airport but that is in rare cases. The workers
and staff at this airport are satisfied with the existing security but they are also of the
opinion that it had made their entry difficult to the airport and the technological
advanced machinery and equipment may be deployed at the airport for better results.
Keeping in view the overall opinion of the passengers and staff it is evident that the
terrorism has affected this airport in many aspects and still the threats are there, so
keen observation and vigilant security in and around the airport may be taken for the
safety and security of this airport, passengers, staff and other entities.
CARGO FLOW AT BKIA PESHAWAR
CARGO TRAFFIC FLOW BY AIRLINES AT CAA BKIAP
FOR THE YEAR 2010 TO 2015 IN METRIC TONN
YEAR
DOMESTIC INTERNATIONAL
TOTAL
DOM. &
INT’L
LOADE
D
UNLOADE
DTOTAL LOADED
UNLOADE
DTOTAL
112
2010-11 104.759 573.738 678.497 6511.286 1145.798 7657.084 8335.581
2011-12 98.663 444.880 543.543 6650.996 504.416 7155.412 7698.955
2012-13 76.613 421.275 497.888 5721.284 432.290 6153.574 6651.462
2013-14 36.699 324.657 361.356 8020.900 445.304 8466.204 8827.560
2014-15 44.802 207.885 252.687 6820.997 260.510 7081.507 7334.194
TOTAL 361.536 1972.435 2333.971 33725.463 2788.318 36513.781 38847.752
(CAA BKIAP data)
The above-mentioned table shows the flow of cargo from Peshawar airport, the
trouble era of 2012-13 clearly indicate the fall total value of cargo at this airport. This
show that the terrorism has affected the flow of cargo services at this airport. The
December 2012 attack on BKIA Peshawar has affected the flow cargo at this airport
which in turn affected the economy of the aviation industry and of the people of the
area. No area has left unaffected by the wave of terrorism in the city and at the airport,
it has affected the airport and people of the region in every aspect. Due to the
December 2012 attack at this airport the cargo flow in 2011-12 and 2012-13 came
down and due to the June 2014 aerial firing on the PIA aircraft again bring down the
flow of cargo in year 2014-15. There is needed to be a gradual increase in the flow of
cargo from this airport. As with the passage of time and with the increase in the
population, development in infrastructure and communication the movement from this
airport as like other airports may also to increase but at this airport due to the
unpredictable situation the flow of cargo and aircrafts movement is also of the same
nature, with slightly ups and downs.
113
GRAPH SHOW THE AIRLINE DATA OF BKIA PESHAWAR ANNUALY
YEAR 1999-
00
YEAR 2000
YEAR 2001
YEAR 2002
YEAR 2003
YEAR 2004
YEAR 2005
YEAR 2006
YEAR 2007
YEAR 2008
YEAR 2009
YEAR 2010
YEAR 2011
YEAR 2012
YEAR 2013
YEAR 2014
YEAR 2015
0
2
4
6
8
10
12
14
67 7 7
8 89 9
10 10 10 10
12 1211
8 8
AIRLINES DATA BKIA
114
YEAR 1999-
00
YEAR 2000
YEAR 2001
YEAR 2002
YEAR 2003
YEAR 2004
YEAR 2005
YEAR 2006
YEAR 2007
YEAR 2008
YEAR 2009
YEAR 2010
YEAR 2011
YEAR 2012
YEAR 2013
YEAR 2014
YEAR 2015
1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17
0
1000
2000
3000
4000
5000
6000
7000
8000
9000
10000
2364
41623590
4230 4090
5606
6998 7106 68097730 7500
8791 8868
6924 70176281 6281
8632
6256
4650
3333 3390 3498
4509
3360 3653 33162808 2769 2750
33542700
2049 2049
INTERNATIONAL AND DOMESTIC FLIGHT DATA BKIA
DOM FLIGHTS INTL FLIGHTS Series3
YEAR 1999-
00
YEAR 2000
YEAR 2001
YEAR 2002
YEAR 2003
YEAR 2004
YEAR 2005
YEAR 2006
YEAR 2007
YEAR 2008
YEAR 2009
YEAR 2010
YEAR 2011
YEAR 2012
YEAR 2013
YEAR 2014
YEAR 2015
0
200000
400000
600000
800000
1000000
1200000
388818390114376656423118
461908535846
632396625238
735040755502669012
759358
9127441004950
110313611253881125388
Passenger data BKIA
INTL PASSANGERS DOM PASSENGERS Series3
(CAA BKIAP data)
115
Now BBIA Islamabad
YEAR 1999-
00
YEAR 2000
YEAR 2001
YEAR 2002
YEAR 2003
YEAR 2004
YEAR 2005
YEAR 2006
YEAR 2007
YEAR 2008
YEAR 2009
YEAR 2010
YEAR 2011
YEAR 2012
YEAR 2013
YEAR 2014
YEAR 2015
0
2
4
6
8
10
12
14
16
10 1011 11
12 1213 13 13 13 13
14 14 1415 15 15
BBIA AIRLINES DATA
YEAR 1999-
00
YEAR 2000
YEAR 2001
YEAR 2002
YEAR 2003
YEAR 2004
YEAR 2005
YEAR 2006
YEAR 2007
YEAR 2008
YEAR 2009
YEAR 2010
YEAR 2011
YEAR 2012
YEAR 2013
YEAR 2014
YEAR 2015
0
5000
10000
15000
20000
25000
12361127961320513001
17621177871920019308192461954019521199371986519885198891993019967
12671 12653 12766 12620 12041 12163 12406 12517 12640 12590 12621 13140 13201 13521 13248 13454 13528
INTERNATIONAL AND DOMESTIC FLIGHT DATA BBIA
INTL FLIGHTS DOM FLIGHTS
116
YEAR 1999-
00
YEAR 2000
YEAR 2001
YEAR 2002
YEAR 2003
YEAR 2004
YEAR 2005
YEAR 2006
YEAR 2007
YEAR 2008
YEAR 2009
YEAR 2010
YEAR 2011
YEAR 2012
YEAR 2013
YEAR 2014
YEAR 2015
0
500000
1000000
1500000
2000000
2500000
3000000
3500000
LOCAL AND INTERNATIONAL PAX DATA BBIA
INTL PASSANGERS Linear (INTL PASSANGERS)DOM PASSENGERS
(CAA BBIA data)
YEAR 1999-
00
YEAR 2000
YEAR 2001
YEAR 2002
YEAR 2003
YEAR 2004
YEAR 2005
YEAR 2006
YEAR 2007
YEAR 2008
YEAR 2009
YEAR 2010
YEAR 2011
YEAR 2012
YEAR 2013
YEAR 2014
YEAR 2015
0
5000
10000
15000
20000
25000
30000
35000
40000
BOTH FLIGHT DATA AND DIFFERENCE
TOTAL FLIGHTS BKIA TOTAL FLIGHTS BBIA DIFFERENCE
Graphs are shown here the purpose to indicate the difference between the peaceful
Islamabad international airport and BKIA Peshawar. In peaceful Islamabad airport,
one can clearly understand the flow of improving in flights and passengers with the
passage of time but in case of Peshawar airport the graph is not in a smooth up
direction and goes up down. Which clearly demonstrate the changing trend of people
and airline to this airport? In case of Islamabad airport, the graph smoothly goes up
and up but in case of BKIA Peshawar it does not happen with the same smooth up.
117
Although the flights most of the time at BKIA Peshawar remained during the year
period but at the time when terrorists action flares up some the airlines immediately,
stop their service to Peshawar and again resumes it as soon as the atmosphere get
relax. However, such like situation creates a bad image for this airport and the routine
business as well as the travelling of the passengers disturbs.
Conclusion
This chapter discussed the airport security on the international and national level. The
first part of the chapter discussed the international responses to the growing
transnational terrorism and the second part discussed the overall security impact on
the Pakistan aviation authority. The last part of the chapter was focused on the
province of Khyber Pakhtunkhwa and Bacha khan airport security. The airport
security impact on the passengers and economy has been discussed in the light of
primary data. The significant influence has been observed over the years after the
emergence of terrorism particularly on Bacha khan airport. The number of aircraft
movement is inversely proportional to the terrorist attacks on the BKIA Peshawar. It
is observed that when the attacks or any type of terrorism act happens against this
airport the routine business of the airport and airlines effect. A comparison with a
peaceful BBIA Islamabad has also been taken where a normal boost in airline
movement and passenger flow are observed but in case of BKIA Peshawar, due to the
terrorist incidents this airport does not acquire the desired level of gradual increase in
flights movement and other facilities as happen in the rest of airports.
118
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122
CHAPTER-4
INCIDENTS OF TERRORISM AT PAKISTANI AIRPORTS
WITH A FOCUS ON BACHA KHAN INTERNATIONAL
AIRPORT PESHAWAR
This chapter consists of the terrorism incidents that happened in the history of
Pakistani airports, particularly focusing on Bacha Khan International Airport (BKIA)
Peshawar. A thorough description of the structure, facilities and location of the of
BKIA Peshawar is also discussed. Different types of terrorist incidents were
witnessed at the airports of Pakistan. However, BKIA Peshawar is the only airport in
Pakistan which has been more frequently targeted by the terrorists than any other
airport in Pakistan. This airport is geographically close to the conflict zone, and the
terrorist organization as compared to other airports can easily access it premises.
123
Terrorist Incidents in Pakistan
Pakistan Civil Aviation industry has also faced different types of attacks from
the terrorists, just like terrorist’s incidents happened at international airports all over
the world. Keeping in view the terrorist activities throughout the world it can be
ascertained that they do not resort to a single tactic; instead they use different types of
tactics in different places. Moreover, they are not inclined to a known method but they
are exhibiting some new techniques in order to skip/avoid the resistance from the Law
Enforcement Agencies. In the third and fourth quarter of the twentieth century in the
aviation industry the terrorists mostly used the tactics of hijacking of the aircrafts of
various airlines all over the world. It is pertinent to mention here that the decades of
1950s, 1960s and 1970s witnessed numbers of incidents of hijacking all over the
world (Gupta, 2001). It was not only recorded but also received a worldwide
momentum and publicity which immensely crippled the aviation industry
internationally. Moreover, these waves of the many hijacking incidents shattered the
very confidence of the global air travelers worldwide which ultimately called for the
International Civil Aviation Organization (ICAO) serious attention as well as that of
the comity of nations to take stringent security measures for safeguarding the civil
aviation industry from unlawful and uncalled-for interference of any kind.
The (ICAO) then took immediate cognizance of this air piracy and held an
International Convention in Tokyo Japan in 1963, another International Convention in
Hague Holland in 1970 and the third one at Montreal Canada in 1971 for the safety,
regularity and efficiency of International Civil Aviation (Abeyratne, 2010). These
three international conventions and resultantly its output work in the shape of
Annexure 17 (it is related to aviation security) compelled all the members states of
International Civil Aviation Organization (ICAO) to adopt preemptive measures such
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as effective security systems for safeguarding the civil aviation industry in their own
domain as per the required Standards and Recommended Practices (SARPs of ICAO)
which were ensured mainly by all the member states. These steps adopted by all the
member states of the (ICAO) played a very pivotal role and brought a tangible decline
in the occurrences of incidents of hijacking all over the world. Thereafter sensing the
situation, the terrorists changed their strategy all over the world and in the beginning
of the twenty first century, along with hijacking; they resorted to physical attacks with
fire power to incur maximum losses of human lives and property (Sweet, 2008). The
Brief history of the incidents of hijacking and terrorist’s attacks that took place in
Pakistan is elaborated in the following paragraphs:
On January 20, 1978, a Pakistan International Airlines aircraft that had 22 x
passengers on board was hijacked by a hijacker (patient of cancer) and tried to take it
to India, as he was demanding his treatment of cancer there. The then Managing
Director of Pakistan International Airline Nur Khan (Air Marshal Retired) himself
went to the plane for negotiation and during the process of negotiation he himself
tried to disarm the passenger but the passenger opened fire upon him. Resultantly, he
got injured but in spite of that he disarmed the passenger and also brought him down
from the aircraft. After preliminary investigation, the hijacker was handed over to
police for further necessary legal proceedings in the matter (Rashid, 2012).
Another incident of hijacking took place on March 02, 1981 which is believed
to be the longest hijacking in the history that lasted thirteen days i.e. till March 14,
1981 (Wagner & Finkelman, 2014). In this incident, a Pakistan International Airlines
plane Boeing 720-030 B flight PK-326 which took off for Peshawar International
Airport, the provincial capital of the then North-West Frontier Province (NWFP) now
called as Khyber Pakhtunkhwa from Karachi International airport. There were 132
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passengers and 9 crew members on board that aircraft, when three hijackers hijacked
the aircraft and took it to Kabul, Afghanistan. The hijackers who were believed to be
die hard workers of Al-Zulfiqar Organization, demanded for the release of their 92 x
persons who were behind the bars indifferent jails of the country due to their
involvement in various criminal activities. However, on March 7, 1981, after five
days, 29 hostages including women, children and sick passengers were released by the
hijackers in Kabul (Riedel, 2014). The then president of Pakistan General Muhammad
Zia Ul Haq was not agreed to accept their demand for the release of prisoners named
by the hijackers, which prolonged the hijacking to 13 days. In retaliation, the hijackers
killed a Pakistani diplomat namely Tariq Rahim in the plane in front of other
passengers and threw his dead body on the tarmac in order to pressurize the
government to fulfill their demand. It was a highly critical time for the Pakistani
government because the passengers included some foreigners out of whom few were
American nationals and the terrorists threatened that they will kill the American
passengers if their demands were not fulfilled (Hudson, 1989). Finally, as a result of
negotiations, on 14 March 1981, the president agreed for the release of 55 prisoners,
which brought to end the longest hijacking of history. The released prisoners were
taken to be flown to Libya. But the Libyan government later changed its decision
about granting asylum to hijackers and their friends (Choi & Munson, 1993).
Therefore, then they were taken to Syria who finally agreed to do so. PIA is said to
have discarded the above said plane in April 1981. It was put on a brief display at
Karachi’s Jabees Fun Land Park, Clifton Karachi. Such like attack on the aviation
industry in Pakistan raised many fingers on the security and other intelligence
agencies of the country. Stringent security measures were required to counter such
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like attacks so as to make the aviation industry of the country safe and protected from
all kinds of unlawful interferences.
After the above said incident the then government took few measures for the
enhancement of aviation security but unfortunately, in later years, the country faced
another fatal hijacking incident in1986.It was on September 05, 1986 early morning
that a Pan Am aircraft flight 73 arrived Jinnah International Airport Karachi from
Sahar International Airport Bombay (now called Mumbai) India for stop. From Jinnah
International Karachi, it was to have its stopover at Frankfurt Airport in Frankfurt am
Main, West Germany and from there its final destination was John F. Kennedy
International Airport in New York City, United States. It was parked at the nearby
aircraft parking bay behind D gate and while boarding of passengers was in progress,
4 x hijackers of Abu Nidal Group of Palestine Liberation Organization reached (D
gate) in the uniform of Airport Security Force posing themselves as ASF officers.
Terrorists were equipped with Semi-Automatic Machine guns, grenades, explosives
and pistols. They deceived the Airports Security Force personnel deployed at the said
vehicle entry gate and reached their desired target i.e. Pan Am aircraft flight 73. They
opened fire upon the security persons deployed at the steps of the aircraft and made
their way to the plane. One of the cabin crew members informed the cockpit crew,
that the plane has been hijacked by the hijackers. Upon receipt of this information
both the pilot and the co-pilot managed to jump out to the apron with the help of a
rope and ran away towards the airport terminal building. The hijackers opened fire
upon them but they managed their safe escape (M. Khan, Personal communication,
August 5, 2016).
The main aim of the terrorists was to take off the plane to their desired
destination which could not materialize due to simultaneous action by the cockpit
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crew of the aircraft. The United States government approached the Pakistani
government with the option that their Special Operation Forces’ Delta Force may be
allowed for operation at the hijacked aircraft so as to release the passengers. Pakistani
government negotiated with the United States and as a result of the negotiation, it was
finally decided that the SSG (Special Services Group) will launch operation. It is
pertinent to mention here that the Special Services Group (SSG) troops of Pakistan
army are specially trained for such like operations. Shaheen Coy of the Pakistan
Army’s SSG (Special Services Group) were employed to take charge of the above
said operation. They were provided uniforms of the airline catering staff to serve
catering stuffs to the passengers on board that aircraft. So, in the garb of airline
catering staff they succeeded to enter the aircraft where they conducted an operation
inside the aircraft headed by Brigadier Tariq Mehmood Shah. Some of the terrorists
were killed in the operation while few others during the evacuation of passengers
from inside the aircraft tried to escape and took the guise of passengers however; they
were identified by the passengers and were taken in custody by the duty staff of
Airport Security Force. During investigation, the hijackers (Palestinian nationals)
revealed that prior to their action; they remained in Karachi city for a long duration in
the garb of students at different locations to plan their mission of hijacking of an
American aircraft at the soil of Pakistan. They further added that they frequently
visited Karachi airport for so many months with a view to examine the various
structures specially the vehicle entry gates as well as the security arrangements at the
airport and after that when they got fully aware of all the whereabouts of the airport
and psyche of the Airports Security Force personnel, they came to Karachi Airport in
the uniform of the Airports Security Force and reached (D gate of the airport) in a
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Suzuki van and succeeded in getting access of the tarmac through the gate (M. Khan,
Personal communication, August 5, 2016).
On May 25, 1998 three Baloch men hijacked a Fokker aircraft on board which
were thirty-three passengers and five crew members. The men belonged to the Baloch
student organization. The flight took off from Gwadar airport and was destined to
Hyderabad airport. The hijackers wanted the plane to be landed in New Delhi but the
pilot pretended that the fuel is not sufficient for taking the aircraft to Delhi and said
that they are near Bhoj India. The Pakistan Air Force (PAF) contacted the pilot of the
hijacked aircraft and advised him to land at Hyderabad airport Sindh, the pilot did so
and landed at Hyderabad airport. The Pakistan Special Services Group (SSG) troops,
Rangers and police stormed the aircraft, got released all the passengers/crew members
and arrested the hijackers. It was revealed in the investigation that the hijackers were
Iranian Baloch who was traveling on fake documents. The hijackers were against the
nuclear test in Baluchistan that was to be held on 28 may 1998, but their nefarious
designs were not accomplished and the nuclear test was carried out successfully by
the then government of Pakistan and brought a great name for the nation in the
community of the world (S. Mohammad, Personal communication, December 13,
2010).
The most fatal terrorist attack of the twenty first century attacks against the
aviation industry in Pakistan is the terrorists attack at old terminal of the Jinnah
International Airport Karachi in 2014. Jinnah International Airport Karachi is the
Pakistan's largest and busiest airport, and it serves as the hub for Pakistan
International Airlines (PIA), the national flag carrier of Pakistan. Besides Pakistan
International Airlines, many domestic airlines like that of (Air Blue, Shaheen Air
International etc.) and international airlines like that of Saudi Arabian Airlines, Qatar
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Airways, Emirates, Gulf Air, Air Arabia, Thai Air etc. flights are also transited
through the airport daily. Jinnah terminal is a newly constructed terminal of the
Karachi airport which was inaugurated in the year 1992 and got operational with a
view to fulfill the enhanced operational requirements of the airport. Old airport
consists of 3 x terminals. Presently Terminal No. 1 is being used as HQ CAA,
Terminal No. 2 is being used for cargo activities and Terminal No. 3 is being used
both for cargo and Hajj operations. PIA Main Engineering Complex is also situated at
Terminal No. 1. Actually, this one i.e. the old terminal (Cargo Terminal) was attacked
by the terrorists. This attack was the first large-scale incident in the history of aviation
industry of the country in years, with the last major incident being the hijacking of
the Pan Am which took place at Karachi airport in the year 1986 (Leventhal &
Chellaney, 1988).
It was at about 2300 hours, On June 8, 2014 that 10 x militants dressed in ASF
uniform/ armed with automatic weapons (Sub Machine Guns SMGs 7.62), hand
grenades, (RPGs) Rocket-propelled grenades, other explosives and flammable
substances, broke into the old terminal of Jinnah International airport Karachi and
with full preparation of attacking their target. The attack was very well organized and
pre-planned because when they reached the vicinity of the airport they got themselves
divided into 2 x groups and started a violent and indiscriminate firing on the duty ASF
staff at two gates i.e. Fokker gate and ICG (Immediate Clearance gate) of cargo
terminal from two different points simultaneously. Each group consisted of 5 x of
well-trained terrorists. First group of terrorists consisting of 5 x persons attacked the
Fokker gate situated in front of the Pakistan International Airlines Head office which
is mainly being used for the access/exit of PIA engineering staff into the PIA
engineering complex Premises for official duty. Adjacent to this gate i.e. towards its
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right-side is an aircraft maintenance hangar and a VIP car gate flanked by a lounge at
a distance of approximately 150 meters whereas PIA Engineering Complex is situated
towards the left side of the Fokker gate. At the back side of the PIA aircrafts
maintenance hangers, apron is situated where a large number of PIA aircrafts remain
parked for maintenance and cleaning etc. purpose. Furthermore, at the time of this
attack at the Fokker gate, a number of PIA aircrafts were parked at the apron which
was the main target of the terrorists (M. A. Pervaiz, Personal communication, April
19, 2015).
The first target of the terrorists was the ASF staff deployed at the first entry
gate i.e. Fokker gate. With this speedy and fire power, the terrorists targeted few ASF
personnel and managed to enter the first entry gate (Fokker gate) to the old terminal
building of the airport. ASF staff deployed at the Fokker gate responded very well,
kept the terrorist engaged, break their fire power as well as their speed and contained
the terrorists inside the gate premises for a considerable time. This in turn gave time
to the Airports Security Force QRF (Quick Reaction Force) which is the second line
of defense created after attacks at certain important installations of other armed forces
of the country to respond such like attacks at the airports effectively. The terrorists
though succeeded in beating the first line of defense of Airport Security Force up to
some extent but they were unaware of the deployment of second line of defense i.e.
the Quick Response Force (QRF) which was also deployed inside the entry gate i.e. at
apron who promptly responded to the terrorists and engaged the terrorists to the extent
of containing them up to the Pakistan International Airlines Aircrafts Maintenance
Hangar. These two lines kept the terrorist engaged and break their fire power as well
as their speed. Meanwhile additional contingents of the reserve ASF personnel also
reached the spot that joined the on duty ASF staff at the airport to counter the attack.
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Airports Security Force troops of Babar coy on duty at the said gates and other nearby
posts, effectively and promptly responded to the terrorist’s attack. Airports Security
Force QRF staff on duty at the airport and reserve staff in ASF camp JIAP, who
rushed to the airport without any loss of time, joined the duty staff to sort out the
terrorists. ASF staff fought bravely and contained the terrorists adjacent to the
terminal building at the airside so, that they were not able to approach the parked
aircrafts at apron and sorted out them one by one. In this sector, all the five terrorists
were sorted out one by one by the ASF troops who encountered the terrorists within
the premises of the PIA maintenance hangers and the terrorists could not have
succeeded to get access of the apron where a number of aircrafts were parked and if
they could have been reached at the apron the situation would be different. Thus, the
ASF troops saved the aviation industry of Pakistan specially the PIA of a great
disaster at the cost of their lives (M. A. Pervaiz, Personal communication, April 19,
2015).
Similarly, in the other sector second group of the terrorists which was also
consisting of five persons stormed the ICG (Immediate Clearance Gate) situated at
Hajj Terminal which is being used normally for the cargo activities. They after
reaching the gate started fire upon the duty ASF staff at the gate who also responded
to the terrorists. As a group of the terrorists attacked at Fokker gate few minutes
earlier to this attack therefore ASF troops in this sector were already aware of the
situation, therefore, when the terrorists attacked this sector, they faced a tough
response from the ASF duty staff and ASF QRF troops/reserves as well. It is pertinent
to mention here that two fuel dumps are located at this sector of the airport. One is the
main oil depot which is called the EJHD (Eastern Joint Hydrant Depot) which is
situated behind the (C gate) of old terminal which at the air side is at a distance of
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approximately, 150 x meters towards right side of the ICG gate, the gate through
which the second group of terrorists attacked. This oil depot is meant for the supply of
fuel to all the aircrafts of national as well as international airlines. The second oil
depot is a petrol pump of Pakistan State Oil which is situated at a distance of
approximately 200 x meters towards left side of the ICG (Immediate Clearance gate)
duly attacked by the terrorists. All the vehicles of the airport agencies operating at the
airport are provided with fuel from this petrol pump. The ICG gate is situated in
between these two oil depots of the airport. So in this sector the terrorists earlier fully
tried to approach the main fuel dump i.e. EJHD (Eastern Joint Hydrant Depot) but
they faced a tough response from the ASF staff deployed at the (C gate) therefore,
after their failure to advance towards this fuel depot they retrieved and thereafter they
diverted towards the left side i.e. to attack the PSO (Pakistan State Oil) petrol pump,
but the ASF troops bravely and effectively responded the terrorists and contained
them to a limited area. Resultantly, ASF troops sorted out the terrorists one by one but
the terrorists could not succeed to reach these two oil dumps. It is pertinent to mention
here that in this sector 9 x ASF officials embraced shahadat and a similar number got
injured, however, they contained the terrorists from 3 x sides, the terrorists at right
side could not succeed to reach the EJHD (Eastern Joint Hydrant Depot), towards left
side the PSO (Pakistan State Oil) petrol pump and in front side up to the aircrafts
parked at the apron. So, it was the cost which accepted by the ASF troops which not
only saved the Karachi airport, Aviation industry, nation and our beloved country as
well from a big disaster. The terrorists if would have been successful to reach these
two fuel depots or the aircrafts parked at the apron it would be a great disaster to the
aviation industry of the country (M. Khan, Personal communication, August 5, 2016).
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Within a short span of time (i.e. just within 2 x hours), eight of the ten
terrorists were shot dead by the Airports Security Force troops whereas the remaining
two blew themselves up when they were cornered. It is pertinent to mention here that
in the encounter 12 x ASF personnel embraced Shahadat encountering the terrorists
attack. This attack although inflicted a huge economic and human loss but the
nefarious designs of the terrorists were thwarted and did not accomplish. Furthermore,
the terrorist desired to reach the apron where a large number of the aircrafts was
parked to hijack some plane and get their demands remained unfulfilled. However,
their nefarious designs were buried into the dust by the Airport Security Force
soldiers at the cost of their blood and ultimately their lives.
It is also pertinent to mention here that the first brunt of terrorists’ attack was
faced by the ASF troops on duty at the airport as well as the reserve troops that
reached at the airport from ASF camp situated adjacent to the airport, although, on
receiving information, contingents of the Pakistan army from Malir Cantt, Pakistan
Rangers and Sindh police also reached the airport and joined the ASF troops to
counter the above said attack of the terrorists. Troops of all the three forces fully
supported the ASF troops at the later stage of the attack as well as in the evacuation of
the casualties and the post attack situation. Besides the troops of these forces local
administration, fire brigades as well as ambulances of Edhi, Cheepa and other NGOs
(Non-Government Organizations) also fully participated and supported the ASF in the
evacuation of the casualties even during the attack and rescue operations after the
attack was over.
The Karachi airport attack of June 2014 is important in a sense that the
terrorists have planned to destroy the Civil Aviation industry of Pakistan. Karachi
airport is the largest and modern airport in Pakistan. This airport is the hub of
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maximum air operation in Pakistan and if the terrorist attack was successful, the
aviation industry of Pakistan has to face an irreparable loss. However, fortunately the
terrorist miserably failed in their plot as how they planned the attack and how they
were retreated made a history in the airport security of Pakistan Civil Aviation. The
event was discussed in detail for the awareness of the international community and for
the security of other airports because this was the latest and brutal tactics the terrorist
used in Pakistan to topple the aviation industry. This would have been more disastrous
than the 9/11 if the terrorist may take control on some aircraft present at that time on
apron or may take control, some parts of the airport.
On the evening of 9th June 2014, Ch Nisar Ali Khan, Federal Interior Minister
visited Karachi airport where he was explained the whole episode in detail and was
apprised of the role played by the troops of all forces during the counter attack
operation (Menon, 2017). He highly applauded the role of all forces specially that
displayed by the ASF troops during the said terrorist attack while addressing the
session of the National assembly for apprising its honorable members regarding the
details of the attack.
The Tehrik-I-Taliban Pakistan (TTP) announced to claim responsibility for the
attack; they told in their statement that it was actually in repercussion of the killing of
their leader Hakim Ullah Mehsud, in a drone strike in North Waziristan in November
2013.The TTP also reiterated to carry out further attacks against the aviation industry
in Pakistan. The motive against them did not reveal however, the terminal they
attacked in use for VIP movement and near to the CAA/PIA Headquarters (Lynch,
2014)
At the time of the attack (Babar coy of ASF) was performing its first night
duty i.e. with effect from 2000 to 0200 hours at the old terminal of Karachi airport
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under the command of Assistant Director Muhammad Iqbal Khan Khattak. After the
attack was over, while fulfilling legal formalities of the post attack situation a proper
FIR (First Information Report) was lodged at the airport police station by AD Iqbal,
against the Tehrik. I Taliban Pakistan (TTP) as they claimed the attack so that the
police could further probe the legal proceedings in the case (L. Bacha, Personal
communication, June 10, 2014).
After a few days of this attack a ( Special Durbar ) of the contingents
comprising of the officers and officials of the Pakistan Army, Pakistan Rangers, Sindh
Police and Airports Security Force who participated in the above said attack was held
at ASF Headquarters Karachi which was addressed by General Raheel Shareef Chief
of the Army Staff who highly appreciated the role played by the officers and staff of
all the above mentioned forces specially of ASF whose 12 x officials embraced
shahadat and a similar number of its officials got injured during the above said attack.
Later on, Chief of the Army Staff also sent an Appreciation Letter to the Director
General Airports Security Force and highly appreciated the role played by the
Shuhada, injured officials as well as all other staff of ASF who performed well during
the above said attack (I. Chaudhry, Personal communication, May 10, 2015).
Later a case was initiated by the ASF HQ to concerned quarters of the
Government of Pakistan, briefly describing the role of each Shaheed and injured
official of ASF staff during the above said attack for honoring them with gallantry
awards. Government of Pakistan in recognition of the act of bravery, valor and great
courage displayed by the ASF Shuhada and injured persons during the said operation
were awarded with (Gallantry Awards) i.e. (Sitar-I-Shujaat and Tamgha-I-Shujaat)
(M. Khan, Personal communication, August 5, 2016).
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At the time of the attack, Major (retired) Muhammad Aslam Parvez Director
Airports Security Force was the Chief Security Officer of Jinnah International airport,
who just after the attack was launched at the airport, within a few minutes, he himself
reached at the critical attack zone area of the airport and joined his under-command
troops. This act on his part highly boosted the morale and level of the courage/valor of
the fighting officials of ASF who fought the terrorists very bravely and brought
success to the name ASF and Pakistan as well. It is an historical fact that all the
terrorists who attacked Karachi airport were killed during the counter attack operation
and no one remained spared who could have managed his escape from the airport.
Major Muhammad Aslam Pervez from the very beginning of the attack till the attack
was over, rescue operations started and got over, area scanning started and got over,
flight operations were resumed and all the post attack activities were over, he
remained present with his under-command troops. Therefore, considering his overall
good command and control and his valor/courage, he was also awarded (Gallantry
Award) by the Government of Pakistan.
As after an overall look on Pakistan aviation industry, the rest of perspectives
of Bacha Khan International Airport are to be taken in consideration with elaboration
of its different areas and aspects.
History of BKIA
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Photo credited to CAA Data
The old name of Bacha Khan International Airport was Peshawar International
Airport. It is an International Airport situated in Peshawar city in the province
of Khyber Pakhtunkhwa, Pakistan. It is situated at about 8 km from the Centre of
Peshawar city (Quadri & Quadri, 2014). It is one of the busiest airports in Pakistan
and stands at number 4th as far as annual flights are concerned. There is an unusual
feature related to this airport which is that one end of the main runway has a railway
line passing across the main premises of the airport. It is the only Airport in Pakistan
through which a railway tract is passing. Furthermore, it is also important to note that
a canal passes beneath its runway. These two qualities make it a unique airport of the
country. Bacha Khan International Airport is situated 180 km to the west of Islamabad
City (the capital of Pakistan), which makes it at a distance of about two hours’ drive
from the capital to the Airport through M-1 motorway. The BKIA Peshawar is a
historical airport across Pakistan. As it is the provincial capital of the Khyber
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Pakhtunkhwa province, the BKIA offers global networks for most of the north-
western region of the country and the adjacent areas of Afghanistan. The airport was
renamed after a Pashtun nationalist political leader Khan Abdul Ghaffar Khan (known
as Bacha Khan among the residents of the Khyber Pakhtunkhwa province). It was
renamed on 27 January 2012 (Mahmood, 2014).
LAYOUT OF BKIAP
The history of the airport can be traced back to 1927 when there was a small
airfield that served most of the flight needs of the British Empire and that were
travelling onwards to the east (e.g. to China and the rest of south east Asia) and to the
west (e.g. the European continent). It was in fact due to this reason that the city was
called by British the "Gateway to the East" because it linked the two cultures namely
the long-established oriental culture of the East and the modern occidental culture of
the West. It was after the independence of Pakistan from the British Raj that the
airport got true importance. The Civil Aviation Authority of Pakistan (CAA) and the
Pakistan Air Force started using the airfield jointly for military as well as civil
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operations of all types. Numerous flights started to be operated to and from Karachi,
Pakistan's largest city, as well as to other cities within the newly established state.
In the year 1965, the Peshawar airport became an airport of international status
when flights started to be operated from Kabul Afghanistan to Peshawar and vice
versa. The first flight was operated by the national flag carrier, Pakistan International
Airline (PIA). With the passage of time the airport grew with more flights and
aircrafts and needs based up gradation was accordingly carried out. It was in the year
1981 that the CAA extended the building of BKIA Peshawar for the forthcoming
requirements of the people of this part of the province. The apron was extended fully
by 1986, where the airport was able to accommodate four large body aircrafts and two
small body aircrafts at a time.
The provincial government of the Khyber Pakhtunkhwa consulted the Pakistan
Civil Aviation Authority in January 2008, to deliberate upon the expansion work of
the airport, which was needed to upgrade the quality of facilities, the terminal
modernization and cargo growth. In June 2008 the Deputy Director General of the
CAA, Air vice Marshal Sajid Habib, said that R.s 5 Billion had been allocated to
expansion and development of BKIA Peshawar (Alamghir, Personal communication,
November 13, 2016).
Although this airport is not much large in structure, as compared to other
airports of the country but a large number of passengers and visitors are frequently
visiting this airport due to their travelling requirements. As most of the population of
the Khyber Pakhtunkhwa is poor and illiterate, so they are doing jobs in the Middle
Eastern countries. Almost all the flights are destined to Middle East and recently there
is no direct flight to any of the European country from this airport. A few years back
there was a direct flight to London from BKIA Peshawar by the national flag carrier
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but due to less number of passengers it was too abandoned. This airport is witnessing
a large number of passengers, visitors and flights on daily basis. Although night
operation is suspended at this airport however the flight operation deficiency is
fulfilled in day time and it affords the whole burden on day time only. Operation at
this airport is almost closed after the sun set and starts at the dawn. After the sun set
only departure of the already parked plane take place and no landing permission is
accorded because of the grave terrorist threat to the aircrafts. Furthermore, during the
taking off, aircrafts uses the Tehkal side which is quite safe as compared to the other
side of Pishtakhara region. Because the Pishtakhara side is situated in close proximity
of the Khyber agency and terrorists have already targeted an air borne plane of the
Pakistan International Airline from that side and even fired rockets a number of times
from unknown places of Bara region, Khyber Agency.
As per different survey reports conducted by various Federal and provincial
government agencies, approximately Seven Thousand Afghan nationals are living in
the funnel/surrounding areas of the Bacha Khan International Airport which is a great
threat to it. Action has since been started by the Law Enforcement Agencies against
those Afghan Muhajireen bearing fake I.D cards for their deportation with a view to
eliminate this potential risk to the security of BKIA Peshawar. Government is also
planning to settle these refugees at some other suitable places and a safe distance from
airport, because airport is a sensitive installation and any accomplice on their part
with the terrorist groups may be very harmful for the security of the airport. They
were termed as a risk for the Peshawar Air Force Base and BKIA Peshawar. Action to
be taken in the Tehkal (upper and lower), Abdararoad, Garhi Sikandar Khan,
Pishtakhara, Custom area, Swato, Bara gate, Badhbeer, Bara road and all the small
villages near the funnel area of the Airport. Data has already been collected by the
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concerned quarters of the registered and non-registered Afghan population (The Daily
Mashriq, June 30, 2015).
The intelligence agencies and other quarters issue threat alerts to the airport
security authorities from time to time. Some alerts were of serious threats and others
of minor nature of expected attacks. However, all the relevant agencies are in close
liaison with the airport security authorities for prompt and timely/effective response in
case of any untoward situation. Media and other information groups are also playing
its role in a befitting manner. On 25th August 2015, it was revealed through the daily
Mashriq that terrorists are planning to attack Bacha Khan International Airport
Peshawar and PAF Base, due to which high alert has been enforced at Base and
airport. Terrorist groups have once again planned attack against airport, therefore, due
to these threats sale and use of laser lights beam is prohibited. It was intimated vide
Letter no. 14/07/2015 issued by ministry of interior to the provincial government of
Khyber Pakhtunkhwa that some terrorist groups are planning a massive attack against
the PAF Base and airport. They intend to hijack plane. Provincial government was
asked to enhance the security measure all around the airport, especially in funnel area.
Other Law Enforcement Agencies outside the airport were asked for strict vigilance
round the clock (The Daily Mashriq, August 25, 2015).
Planned Upgrades
Peshawar airport is the only international airport of the province therefore it is
frequently being visited by the passengers as well as visitors in connection with their
travelling abroad and on domestic flights. It has both the facility for
International/Domestic arriving/departing passengers, a Civilian Important Personnel
(CIP) lounge with separate parking, drop lane, parking facility for general visitors, a
mosque as well as sitting facility for a limited number of visitors. The airport has also
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a number of facilities to cater to the normal needs of passengers such as bank,
(domestic/international) telephone calling booths, money exchanging, Automatic
Teller Machines (ATMs), Internet Stations (powered by Wateen), information
counters, gifts and souvenir shops, snack shops, rent a car service and a post office. Its
apron has the capacity of 5 x aircrafts to be parked at one time. It also consists of a
cargo shed for cargo operations and a fuel depot for fueling of the aircrafts. The up
gradation of the airport is currently under consideration to make it compatible with
the future needs of the air travelers. The geographical location is also under
consideration for the authorities. Construction work of the expansion of the airport
with an eighteen months projects, has been started since March 2016 would be
completed in September 2017 by the CAA which is still in progress with a view to
enhance its capacity to meet the future requirements of the aviation industry and to
develop the airport so as to meet the international standards. The project plan of
extension of the airport has been supposed to be completed with an extension of six
months in March, 2018 but still it does not look with the same pace that the project
can be completed in the stipulated period of time and would take more time (M. Ibrar,
Personal communication, December 14, 2017). The new project will give a temporary
relief to the passengers, visitors and the people of KP but in the long run this project
will not cater to the need of the growing population of this province.
This airport is not only used by the people of KP but it is also used by the
people of FATA whose majority people are working in foreign countries because they
have no other opportunities in their barren lands hence they prefer to go out of the
country for jobs in different fields. This province needs another international airport
outside the city of Peshawar for the betterment and ease of the people of this part of
the country. The technical side of the airport is also kept in consideration because
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with the expansion of the airport it may get able to be look like an international
airport. Furthermore, the security agencies may also be able get the resistance time, in
case of emergencies and physical attacks. Space is a very important aspect as for as
security of an airport is concerned. A huge open space and proper set up may also
provide space for the speedy talking of passengers and wide space for the proper
functioning of equipment and other security related machinery. In a congested
atmosphere there are not only difficulties for the passengers but also for the security
and other functionaries of the airport. Being an international airport, it may have to
equip with all the required facilities for the staff and passengers to be look like a
standard international level airport.
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COMPARISON OF EXPANSION PLANS# COMPONENT EXISTING CAPACITY NES PAK PLANNED
CAPACITY1 VIP/ CIP PASSENGER 68 1002 INT’L DEPARTURE BRIEFING AREA
(COUNTERS)09 20
3 DOMESTIC DEPARTURE BRIEFING AREA (COUNTERS)
04 10
4 INT’L ARRIVAL LOUNGE (Square feet) 13,035 24,3005 DOMESTIC ARRIVAL LOUNGE (Square feet) 7,600 12,6006 INT’L DEPARTURE BRIEFING AREA (Square feet) 8,550 14,4007 DOMESTIC DEPARTURE BRIEFING AREA
(Square feet)6,223 13,500
8 CONCOURSE HALL (Square feet) 16,580 32,0009 CAR PARK (CARS NOs) 350 900
S# LAND UTILIZATION EXISTING(ACRES) NEW PROPOSED AREA
1 CAR PARKING AREA 02.03 11.102 TERMINAL BUILDING AREA 01.53 04.653 UTILITY BLOCK AREA 00.11 01.594 VAULT ROOM AREA 00.37 00.145 APRON & TAXIWAY AREA 16.56 38.666 CARGO TERMINAL & CAR PARKING AREA 01.29 06.097 MASJID AREA 00.07 00.838 P.S.O INSTALLATION AREA 01.08 01.879 ASF CAMP AREA 02.45 03.2910 TGS/ GROUND HANDLING EQUIPMENT AREA
NO.104.63 04.65
11 TGS/GROUNG HANDLING EQUIPMENT AREA NO.2
- 05.11
12 CAA OFFICE, CAA OFFICER & STAFF MESS AREA
- 06.32
13 PROPOSED FLIGHT KITCHEN/ CATERING AREA - 00.5214 ROAD & GREEN PATCH AREA ETC 44.86 36.17
TOTAL AREA 74.98 ACRES 122.99 ACRES
(CAA BKIAP Data)
As keeping in view, the comparison of the existing structure and capacity of
the BKIA Peshawar, the existing capacity of the airport is quite less and it cannot
cater to the needs of the people of this province. This is an international airport but
unlike other internationals airport of the world it does not seem to be an airport of the
international level and standard but as like a bus stand or other national level entity.
The parking area and other parts of the building is not in any way sufficient for the
easy passage of passengers and visitors. The extension work is in progress at the
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moment and after its completion for which the estimated time was eighteen months, is
about to end, but it does not seem to be completed soon, the structure and capacity
will be enhanced but to a little extent. It will only cater to the existing flow of people
but keeping in view the future perspectives the airport will not be able to fulfill the
needs of the people of this region after a few years. The population is increasing and
the future resources will not be capable to meet it. Work is going on in the airport for
its extension and a grant of 5 billion rupees was also approved for its extension but
here is a lack of proper future planning, work has been going on in some way or the
other but proper planning is unfortunately not being carried out otherwise the results
would have been different.
BACHA KHAN INTERNATIONALAIRPORT PESHAWAR (GOOGLE MAP)
(Photo credited to CAA BKIAP)
Google map of the BKIA Peshawar shows the taxi ways, runway and
boundary etc. of the airport. A total area of 681 acres (29661450 Square feet) has
been occupied by the Bacha Khan International Airport. This total area also includes
the runway, Taxiway, apron and buildings etc. the area is not too less for an airport as
compared to the other international airports of the world. This also show the strategic
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importance of this airport. If the security issues of this airport are resolved so, this
may be utilized for the Middle Eastern and Central Asian countries as a gateway. This
airport may be quite helpful for increasing the revenue generation and as a cultural
development source between Pakistan and Central Asian republics because those
states are at an easy approach from this airport. Flight to Afghanistan and Iran may
benefit the people of both the regions.
PASSENGERS LOUNGES AND CAPACITY
AREA/LOCATION SEATING / HANDLING CAPACITY
INTERNATIONAL LOUNGE
International Briefing Area 300 Standing + 50 Seats
Check-In Counters 09 Nos.
International Departure Lounge 360 Seats
International Arrival Lounge 500 Standing + 60 Seats
DOMESTIC LOUNGE
Domestic Briefing Area 250 Standing + 50 Seats
Check-In counters 06 Nos.
Domestic Departure Lounge 340 Seats
Domestic Arrival Lounge 300 Standing + 60 Seats
EXECUTIVE LOUNGE For both Int’l / Dom. Arrival / Departure 68
CONCOURSE HALL Concourse Hall 1000 Standing + 200 Seats
CAR PARKING CAPACITYGeneral Car Parking 350
VIP Car parking 15
(CAA BKIAP Data)
The above-mentioned table shows the existing capacity of the different
locations of the airport. However, the new plan has the increased capacity for all the
above. Work is in progress for the last many months which has created a lot of
problem for the security staff, other agencies and passengers as well. The plan on
which work is still in progress will increase the capacity as mentioned earlier in the
chapter.
FLIGHT INFORMATION
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International Flights Per Week 79+77 = 156
Domestic Flights Per Week 16 + 18 = 34
Airlines Operating(9 NOS.)
AIR BLUE, AIR ARABIA, EMIRATES, ETIHAD, GULF AIR, PIA, QATAR AIRWAYS, SHAHEEN AIR, SAUDI ARABIAN AIRLINES and SERENE AIR.
Chartered Flight (06NOS.) (Parachinar)
SCHON AIR, STAR AIR, HYBRID, ASSL, AIR EAGLE AND PESHAWAR FLYING CLUB
(CAA BKIAP Data)
The above table shows the weekly international and domestic flights
scheduled showing the different airlines operating from BKIA Peshawar. Etihad
Airway has suspended its flights permanently from this airport after the aerial fire on
the PIA flight and the domestic sector flights have also been abandoned except the
Serene Air and PIA. The chartered flights were operating from this airport to
Parachinar due to the closure of roots leading to Parachinar in the Sunni-Shia conflicts
but after the opening of roots those flights and airlines have also been abandoned and
now only small trainee planes are operating under the sponsorship of Peshawar flying
club for the training purpose.
Electronics Terminal Facilities
FIDS (Flight Information Display System).
APC based FIDS which has all the advanced features installed at various locations.
The System comprises of the following: -
Panasonic Plasma Monitors 42” - 07
Panasonic LCD Monitors 32” - 02
LED Display Board - 04
LED Message sign for Counters 17
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Airside Information
RUN WAY LENGTH 9000 FT
RUN WAY WIDTH 150 FT
RUN WAY 900 FT x 150 FT
PARKING BAYS TOTAL= 06BAYS: 1, 2, 3 & 4 (WIDE BODYAIRCRAFTS, BAY NO.1 FOR AIRCRAFTS CAT UPTO A-330 / B772, BAYS NO 2, 3 & 4 FOR AIRCRAFTS UPTO A300)
BAYS: 5 & 6 FOR ATR AND BELOW.
(CAA BKIAP Data)
The above table shows the information about the runway, its allied facilities
and the capacity of the apron to bear how many large and smaller planes.
Public-address System
PAS (Public Address System).
A Processor based Public Address System consists of the following:
1. Power Amplifier 120W - 03
2. Power Amplifier Dual Channel - 02
3. Wall Mounted speakers 30W - 10
4. Reflex Horn Type speakers 30W - 14
5. Ceiling Speakers 6W - 116
6. Remote Paging Console - 03
(CAA BKIAP Data)
Baggage Check in System:
Baggage check in facility is provided through display system. There are 05
Briefing Counters with Electro Mechanical Weighing scales in Domestic and 09
Briefing Counters with Electro Mechanical Weighing Scales in International Briefing
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Halls which are not enough during peak hours when the number of flights increases
from two departures. It specially creates problems to the staff as well as the
passengers during hajj or Umrah flights because of the low capacity space in the
briefing area and other facility in the domestic and international departure lounges.
In the above paragraphs, the different structures and present/ existing facilities
were highlighted in order to have as clear understanding of the Bacha Khan
International Airport Peshawar. The facilities offered by the government and Civil
Aviation Authority clearly indicate the lack of desired facilities required at an
international airport. The system at the airport may be developed to the international
standards the provision of modern technological accessories. As the aviation industry,
all over the world has many threats so the same is the case with Pakistan. Pakistan is a
developing country and it has to take efficient control on the law and order situation
for going ahead with the developed and advanced countries in the world. A little
happening in this regard can damage the integrity of our country and extra vigilance
and care is required at the airports in Pakistan. In case some untoward events happen
at this airport, the available record has been discussed with some detail.
National, Regional and Local Threats
Aviation industry being a main commercial hub and an income source of each
country economy, since its inception, and with the passage of time threats for the
airports throughout the world are almost of the same nature but actually the terrorists
try to adopt the ways and means which are very easy to them and are easily
implementable at the place of their contended targets. Moreover, they often try to
carry out their terrorists’ activities by using new and unique technique to make
successful their notorious designs but still there are some basic similarities in every
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attack, which is very important for the security agencies to analyze those aspects and
make security more and more secure and prepare their troops to cope with any type of
attack. Such type of analysis and rehearsals stand the security agencies at a position
predicts the nature of possible attacks and the capability to cope with it as well.
Keeping in views the importance of Pakistani airports and especially the Bacha Khan
International Airport the following national, regional and local threats are impending
to its security are the threats of hijacking of aircraft, threats of sabotage of aircraft on
ground; threats of sabotage of aircraft in the air and threats of missile attack on
aircraft. Moreover, threats of raid on aircraft on ground, threats of rocket attacks on
airport VPs; threats of suicidal attacks at the airport and threats of Vehicle Borne
Improvised Explosive Device (VBIED). Furthermore, threats of forced breaking of
perimeter range, threats of sabotage of Vulnerable Points (VPs); threats of
surreptitious infiltration of perimeter, threats of hostage taking of passengers or others
and threats of attack on lounges for killing people. The threats of sabotage in Car Park
area, threats of internal conspiracy by airport functionaries; threats of attacks on Very
Very Important Personnel VVIPs /VIPs in airport premises, Threats from known
terrorist organization and any specific threats to airlines.
Some of the security enhancement measures are adopted at BKIA
Peshawar on immediate basis after the different terrorists’ threats and attacks over this
airport. Ababeel Flying stopped due to security reasons. Political Agent Parachinar
requested for enhancing security in and around the Airport. All General Aviation
Companies operating chartered flights have been issued instructions to allow only
Pakistani Nationals and as such no foreigners may be allowed. Peshawar Flying Club
has also been requested for proper security arrangements in their premises. Cargo
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Agents Association and Exporters Association have been requested to co-ordinate
with ASF for proper security arrangements.
Attacks on Airport
Sabotage incidents at BKIA Peshawar are also more in number as compare to
the other airports of the country. Either it is terrorists or other unfortunate accidents,
BKIA Peshawar suffered all the times. It is a hub or gateway for the Middle Eastern
and central Asian countries. Most of the Middle Eastern passengers are travelling
from this airport. But the locality of this airport made it quite vulnerable for terrorists
and this airport is situated on a small piece of land as compared to the other
international airports of the country and the rest of the world. In case of any terrorist
attacks reaction space and time is very important but this airport has a small parking
due to which managing of reaction would obviously matter a lot. Incidents took place
here from time to time some of which were of severe nature others were of small
nature. However, all the time the flow of passengers to the airport and flights schedule
has suffered which is not a good omen for its future development. Below here are
some of the incidents which have directly happened at BKIA Peshawar and some are
those which are even not happened at this airport but was related to this airport in one
or the other way.
One PIA Douglas C-47A-1-DKflight took off from the BKIA Peshawar airport
on Friday March 26, 1965. The aircraft lost contact with ATC i.e. the air traffic
control in the mid-flight. The aircraft had crash landed at the Lowery Pass. The actual
cause of the crash was not known that either it was crashed due to technical fault or
due to some terrorist incident. No passengers or crew members survived the tragic
accident.
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One PIA Fokker, F-27 Friendship, on October23, 1986, while making a night
approach at the airport, had a lower than expected flight, due to co-pilot error. The
aircraft undershot the runway and landed in a nearby ditch which caused the aircraft
to crash and break up. Thirteen passengers and crew members were seriously injured
(M. Khan, Personal communication, 22, December 2014).
On December 26, 2006, one person was killed and two were injured when a
powerful time bomb blasted beside the main Khyber road outside Peshawar Airport.
The bomb was planted in a car, parked on Khyber Road. The Bomb disposal squad
officials announced that the bomb was about two kilograms. It totally smashed the car
it was planted in, in addition to breaking the boundary wall of Risalla Lane of the
Pakistan Army ground opposite to the main in gate parking of the Peshawar airport.
The explosion took place at 7:10 am. It also damaged six other vehicles. The
explosion did not disturb the schedule of flights except the effect that the airport's
entry and exit points were closed for some time. The CCPO Peshawar, Malik Saad
told Daily Times that the Suzuki car exploited in the bomb blast was stolen some 10
days before from the capital city, Islamabad (Daily Time, 27 December 2006).
The deceased person in this bomb blast was identified as Naveed from Buner,
a bus cleaner, while among the injured were Siraj Mohammad a resident of village
Regi, district Peshawar who was an employee of the contractor of the car parking, and
Anwar Zaib Bakht of district Swat, who was an airport employee. Immediately after
the blast, the local police, the bomb disposal squad and the intelligence agencies
officials swiftly reached to the site of the blast and cordoned off the area in no time.
The injured Siraj gave his statement to the reporters that he could see a huge smoke
and dust which covered the entire area after the blast and that he could see nothing at
the time when he fell unconscious. An eyewitness reported that he had parked his car
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in the parking area at 6:15am and that there was no other car parked there at that time.
He said he was asleep in his car at the time of the bomb blast. It was a terrorist
incident who tried to take the above said explosive laden inside the airport premises
but due to proper security checking of the vehicles at the main entry gate of airport,
terrorists could not make it and parked the vehicle outside the airport near the army
cavalry ground situated opposite the airport. Fortunately, the terrorist could not
succeed in their nefarious designs. In case they could have reached the main car
parking area of the airport it would have brought a great disaster to the airport and its
inmates (The Daily Dawn, 27, December, 2006).
On 28 April, 2007, a bomb blast inside the Peshawar International Airport on
Saturday rocked the sensitive cantonment of the city, triggering a wave of fear among
hundreds of passengers in the compound. The device was attached with a timer and
planted in crates of soft drinks inside the canteen. The explosive device weighing 150
to 200 grams went off at 6.55am but did not hurt anyone inside the airport building.
Following the explosion, the Airport Security Force and other law-enforcement
agencies further tightened security measures in and around the airport building. All
the passengers and vehicles entering the airport premises were being thoroughly
checked. This was another attempt to disrupt the smooth functioning of the airport but
fortunately, it again could not report any casualty except a little economic damage to
the canteen. Although, it created panic in the visitors and passengers however, in long
run it did not suffer the aviation industry at BKIA Peshawar as might have been
desired by the terrorists (M. Khan, Personal communication, 22, December 2014).
After the 9/11 attacks the terrorists physically tried to reach the BKIA
Peshawar but it was really a difficult task for them, so they tried to hit the airport from
far flung area of Federally Administered Tribal Area (EX-FATA) which is at a
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distance of few kilometers from the airport. Such a way on 25-04-2009 at about 0155
hours two Rockets were fired by unknown terrorists which fell at two different places,
one near DVOR located in PAF Area and the other in the area of 9 Army Aviation
Squadron. No loss to the human lives occurred, however an Army oil tanker parked in
9 Aviation Squadron was observed spilling out oil from its tank. It was fortunate for
the airport that it did not hit the oil depot otherwise the operation system from BKIA
Peshawar might have suffered for a longer time (S. Nawaz, Personal communication,
September 23, 2010).
On 9-5-2009 at about 0103 hours 1 x Rocket fired from Western side of
Peshawar, probably from Tribal Area, blasted in grassy ground in front of office block
of 9 Army Aviation Squadron which is situated adjacent to the BKIA airport and
Flying Club Peshawar Airport. Many splinters of rocket blast hit Peshawar Flying
Club aircraft hangar and also tail of Khyber Pakhtunkhwa Governor's aircraft plus
wing of one Cessna parked in the hanger. Few splinters also reached ASF Camp and
Airport Car park area. After a few seconds, another similar rocket blasted in the
vicinity of 2 Signal Battalion opposite to Peshawar Airport. Some splinters of this
blast reached ESSO gate (Catering vehicles Gate) opening on apron. No loss to the
human lives/property was caused to the ASF Troops and their accommodation and
Civil Aviation Installations/Building. The wave of these terrorists’ attacks did not stop
here but they were constantly trying to hit airport building/vicinity but no serious
damage happened to the airport (A. Ullah, Personal communication, November 12,
2014).
On 8-7-2009 at about 0220 hours 1 x Rocket fired from Western side of
Peshawar, probably from Tribal Area, was targeted at International Committee of Red
Cross(ICRC) Tarmac in front of Pakistan State Oil (PSO) Depot. Resultantly, a
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splinter hit against left engine of ICRC aircraft, causing one-inch hole. A few splinters
also reached near car park Main-in gate. After a few seconds 3 x Rockets blasted, in
Pakistan Air Force (PAF) area near Air Traffic Control (ATC) Tower, near PAF
Senior Non-Commissioned Officers (SNCOs) Mess and Tehkal Town, respectively.
No loss to the human lives was reported, although one PAF personnel had been
reported to be injured (Q. Kamil, Personal communication, July 29, 2010).
On 10-8-2009 at about 2305 hours, more than twelve rockets were reported to
be fired by unknown terrorists. 1 x rocket out of these landed at FC Campus Phase –
VI, Hayatabad, damaging MI Room without any loss to human life, whereas, 4 x
rockets hit civil population about 1½ Km away from Runway end and the remaining
rockets fell at Pishtakhara and its surroundings, resulting into death of two and
injuring ten civilians (Daily "Mashriq" Peshawar, 2009). PIA flight PK-217 (ISB-
PEW-AAN/AUX) landed safely after about two minutes of above rocket attack. It
was in view of such deteriorating security situation in that part of Pakistan that six
international airlines suspended their flights to Peshawar, though on a temporary basis
which were resumed later on. This was followed by a rocket attack on the airport in
August, 2009. Since the Pearl Continental hotel was blown up in a bomb blast, the
non-availability of a functional 5-star hotel in Peshawar is also said to be one of the
major causes of suspension of many of the foreign airlines operations to BKIA
Peshawar. The airlines which suspended their operations included Saudi Airlines, the
Emirates Airlines, the Gulf Air, the Air Arabia, the Qatar Airways and the Etihad
Airways. All the airlines resumed services to the city after a brief pause, but such
attacks have badly affected the economy of our country besides damaging the image
of the airport and Peshawar city in the world. Although, after some time the
confidence of the airlines restored after an extensive improvement in the security
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measures taken by the Airports Security Force, and the Rasul khima (RAK) Airways
not even resumed its flights operation but also commenced new services increasing
the number of flights to BKIA Peshawar (M. Ibrar, Personal communication, August
29, 2015).
On 3-10-2009 at about 0225 hours, four to five rockets were reported to be
fired by unknown terrorists from unknown area out of which only one landed in PAF
Base area near 16 Squadron, whereas, the others in surrounding area of the airport. No
loss to human life has been reported. Flight operation remained normal (The Daily
News, 2009).
On 30-5-2010 at about 2305 hours, 1 x Russian made Rocket was fired from
Western side of Peshawar, probably from Tribal Area which, blasted in PAF/Army 9
Aviation area, adjacent to ASF Camp and Peshawar Flying Club. Some of splinters
including shell of rocket blast hit PFC Cessna aircraft, parked at Apron of Peshawar
Flying Club, slightly damaging its tail and right-side wing. No loss to human life
occurred and ASF troops’ accommodation and Civil Aviation Installations/Buildings
remained safe. The author of this dissertation personally observed it.
Thereafter, a period of calm and stability was seen at BKIA Peshawar and the
airport was operating normally but again in after a lapse of two years in December
2012 another unfortunate incident took place at BKIA Peshawar which cannot be
forgotten in the history of this airport. This time terrorists were not firing rockets or
other explosives from far flung or tribal areas this time they physically approach the
airport perimeters and carried out a massive physical attack on the airport but
fortunately they even did not capable to put their feet inside the boundaries of the
airport. The police and armed forces men fight with valor and dedication and did not
let them pass through inside the perimeter walls.
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On 15-12-2012 at about 2031 hours, during landing of PIA transit flight PK-
755 (LHR-PEW-RUH) sound of explosion was heard from western side of the airport
near University town. Meanwhile sound of 3 x more explosions were also heard at
2032, 2035 & 2037 hours respectively and a Vehicle Borne Improvised Explosive
Device (VBIED) struck with the perimeter wall at western side of the airport opposite
to 9th Army Aviation unit near runway, due to which approximately 60 feet of
perimeter wall was blown up at Abdara Road adjacent to University town in which 2
x militants were killed. 3 x militants were shot dead during intrusion by PAF and
army combaters. Dozens of the stray bullets fell at the apron during the occurrence (F.
Rabbi, Personal communication, December 20, 2012).
According to PAF, all the area was combed and no militant was found. No
Casualty of PAF, DSG, Army, Police and ASF personnel was occurred. Except a
police man was hit at his duty post before carrying out the said attack on Abdara road
at the back side of the airport and several other civilians were injured due to the blasts
and cross firing. It is also worth mentioning here that a Pakistan International Airline
(PIA) flight PK-755 was parked on apron and 34 transit passengers were on board the
aircraft. All the passengers were embarked from the aircraft and were brought to the
international departure lounge by the Airport Security Staff. Syed Iftikhar Hussain of
Khyber Pakhtunkhwa minister for information visited the airport at about 2200 hours
during the crisis and went to different areas of the airport and met with Pakistan Air
Force (PAF) and Defence Services Guards (DSG) personnel. On 16-12-2012 at about
1045 hours, runway of the airport was cleared by PAF and CAA for operation (F.
Rabbi, Personal communication, December 20, 2012).
Furthermore, the responsibility for the attack on Peshawar airport i.e.
December 15, 2012 was claimed by the Taliban and reiterated by Taliban spokesman
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Ehsan Ullah Ehsan that they will carry out further attacks on the airport. the
passengers who were on board at the time of attack were brought to the departure
lounge and were safe in the custody of Airport Security Force (The Express Tribune,
2013).
On 24-05-2013 at about 2315 hours a blast was heard in PAF base area which
according to PAF authorities was a rocket attack. The rocket hit the History Park /
parade ground some 40x yards away from Main Guard Room and some 100 x yards
away from Base Commander Office. Siren voice from PAF was also heard. No
casualty and damage occurred. After rockets attack, all the staff was stand to,
especially staff deployed at land side/airside and directed to be alert and vigilant to
foil any terrorist attack. Extra deployment of ASF staff from ASF Camp was also
called to strengthen Apron, PSO and Flying club gates. Major Mansoor of 69 FRA
and PAF Wing Commander Arbab Naveed (Admin Officer) told that the said rocket
had been launched from Shah Kas (Jamrud boundary South West of the Base) near
about 15 to 18 km road distance and about 06 to 08 km aerial distance away from the
hitting place and all the situation was himself witnessed by the author of the
dissertation.
On 06-06-2013 two rockets were fired on the airport area from unidentified
location. Fortunately, the rockets did not hit the important installations of the airport
and the PAF Base. The rockets hit the un-populated area of the ground and according
to the PAF authorities the rockets were fired / launched from south west probably the
Shah Kas area of Khyber Agency (ASF Operation data, 2015).
On 26-02-2014 at about 0035 hours 03 x rockets were fired towards the airport
from unknown direction and ASF staff on duty observed the rockets crossing over the
apron of airport. As per police sources, one of the rockets fell near Nawaz Eye Clinic
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University Road Peshawar, the other fell near Shaheen camp and the 3rd rocket fell
near the tomb of Begham Baba JeeJamrud Road Peshawar. No loss to human lives
occurred. In view of the above, security of the airport has been strengthened and extra
vigilance and alertness is being exercised by the Airport Security Force staff to foil
any attempt of terrorist activity (ASF Operation data, 2015).
On 27-04-2014 at about 2330 hours two rockets fell in the airport premises
from unknown direction. However, one rockets landed in the grassy field near the
run-way without causing any damage to the building, installations or human. The
other rocket fell near the wall of army unit that is opposite to the ASF camp BKIA
Peshawar airport (M. Khan, Personal communication, 22, December 2014).
On 13-06-2014 at about 0010 hours, rockets were observed crossing over the
apron of BKIA Peshawar. Later on, the police sources confirmed that the rockets fell
near Civil Quarters at a distance of about one kilometer. The possibility of that could
not be ruled out that the target of those rockets was the Bacha Khan International
airport but fortunately it missed the target and fell at another place (ASF Operation
data, 2015).
On 24-06-2014 at about 2257 hours, on the arrival of PIA flight PK-756 from
Riyadh it revealed that the aircraft (Registration No. AP-BGN) was hit in funnel area
near Pishtakhara prior to landing. Resultantly, 01 x lady passengers namely Maknoon
and 02 x Cabin Crew (Flight Stewards) namely Ijaz Khan and Wajid got injuries. The
injured lady passenger and Cabin Crew were shifted to CMH Peshawar in CAA
Ambulance and later it revealed that the lady passenger expired in the hospital. 191+5
passengers were on board the aircraft. After arrival of the flight, the CSO, Deputy
Director (Ops), Base Commander PAF Base Peshawar, Commander 102 Brigade,
Airport Manager CAA and Station Manager PIAC BKIA Peshawar reached at the
160
Apron. Combined search of the aircraft by ASF and PIA security staff was carried out
and it revealed that 08 x bullets were hit to the aircraft. PIAC authorities lodged an
FIR of the incident in Police Station Badhbeer Peshawar. A search operation was
launched by the concerned law enforcement agencies after the incident in the airport’s
funnel area, during which 200 suspected persons were arrested. After this incident the
UAE-based carrier’s the Emirates and the Etihad suspended their flight operations on
a temporary basis to Peshawar, and resumed their flight operation at BKIA Peshawar
in August of the same year, after a short period of time (K. Atlas, Personal
communication 25 June, 2014).
The main culprit of the 24-06-2014 attack was sentenced to death was
endorsed by the Chief of Army Staff General Raheel Shareef on Monday the
November 7, 2016. The Chief of Army Staff endorsed the death penalty of nine
terrorists who were involved in different terrorist activities in the country. Out of
these nine terrorists one was known as Sajid son of Ibrahim Khan who was carried out
firing attack on the Pakistan International Airline attack in which an innocent woman
killed and two other persons sustained injuries. He was also involved in other criminal
activities in which many other law enforcement personnel were killed (The Daily
Mashriq, November 08, 2016).
On one hand, this airport was suffered due to the terrorist activities and on the
other hand 18th October 2015 two PIA flights one for Kuala Lumpur and other for
Abu Dhabi were not operated on time because of the scuffle in the air league and the
engineers at BKIA Peshawar and the passengers were suffered badly (Geo TV, 2015).
Terrorism is a reality and a potent threat to mankind. The manifestations of
this threat are not limited to any particular region or society. The spectrum of its
activities and different circumstances leading to its start, pose a greater challenge to
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the experts and policy makers. The peril is further augmented by existing differences
among the nations and their multifarious diverging interests. Any attempt to counter
the phenomenon is not only required to be dealing with the apparent causes in a
particular society. The existence of various international networks and state
sponsorships has institutionalized terrorism as not an expensive mode of warfare. An
overall view of the entire phenomenon in general has revealed the fact that political,
social and economic efforts with the requisite and controlled use of force are believed
to be the key to success for any counter terrorism drive. However, Pakistani
Government must take these requisite measures without further delay, utilizing both
political as well as military means.
Conclusion
Pakistan aviation industry faced many terrorist attacks some are of serious
nature and some are minor but all these incidents badly affect the aviation industry of
Pakistan. Of these attacks the most serious and recent attacks are the Jinnah
International attack 2014 and the 2012, 2014 attacks against the BKIA Peshawar.
Bacha Khan International Airport Peshawar is located in the city of Peshawar, Khyber
Pakhtunkhwa. Due to the proximity with FATA, the BKIA Peshawar suffers more
than any airport of Pakistan. The airport is very important in strategic as well as in
cultural promotion with the Central Asian countries. The facility and other
requirement at the airport do not look like an international airport. Moreover, in past it
has been targeted many times and still much type of threats persists to it. Latest
equipment, machinery and communication system may need to install with a full
proof security arrangement in the funnel area of this airport for the safety of
passengers, crew and aircrafts.
162
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166
CHAPTER- 5
INTERNATIONAL CIVIL AVIATION ORGANISATION (ICAO)
Introduction
Civil Aviation is a major source of air transportation worldwide, providing air travel
facility to the passengers as well as air lifting of cargo. The Civil Aviation includes
both the commercial as well as the private aviation. ICAO supervises the aviation
industry worldwide, with issuing instructions, standards and recommendations to the
member states for the uniformity, security and development of this sector. Pakistan is
also member of the ICAO, it is therefore necessary to know about the ICAO before
discussing the aviation industry of Pakistan. This chapter starts with an introduction to
Civil Aviation, its history and is followed by a description and discussion of the role
of International Civil Aviation Organization (ICAO) that how it emerged and how it
is performing its crucial role in Civil Aviation. ICAO is a supervisory body for the
regulation and development of the air transportation. States usually follow the
instructions of ICAO in their national Civil Aviation and in case if there is any
difficulty or non-applicability of some Standards and Recommended Practices
(SRP’s) it is binding on the state to convey it to ICAO. Moreover, ICAO is main force
behind the national security program of any country for management and regulation
of its affair related to aviation. ICAO works in coordination with all countries of the
world but their efforts need further enhancement with the developing countries.
Furthermore, it needs collaboration at gross root level and even at smaller airport in
the third world countries for rooting out the issues related to aviation, imparting
trainings and ensuring latest equipment. Recently, ICAO initiatives in imparting
training to the security officials of the Pakistan airports are appreciable.
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History of Civil Aviation:
In the history of mankind many ups and downs could be seen, sometimes humans
discovered things by chance and sometimes they acquired it because they needed it
for their survival in this universe. The idea of flying came into the minds of humans
by observing birds flying in the air. The making of Kite is thought to be the beginning
of aviation history by man. China is deemed to be the pioneer in introducing Kites, at
that time even they had enabled themselves to carry a man through these Kites. With
the passage of time Balloons were discovered, which were flown with the help of
burning lantern and further, with the discovery of hydrogen gas the aviation took the
new dimensions (Rickards, 2000). This gas is lighter than air, which was filled in the
balloons and used for air travelling.
It was the Wright Brothers who in 1903 are deemed to be the first to fly in powered
and controlled aircraft (Lindley, 1977). Moreover, that aircraft was heavier than air; it
was the Wright brothers who took the first passenger namely Charles Furnas, in 1908
(Ogland, 2001) and immediately after that with the passage of time military and Civil
Aviation reached its new heights in development.
Thereafter, a German company Zeppelin introduced the airships that can carry
passengers and cargo to a longer distance. At that time hydrogen gas was used as a
fuel for the airships. After some time, hydrogen gas was replaced by helium gas, at
that time the airships were lighter than the air. History of airships and aviation can be
traced back to the eighteenth and nineteenth centuries.
Although, in the beginning of the twentieth century the aviation industry saw the
airline with the fixed wings and body. In the mid of that century the structure was
advanced quite a lot and towards the close of the twentieth century latest technology
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was introduced in the aircraft, i.e. a computerized system. In 1930s there were
scheduled commercial airlines services in the world. Now a day there are five major
manufacturers of the commercial transport aircrafts that are Russia, Europe, USA,
Brazil and Canada.
As we know that Wright Brothers gave a practical shape to the dream of man to fly in
the air, but after the invention of aircraft its proper management and security had
become a question in 1920s and 1930s because the hijacking incidents that took place
in 1931 and onwards. At that time, the management of civil aviation and curbing the
incidents of hijacking were the main problems which the countries of the world faced
in the beginning of this industry. It was these issues which compelled the leaders of
the world to think over it with great concern for the peace and development of the
future generation.
In the mid of the twentieth century it was considered mandatory by the comity of
nations to establish a permanent International Regulatory Body under the umbrella of
United Nations (UN) which can manage all the issues pertaining to civil aviation and
observe the rules and regulations. Resultantly, ICAO (International Civil Aviation
Organization) was established keeping in view the above reasons in the Chicago
convention held in 1944. It is very important here to know regarding the role of
International Civil Aviation Organization that has been especially established in order
to ensure the safety as well as security of aviation industry at the global level. It is a
permanent body of the United Nations, which is playing its role in securing aviation
industry against any acts of unlawful interferences and enhancing the safety, security
and spreading awareness in the general public (Bowett, 1975).
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History of ICAO
If we go back to the history of ICAO we can trace it back to Berlin, Germany
convention held in 1903, although no agreement was reached between the eight
participating states but it paved the way for the second and third conventions held in
1906 and 1912 respectively. It was due to these conventions that Provisional
International Civil Aviation Organization came into being in 1944 and bloomed in its
original form in 1947 in the shape of ICAO.
The United States of America played a dominant role in the establishment of ICAO.
After the defeat of Germany and its allies it was realized that there should be a
provisional organization to manage the transportation services and from which all the
states of the world get advantages. It was also mentioned in the said meeting that the
organization should not be monopolized by a single region or state and this was an
initiative to give a peaceful coexistence to the states. It was also decided in the
meeting to provide provisions for the establishment of a permanent aeronautical body
and Air Navigation in order to fulfill the technical issues of the organization. In the
conference, it was discussed that due to domination factor lead states to wars and the
countries present here should not to help in such factors. The thrust for power and
domination separated the western and eastern hemispheres. The air is for everyone
and everyone should get benefit of it (U.S Department of State, 1948). The World
War Second proved a catalyst for the technical development of aircraft. United States
of America took an initiative by inviting fifty-five (55) states to Chicago to attend the
conference on International Civil Aviation in 1944. Out of fifty-five states fifty-four
attended the conference and fifty-two signed it on December 07, 1944.
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The agreement was inked in the conference held from November 1 to
December 7, 1944 in Chicago, Illinois, and that is why it is termed as the Chicago
Convention. This convention is very important in the history of Civil Aviation
because it laid down the foundation of ICAO, initially named as (PICAO) the
Provisional International Civil Aviation Organization (Proceedings of the
International Civil Aviation Conference, 1944). In the 1944 Chicago conference, it
was agreed by the member states that the air space above a country is the exclusive
sovereignty of that state (ICAO DOC, 1944). The top and foremost aim of ICAO was
to stop hijacking, unlawful inference and ensure an optimum uniformity in the rules
and regulations, the standards, and the procedures by organizations for the smooth
functioning of Aviation Industry. On April 4, 1947 upon the ratification by the
required states the Provisional status of ICAO ended and a permanent status of ICAO
was achieved. From the date of its existence the body of ICAO is permanently in the
development of aviation industry and till now about 12000 international standards and
practices have been agreed with consensus by the 191-member countries of ICAO,
which no doubt is a great achievement on their part.
International Civil Aviation Organization (ICAO)
International Civil Aviation Organization established by the Chicago
convention of December 7, 1944, in which improvements were made from according
to the emerging situations in order to enable them to be effective in the times to come.
The International Civil Aviation Organization established for the promotion,
development and advancement of aviation industry (Bowett, 1975). The Civil
Aviation conference held from November 01 to December 07 in 1944 which finally
gave birth to ICAO. It came into being after the ratification of 26 states on 04 April
1947. It was primarily run as a Provisional International Civil Aviation Organization
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(PICAO) under the Chicago convention from June 06, 1945 until 4th April 1947. It is
also pertinent to mention here that ICAO superseded the two former conventions, the
one Paris convention of 1919 which established the International Commission for Air
Navigation (ICAN) and the Pan American convention on commercial aviation at
Havana in 1928. To bring uniformity in international aviation ICAO brought fifteen
sets of Standards and Recommended Practices (SRPs) as annexes to the ICAO
convention in territories of the ICAO member countries (UN Publications, 1956).
International Commission for Air Navigation (ICAN) was the precursor of ICAO,
which was founded in the Paris convention on October 13, 1919 after the world war
first. Moreover, France has the honor of very first non-governmental federation for
the promotion of aviation industry in 1905 known as the Fédération Aéronautique
Internationale (FAI). Furthermore, it was in 1919 when the aviation air transport
industry was born, even the first scheduled air service took place in the year 1914,
across Tampa bay Florida (USA) but the actual year of consensus is 1919 (Burke II,
2014). In 1919 IATA (International Air Traffic Association) was also formed which is
the precursor of present International Air Transport Association (IATA) (Funck &
Cooper, 2013). From 1919 to 1944 many developments were made in the aviation
industry and during the primary era of aviation, air transport was mainly focused on
air mail. During the 1930s further developments were made in the aviation industry
and aircraft technology but from 1940 to 1945 a setback for the civil aviation industry
due to the 2nd world war however soon after, the situation was tackled by the ICAO
(Building on a strong foundation, 2016).
Civil Aviation is one of the important, safe and fastest sources of transportation in
commercial sector. Airlines serve as a mean of transportation, so it was very
important that there should be an organization for the smooth and uniform functioning
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of this industry. ICAO came into existence as a specialized agency of the United
Nations (UN) under the December 4, 1946 agreement. ICAO became effective in
1947 and the budget for 1948 was $26000000. The contribution for the budget was
made related to the size of member states airline operations (Chase, 1950). In 1958
members of the ICAO raised to 73, efforts were made in 1958 to increase the air
traffic on the world air routes (UN publications, 1958).
ICAO consists of the Assembly, Council and the Secretariat and it’s headquarter is in
Montreal, Quebec, Canada. The main objectives of ICAO are: -
Establish international standards and regulations for Civil Aviation
To establish international standards and regulations for Civil Aviation, to foster the
development of international air transport and to ensure the safety measure and
uniform regulation among the member states are the main objective of ICAO.
Moreover, to introduce new equipment for the enhancement of it role, to deliver
training in order to equip the technical staff with latest technology and to get more
revenue through air transport (Office of public information, UN, 1977). ICAO keeps a
close eye on air traffic, pilots and the security of international airports (Office of
public information, UN, 2000). The organization has worked remarkably during its
forty years it’s achievements in technical, economic and legal sphere are good. So far
analyzing the functions and basis of the organization from the date of its birth is
satisfactory. The organization continues to provide legal, economic and balance of
interest among states (Milde, 1984). The council of ICAO consisted of thirty-three (at
that time) nations which are to be elected by the assembly of ICAO. Recently, the
council of ICAO consists of thirty-six members which are to be elected by the
assembly for a term of three years, keeping in view the criteria of selection in order to
173
include those states which are of chief importance in air transportations, chief
contributors etc. The council of ICAO is assisted by different committees for example
the air navigation commission, air transport committee and finance committee etc.
The secretariat is another important organ of the ICAO. It is headed by the Secretary
General of the ICAO. The secretariat is divided into five main divisions: The Air
Navigation Bureau, the Air Transport Bureau, the Technical Co-operation Bureau, the
Legal Bureau and the Bureau of Administration and Services. The assembly of ICAO
consists of all the contracting members which are now a day 191. It is the assembly
which formulates policies, reviewing the work of the organization and votes for a
triennial budget. ICAO keeps close liaison with the non-governmental and other
member organizations of the United Nations (The ICAO Council, 2016).
In 1994, after the completion of fifty years of this Organization its 50 th anniversary on
7th December was observed and that day was declared as the International Civil
Aviation day. Keeping in view the importance of this day and the organization, the
council of ICAO presents an anniversary theme for the International Civil Aviation
day. ICAO is playing a unique role in providing a good deal in aviation sector
development by helping people in awareness regarding the importance of this
industry. ICAO is a regulatory body of all the ICAO member countries to promote the
standard and recommended practices and policies for making aviation industry
efficient both economically and environmentally. ICAO is not only a regulatory body,
it also assists in capacity building of states and providing help in a number of aviation
related developmental objectives.
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Functions and Responsibilities of ICAO
International Civil Aviation Organization mainly focuses on six key areas:
safety, security; environmental protection; efficiency, continuity and the rule of law
(The ICAO Journal, 2007). It is evident that the traffic in the aviation industry has
been increased as compared to the past but the accident occurrences either remained
lower or at stable rate, which indicate that the safety is improving with the passage of
time. In the safety plan, global initiatives have been introduced for ICAO and states
and for the aviation industry. The measures taken for the security of civil aviation by
the ICAO are of great importance in the current waves of terrorism because a minor
negligence can cause a great damage to the aviation industry of a country. In 2002
during the ministerial conference, a plan was decided for the audit of the member
countries; in which the member countries and aviation industry be addressed with
type of security issues. In the same ministerial meeting, it was also decided to
establish a Universal Security Audit Program (USAP) to timely check the security
measures at international airports and put forward their suggestions and then to check
its implementations. In the era after 2nd world war the cases of hijacking and sabotage
increased. In the following decades of 1950’s, 1960’s and 1970’s the aviation industry
was at hit list due to the above-mentioned reasons.
The hijacking cases of Eastern Europe were welcomed in the western countries; in the
same way, the Cuban airlines hijacking was welcomed by the United States of
America. However, the attitude of American government was totally different when
an American hijacked Plane would be carried to Cuba. In 1960’s and 1970’s the cases
in the Middle East have attracted the attention at international level. It was a great task
for ICAO to handle the cases of hijacking in this period (Jean, 2010). It is the council
of ICAO which convenes the session of assembly at a suitable time and place. The
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first session of assembly was held in Montreal from May 06 to 27th 1947. The first 12
sessions have been held regularly on yearly basis but after that some missing also took
place. There were also some extraordinary sessions held from time to time, keeping in
view the situations. Before going to hold the first assembly session in 1947 there was
held an interim session in 1946.
ICAO Flag
The 39th ICAO’s assembly session was held in its Head Quarter at Montreal from 27
September to 07 October 2016. Session is basically called by the council of the ICAO,
the 191-member states including other international organization were invited to
attend the session in order to form and shape policies for the upcoming three years. In
the session work of the previous years was reviewed in different fields. Each member
state has one vote and decision can be taken on the majority of votes.
As the 39th session of the ICAO Assembly that was held in September at
Montreal in that the ICAO member states stressed over the techniques that how to
control the emission of carbon dioxide into the environment because the aviation
industry is adding 1.3% of manmade Carbon Dioxide a year by managing about
100000 flights daily in the international aviation. The ICAO assembly mainly focuses
on the current issues of the aviation industry. In this session, including the security
issues from the terrorism, the issue that is the alternate fuel for the aviation industry
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and the development in the manufacturing of airplane so that a minimum of carbon
dioxide is to be emitted in the global environment. ICAO takes into consideration the
multi-dimensional tasks for ensuring the safety and development of this industry. Like
terrorism it also considers the environmental hazards as a threat to the people of the
world. This was the first time in the history that the civil aviation industry and civil
society representatives agreed on the New Global Market-Based Measures for the
control of Carbon Dioxide. The Chicago convention in the establishment of ICAO set
forth the purpose of this organization as to promote and preserve friendship among
the nations, promote co-operations; equality of opportunity, development of air
transportation and a safe and secure journey for the passengers (39th Session of ICAO
Assembly, 2016).
Organizational Structure of ICAO:
As we know that ICAO came into being in the Chicago conference held in 1944 and it
was the article 43 of that convention which named this organization as International
Civil Aviation Organization (ICAO) and has given proper guidelines for the
composition of this organization. In the ICAO convention terms for its working were
agreed, ICAO was not a local but an international body and its structure and set of
rules and regulations were framed for its working. ICAO consists of assembly,
council and the secretariat. All the matters in ICAO is carried through a systematic
way, these bodies are involved in different ways as per their jurisdictions. However,
all the organs are equally very important for the smooth functioning of this
International body. Coordination and cooperation between and among these organs
give this organization a world level recognition (Abeyratne, 2013). The detail of the
ICAO components is as below:
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1: Assembly:
The first and foremost is the assembly which consists of all the member states
of the International Civil Aviation Organization. The session of the assembly is
convened by the Council of the ICAO at a suitable time and place at least once in
three years. However, a special meeting of the assembly may also be called at any
time at the direction of the Council or at the request of minimum of one-fifth member
states of the total number of the member states. It is composed of the representative
from all the countries of the member states; assembly is the sovereign body of the
ICAO. It has its role in the election and also reviews the work of the organization. It is
mandatory for the assembly to meet at least once in three years. However, it can also
meet more than once, keeping in view the requirement and the situation. The
assembly elects’ members to the council; it takes action on the matters referred to it
by the council keeping in view the rules and regulations. It can also bring
amendments in the convention of 1944, by getting ratification from the member
states. If the member states wish any desirable changes in the convention of ICAO
then they refer it to the assembly, the assembly then present it in the session subject to
the ratification of other states (Jones, 1949). It is also main function of the assembly
which approves the budget of ICAO. It has its jurisdiction of review in the legal,
technical, administrative and economic spheres. It is also the assembly of ICAO
which votes for the triennial budget.
2. Council:
It is the governing body of the ICAO, elected by the assembly and is
composed of 36 states. During the selection of states for the council all the important
aspects are kept in consideration and states of prime and chief importance in aviation
178
industry are the top priorities. The member countries mostly cover all the major areas
of the world. Being a governing body, it gives direction to the work of ICAO. There
are committees and sub-committees that assist the council in its work.
Moreover, ICAO’s council is headed by the president who is elected for a term
of three years by virtue of article 51; he can be elected for a maximum of two terms.
Vice president, one or more, are also to be elected who will perform duty and cast
vote in the absence of president. It is not necessary that the president will be from
amongst the representatives of the council. It is the duty of the president to call
meetings of the council and its committees. Moreover, as a representative of the
council he has to perform other functions as may be assigned to it by the council
(Milde, 2008).
There exists an anomaly in the top position holder in ICAO, either the
secretary general is the head of the organization or the president? In other
organization of the United Nations there is a president or Secretary General or
Director General, who performs the overall function of the organization but in ICAO
the structure is unique that is why anomaly exists here. Furthermore, the powers of
both the high officials are about of the same nature, except the few differences due to
the nature of their offices. However, in comparison the office of the president is
deemed to be the highest one in ICAO. The highest salary in ICAO is that of the
president. The first president of the ICAO was Dr. Edward Warner from United States
of America who remained in office from 1947 to 1956 (Milde, 2008).
Moreover, the active and prime role of the president of ICAO’s council can be
judged from the issue that has been raised in the decade of 1990s. The issue was about
the super-sonic jet engine. The European countries were of the view to cut/ban those
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aircrafts to Europe because of their noise pollution. The noise of those aircraft is more
than the recommended standards as per the annexure 16. However, it was not possible
at once for the operators and companies to come to the standard of sub-sonic engine.
It was at the good offices of the president of ICAO that the issue was resolved.
Operator took the plea that the European hush-kit would cost a minimum of 2 billion
dollars’ loss to the industry. However, a compromise was made at the intervention of
president (Aviation daily, October 7 1999).
3. Secretariat:
The secretariat is headed by the Secretary General who is to be appointed by
the council. There are five bureaus under the supervision of the Secretary General of
ICAO; those five bureaus are headed by directors separately. The air navigation
bureau and air transport bureau are the most important bureaus out the five which are
headed by the secretary general, the former deals with the technical aspect of the
organization and the later with the economic aspects of the organization. The
standards developed by the comity of nations in the technical field for all the regions
to abide by these standards. The other three bureaus that are the legal bureau, the
technical cooperation bureau and the administrative bureau are also having their own
importance. These bureaus are also assisted by the air navigation commission and air
transport committee who are working under the auspices of council. The important
instruction and work is done in the secretariat and the people working there are highly
professional and qualified in their fields. Moreover, personnel are recruited on broad
geographical basis and they meet the international standards (Abeyratne, 2013). Like
the other UN organizations ICAO also works in close connection with other bodies/
organizations e.g. World Health Organization (WHO), World Meteorological
Organization (WMO), World Tourism Organization (UNWTO) and the International
180
Telecommunication Union (ITU) etc. Moreover, it also keeps on board the
nongovernmental organizations for the smooth and progressive work e.g.
International Air Transport Association (IATA), Airport Council International (ACI)
and the International Federation of Air Line Pilots’ Associations (IFALPA) etc.
The quick advancement and easy access to all parts of the world have become
practical because of this industry. People can now move from one corner to another
corner of the world in hours, life has been revolutionized by advancement in the
aviation sector. It is therefore, necessary for the industry to be more coherent and
advance in order to keep itself in a position to cater the future needs. ICAO is not only
pursuing the UN system, environmental protection policies and practices but it is also
in close liaison with UN environmental agency to observe the policies in such a
manner to achieve the development goals by not endangering the environment.
ICAO is an international body which not only tries to unite the world aviation
but also publishes SARP’S (Standard and Recommended Practices) for the promotion
and smooth functioning of this organization. The SARP’s are part of the ICAO
conventions, which are agreed by the member states. ICAO also empowers the states
to develop their own National Civil Aviation Security Program (NCASP), which must
be in compliance with the ICAO conventions. That program must be approved and
communicated to the ICAO, anything found repugnant by any state in the National
Civil Aviation Program would report it to the ICAO immediately as it has been kept
binding on the member states.
Aims, Goals and Objectives of ICAO:
Most of the United Nations proposed sustainable development goals are
pursued by the International Civil Aviation Organization and is committed to work in
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close connection with the ICAO member states and others UN agencies in achieving
these goals. An important goal of the ICAO is that no country is left behind to give an
enhancement to the air transportations, so that to bring prosperity for the countries of
the whole world. The same goal was even brought into consideration in the world
aviation forum that was held in November 2015 at Montreal, Canada. ICAO is giving
equal opportunities to all member states to discourage injustices to members states
and work jointly for fighting terrorism.
Furthermore, this very goal of the ICAO meets with most of the objectives of the
United Nations sustainable development goals UN SDG. As the first goal of the
United Nations SDG is to end poverty in all its forms everywhere, so the goal has
already been covered in the ICAO goal of No Country Left Behind (NCLB), in such a
way is another goal to be achieved by the UN is to Encourage a constant,
comprehensive and comparatively maintainable economic development, complete and
prolific employment, which has also been covered in the same goals mentioned
above.
The most important of these is the 13th UN SDG which is to “take urgent action to
combat climate change and its impacts” have already been taken by the ICAO in its
developmental strategy in such a way as to develop the aviation industry without
endangering the surrounding environment of the world. This shows that ICAO and
UN are in close coordination with each other and ICAO is pursuing the goals of UN
in all its spheres (Figueres, 2015). At one hand ICAO is committed to develop the
aviation industry and the safety and security of the individuals which is also the aim
of the UN and on the other hand ICAO is also taking a great care of the environmental
protection which is also the goal and aim of the UN. This means that ICAO is not
only a specialized agency of the UN but also a coordinating body in assisting its
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goals. The main object of the International Civil Aviation Organization in the aviation
development is to ensure a safe and well-organized air transportation system in a
specified state and which is in line with the ICAO Standards and Recommended
Practices (SARPs).
The primary objective of the ICAO and its member states are the protection and safety
of all passengers, the crew, the general public, the aircraft, the airport and other
facilities related to airport and Civil Aviation installations. For this purpose, every
member state is responsible for the implementation of a proper body/organization for
the development and maintenance of comprehensive policy on aviation security. It is
pertinent to mention here that such security should meet the level of security
paradigm mentioned in Annexure 17 of the ICAO manual. Annexure 17 is a
comprehensive ICAO Security manual which clearly elaborates the SARPS regarding
aviation security measures to be implemented by all the member states in their own
area of jurisdiction.
Security Standards and Recommended Practices are also given in the ICAO security
manual for the proper guidance and implementations. These standards and
recommended practices lead to the modern air transport network which is very
important to move within the advanced technological world. The Convention on
International Civil Aviation, drafted in 1944 by 54 world nations, was established and
the sole purpose of it was the promotion teamwork, generate and reserve acquaintance
and understanding between the nations and the individuals of the entire world. It is
called the ‘Chicago Convention’, (Steinberg & Kotuby, 2011). This important
covenant established the basic philosophies which finally legalized international
transport by air, and which ultimately gave birth to the specialized agency known as–
the International Civil Aviation Organization (The history of ICAO, 2016).
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Furthermore, for achieving better results in the field of aviation security the member
states should have to ensure National Civil Aviation Security Committee (NCASC) at
national level and Airport Security Committee (ASC) at airports level. ICAO also
puts emphasis on the implementation and development of National Civil Aviation
Security Training Program (NCASTP) and National Quality Control Program
(NQCP) for the observation of security at national level and harmony at international
level as well.
ICAO has set forth objectives for going ahead in the field of aviation. The
achievement of these objectives is very important for strengthening this specialized
agency and for the progress and development of aviation industry. Along with the
objectives it also presents standards and practices for the smooth functioning and
development. The agenda of ICAO for the years 2014-2016 was to achieve the five
objectives i.e. Safety, Air Navigation Capacity and Efficiency; Security and
Facilitation, and Economic Development of Air Transport and Environmental
Protection. These five were, the main strategic objectives set by ICAO for its 2014-
2016 and along with this ICAO is trying to double the Air Transport capacity by the
year 2030 without causing any damage to the environmental setup (Abeyratne, 2014).
It is the objective of ICAO to get this target by not disturbing the natural environment
of the universe, meaning thereby to follow those steps which do not endanger the
existing environment. The ICAO team is following those steps and introducing new
techniques in the aviation industry that least affects the environment. Safety is a very
important factor of these objectives. It is basically focused on the state regulatory
oversight capabilities. The second objective for the period was the Air Navigation
Capacity and Efficiency, is to improve the Air Navigation system with latest
equipment, infrastructure and enhance the efficiency of the aviation industry.
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The upcoming events related to terrorism, has increased the risk of security at airports
throughout the world. Keeping in view the existing security situations the security and
facilitation objective of the triennium was very important. Facilitation and security are
both at opposite angles to each other, if one is giving security the facilitation is
obviously to suffer. As much as one wants to facilitate the other, it will have its
impacts to a certain extent the security measures, it means that one has to compromise
to a certain level on the one aspect, either it is security or facilitation. But it is
necessary to move both the tasks simultaneously and smoothly for the functioning and
development of aviation industry. If a passenger is travelling in a tight security
environment he has to pass through many security checks either electronically or
manually, this means his facilitation suffers to some extent but here the passengers or
visitors may be facilitated with other means such as to provide them a good seating
place, restaurant and other basic necessities in order to facilitate the incoming and
outgoing passengers at all the airports.
However, it is very important for the ICAO to facilitate the air travelers in a fully
secured environment that is the achievement which the ICAO need in letter and spirit.
The fourth objective of the ICAO is to plan such policies to make further
developments in the air transportations. The fifth one is keeping in view all the
activities and developments the environment of the universe to be kept safe from the
adverse effects of the expansion of this industry. It is very important to enlarge this
industry in order to keep abreast with the developments and advancement in life.
Without advancement in this sector, life cannot move fast and the ratio of
development will automatically suffer.
ICAO has a great emphasis on the Security and Facilitation but it is important here to
mention that both the term Security and Facilitation are opposite to each other. If one
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is providing security that must have to surrender some sort of facilitation. But on the
other hand, ICAO says that although security of civil aviation is a top priority but
states are advised to adopt such measure that did not hinder the facilitation and
smooth function of the airports in their regimes. The level of security is to be adopted
according to the level of threat to a specific airport or of that country. If the security
situation in a country is better, it means that the level of security in that country be
according to that level. For example, in the European countries the overall security
environment is good that is why the security is at normal level but here in the Asia
and South Asia particularly the situation is not favorable after 9/11, so the level of
security must be heightened. It is the duty of every member state of ICAO to protect
the life of its people and provide them ease and facilitation in the given set of
environments. ICAO further emphasizes on the use of (MRTDs) Machine Readable
Travel Documents for the quick processing of the passengers at airport. On the one
hand MRTDs will facilitate the passengers and on the other hand it will provide a
centralized system of security at national and international level. The Annexure 9 of
the ICAO Documents intimates the contracting states to introduce the Machine-
Readable Passports (MRPs) in accordance with the specification of the (MRTDs)
(Abeyratne, 2005).
All the contracting states have to design and implement these measures for the
improvement, development, facilitation and harmonious function of the aviation
security (Aviation Security Manual, 2014). ICAO published Doc 9303 relating to the
MRTDs for the guidance and implementation of the states. It is therefore, the
responsibility of the states to adopt measures as per the annexure 9 in order to comply
with the facilitation and SARPs of annexure 17 for ensuring security in their flights
operations. ICAO is not only an international body of the United Nations but is also a
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watchdog over the member states that how and how much they comply with the
international standards and their own National Civil Aviation Security
Program(NCASP). ICAO puts responsibilities on the member states to properly look
after the security of their airports, by empowering the law enforcement agencies and
security agency to detain arrest and fine the offenders.
Furthermore, to give them the power of search of persons, baggage, property and
other place in the premises of airports important from security point of view, the
ICAO demands the member states to nominate an authority for the development,
implementation and observance of the National Civil Aviation Security Program. That
authority will be responsible for the smooth functioning, enforcement of the law and
order and security of the civil aviation installations, aircraft, passengers, and crew etc.
at the aerodrome. In Pakistan, the nominated authority for the purpose is Civil
Aviation Authority (CAA). To maintain and develop the NCASP and check the
quality control (NQCP) in this regard, is the responsibility of the Civil Aviation
Authority (Aviation Security Manual, 2014). Ironically, civil aviation authority has
nothing to do with the aviation security; it has to be dealt with as a revenue and
facilitating agency. However, it is also performing function as an aviation security
authority in the comity of ICAO. Here, the question arises that what is the appropriate
agency for security in Pakistan? The appropriate agency for aviation security in
Pakistan is Airport Security Force (ASF). ASF is an independent and declared force
for aviation security in Pakistan, which is under the direct supervision of aviation
division, cabinet secretariat and a serving general serves as its Director General. ASF
is performing duty independently under his command and has a totally separate setup
than CAA. This is a big anomaly and can be viewed and addressed seriously, because
the authority means Civil Aviation Authority which has no background in aviation
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security area and the expertise is with the Airport Security Force but due to the
dominant role of CAA into the day to day matters ASF has been set aside and the very
basic role of security has been adopted by it which should lie with ASF for the better
performance and creative role for future. For the development of the aviation security
in Pakistan this role may be played by the Airport Security Force because it is their
trade and domain, so they are well abreast of it. ASF was the then directorate of CAA
of civil aviation until 1983 and in 1983 it was separated as an independent division
under the ministry of defence. ASF is headed by a serving major general from
Pakistan army as a director general of the force and is directly responsible to the
federal government. So, this anomaly of appropriate body for aviation security should
be addressed by the competent authority of the state in the best interest of a better
aviation security in the country as well as for complying with the international
standards in aviation.
ICAO has also introduced the universal security audit program and for urgent
communication at the state level with ICAO it has also introduced the aviation
security point of contact (PoC), but access to PoC is quite restricted, only state or
authorized personnel can get access to point of contact available at all the time to help
in threat assessment and decision-making process for aviation security procedures.
However, access to the point of contact is not complementary it is only available to
the member states. The information is only shared with the authorized agency of
security at state level, in order to keep it away from the hand of terrorist or to be
misused by unwanted elements (Lee & Steele, 2014). However, in this modern era of
technology the terrorists are more educated and well versed about their targets than
the persons who are detailed for the protection of that industry. The person engaged
directly in aviation security field must be abreast of the modern technologies and
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training to tackle the nefarious designs of the terrorists and other elements who do not
want the development of this modern industry.
Moreover, keeping in view both of the aspects of safety and security the thirty-six-
member council of the ICAO adopted a ban on carriage of Lithium-ion batteries as
cargo on passenger planes. The president of the council reiterated that the ban would
be on interim bases as work is going on the new packing of the batteries, which would
be monitored that either those are safe to be carried in passenger plane as cargo or
otherwise. The decision of ban on these batteries was affected from 1st April 2016
and the decision is welcomed by the manufacturer and pilot associations being a good
decision for the safety of the aircraft and its passengers. Furthermore, the decision of
ban on lithium-ion batteries transport in passenger plane as cargo was taken in
Montreal on 22nd February 2016, which was a good decision and was welcomed by
all in the aviation industry as a bold step (Mohanty, Scherfler & Devatha, 2016).
Role and Future Perspectives of ICAO:
Keeping in view the above efforts made by this organization, the significance of
aviation advancement to ICAO’s universal mandate and to the areas/ goals set by the
UN called as the Sustainable Development Goals (SDGs) can be understood. ICAO
has focused to involve the member states and contributor and investors to chalk out its
work for achieving the desired SDGs of the UN. Furthermore, ICAO is not only doing
an important role of coordination, but it also helps world states in the forecasting and
monitoring tools which is necessary for the development of practical and effective
business cases auxiliary reliable socio-economic yields on such venture.
ICAO is an important player in the aviation security. It has to bring the countries of
the world close to each other, in technological, cooperative and other related matters
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for the betterment of aviation security. A world level set up needs to be established to
share information of all the aviation related matters and for the security clearance of
individuals who are travelling (Falk, 2005). By introducing a coherent and
centralized system throughout the member states is very vital not only for the future
of aviation security but also for the people of the world to keep them safe from the
scourge of terrorism. ICAO has already setup mechanism for the notification of
implementation of measures taken after any incidents take place. But, these measures
may be given practical shape by a team of the ICAO to visit the terrible place and
ensure the standards of security measures and other related aspects. By visiting such
places, the international civil aviation organization may in a position to prevent the re-
occurrence of such incident not only at that particular place but can aware the rest of
the member states about such aspects and may be circulated throughout the member
states for taking precautionary measures. Such like steps can further improve the
existing capabilities of ICAO.
Aviation is still the safest and fastest mode of travelling as compared to the rail, road
and sea journey. In this modern age if there is one industry that tense to find itself in
the front line of global security and cyber terrorism is the aviation industry. Incidents
in aviation industry have an outsize impact on the public consciousness. In one of her
interview to the CCTV News on September 26, 2015 the Secretary General of
International Civil Aviation Organization lauded the role of aviation industry. “She
told that aviation industry is one of the major economic drivers for the prosperity of
the world. She stressed on the enhancement of the partnership between and among the
different organization and ICAO, by working together for the safety, security of
aviation which further can help the authorities of the states” (CCTV News, September
26, 2015).
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The development and efficiency of aviation can be easily traced to that in 2014 it
supported 8.5 million jobs and added about $700b to the industry. More than 1.1
billion tourists across the world crossed the borders of other countries of the world,
more than 50% of them were the travelers who used air transportation and in them
about 80 percent of visitors were those who traveled to some small island states.
Furthermore, the air cargo institutes some 34.6 per cent of world trade by worth
despite only 0.5 per cent by volume. But the same percentage is growing with the
passage of time, as the increase in confidence over the safety and security of the
aviation industry is growing (ICAO World Aviation Forum, 2015).
Confidence of the people is building on the aviation industry and the industry
is growing each and every day. The industry has a growth of 4.5% per annum, an
increase is also expected in the growth and it is estimated that the present 5 billion
passengers flow at the world aviation will reach to approximately 11 billion by the
year 2027. This industry has faced quite difficult times from 9/11, 2001 to 2004
because of the scourge of terrorism (Shaw, Walton & Farrington, 2003). However, the
flow of passengers and cargo are increasing day by day because there is no quick
alternative to aviation. During this period, the European aviation has reached its
heights of development because of their liberalization policy towards the air
transportation. A great and eminent example of which is the Frankfurt international
airport where the number of airlines, flights and passengers are increased during the
last twenty years (Schulte, 2010).
ICAO adopted some standards and recommended practices for having extra facilities
for special persons-disabled, in any form to be declared as disabled in ICAO
documents 9984 first published in 2013- moreover, it is pertinent to mention here that
standards are necessary for adoption by the member states but in the recommended
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practices the states are requested to follow some types of rules. There are only two
standards mentioned in the annexure 9 of the aviation security manual and the rest are
all recommendations. However, it is not necessary for all the states to abide by these
standards and recommend practices (Abeyratne, 2015). Furthermore, the manual
published on disabled persons- Manual on Access to Air Transport by the Disabled
Passenger- has laid down the proper dealing procedure of such passengers travelling
by air transport. The manual discussed in the detail their security clearance procedure
from security, custom, emigration and reservations etc. in order to adapt a procedure
of dignified manner; they have to be provided facilities at airports for embarkation at
departures and disembarkation at arrivals. For accomplishing this aim at the airports,
staff at the airports must be well trained and abreast of the rights of the disabled
passengers to deal them smoothly and accordingly (ICAO Document 9984, 2013).
All member states should be given equal status and access in security paradigm for
the smooth and equal system of security in the aviation security. The equality of
safety and security level throughout the world at least is equal to that of the standards
and recommended practices defined in the ICAO annexure. However, the ICAO and
member states may further concentrate on the equality and improvement in the above-
mentioned aspects for the uniform and better function of aviation security. ICAO has
set rules for the NCASP and NQCP, now further it is the duty of member state to
ensure its implementation in letter and spirit. ICAO should closely monitor physically
all the steps taken by a member country at different airports in the member states.
ICAO has also given the time frame for the regular meetings of the national civil
aviation security committee that has to be established under the provision of NCASP;
the meeting of NCASC should have to be take place twice a year as per ICAO
instructions. ICAO has also given recommendations for the formation of the NCASC-
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the committee may be headed by a senior official of the state department or by any
senior or competent officer of the national civil aviation security agency concerned.
Furthermore, the chairperson of this committee needs to know the aviation security in
a better way in order to ensure the consistency and improvement in the aviation
security. In the construction of new airports or expansion in the existing buildings of
the airports all the security measures and its future requirements be kept in mind by
detailing some security experts for the reviewing security arrangements in present and
for the future of the said projects.
ICAO has also stressed on the appropriate authority for a state to ensure that aviation
security services agency if is in self well and good if it is not the appropriate authority
itself then the concerned authority has to provide the supportive resources and
facilities, offices space, communication equipment’s, security equipment’s and
appropriate training to cope them with the latest development in the field of aviation
security (Abbott & Snidal, 1998). ICAO has given the basic guidelines to the
contracting states in each and every sphere but now it’s the nations/states
responsibility that how much they comply as per the given standards. States are being
obliged by the ICAO that each member state have to ensure an airport security
committee at local or airport level in order to equip the local forces with the new
development and security paradigm.
The ASC has the responsibility to coordinate with the other law enforcement agencies
in the locality and help the airport authority in assisting and implementing the security
control as prescribed in the National Civil Aviation Security Program (NCASP) and
Airport Security Program (ASPs). It is also very important in the perspective of ICAO
that the authority which directly performs the security functions or any other body
which is entitled for the purpose of aviation security has to be trained as per the
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desired standards and have the capabilities of the retaliation in case of any unlawful
interference against the aviation industry. Every state has also to deploy trained
instructors for the training of troops to be deployed for the aviation security.
Furthermore, ICAO also empowers the aviation appropriate security authority of the
state to levy security charges on passengers with the consent of its national
regulations as per the security it has provided to the passengers. The passengers so
travelling in different airline through the airport in our country are also charged in the
name of security charges. The present security charges on a domestic and
international passenger are100PKR and 1030PKR on a single passenger except
embarkation, infrastructure development and other government charges (CAA, 2017).
ICAO further directs the member states that the levy of security charges should not
exceed the actual cost that a security meets, keeping in view the existing security set
up and the facility it provided to the passengers. The security charges can be collected
separately or it may be collected in addition to the existing charges but will recover
only the amount of relevant cost that involved on the security services concerned.
According to the ICAO instructions the security measures shall be taken keeping in
view the security situations in any state. However, the security measures should not
be so rigid or harsh so as to affect the smooth functioning and efficient operation of
the civil aviation. In order to keep a check on the security system of airports in a state
NQCP is to be established to monitor the security after intervals. Moreover, it has to
check and closely monitor that the security measures are in compliance with the state
regulations and NCASP or otherwise. Furthermore, it has to ensure the effectiveness
of the regulations and NCASP, identify the deficiencies, measures for the removal of
those deficiencies and to identify those aspects of the security which has to be
changed with the passage of time or it need any modifications.
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The activities of the quality control must be independent and there will be no pressure
from political or other corners and the unit of quality control to be responsible for the
implementation of the National Quality Control Program (NQCP). The appropriate
authority itself or will nominate any third party on its behalf for the monitoring
activities in accordance with the national quality control program (NQCP). Moreover,
ICAO emphasis on the learned and competent persons at state level having a thorough
know how about annexure 17 for the guidance of this NQCP and other relevant
matters arising out at the state in aviation security. In monitoring activities by the
team of NQCP the overall organization is assessed to observe its training,
equipment’s, duty rosters, access control, security level and responses to the acts of
unlawful interferences (Aviation Security Manual, 2014).
For ensuring the smooth functioning of the aviation security, different types of
monitoring activities can be carried out i.e. security audit-minimum in a few days’
period and maximum in a month, security inspection, security test and security
survey. For the productive result of the monitoring activities, at the end a report
should be prepared in which the team will highlight the actual position of the entity
and will brought into notice the deficiencies / improvements to the authority for the
enhancement of aviation security. Onwards now this is the responsibility of the
appropriate authority to take appropriate actions for the corrections of those
deficiencies.
Challenges for ICAO
ICAO instructs the member states to include all those areas in the threat assessment
which has the possibility of attacks. This includes the critical aviation information,
hardware, software and other data of the aviation industry. ICAO has specifically
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issued a document to guide the aviation industry about the possible cyber-attacks in
the shape of Doc 9985. For securing and preventing the aviation industry against the
cyber terrorism the system already installed at the airports should be upgraded to the
modern level and latest technology may be adopted in the new installations. Proper
malware, anti-viruses and passwords are installed on the system to be used in the
aviation industry.
The cables that lead to the critical aviation installations are to be kept aloof from the
rest of the private and normal cable extended in the vicinity. Proper security in the
physical and electronic aspects is ensured to keep these cables and system from
infiltrations. Moreover, for the maintenance of such installations only authorized
personnel may have access to it and the entry to be made in official hours with prior
permission and feedback to the authorities. System may be installed so advanced that
any tampering or interruption can be reported to the remote operators and the
high/responsible officials of the aviation security authority. Background check of
those who are working in the system are performing temporary authorized access can
be checked periodically, and their mobile communication records to be also observed
that may not have any terrorist record or may not be in connection with any
extremists’/terrorists’ elements. It is therefore, alarming that even this threat has not
given any serious threat to the aviation industry but its prior prevention is very
important and pre-active measures are the need of hour so that it cannot divert any
loss on this industry and to prevent the way of terrorist exploiting this type of
terrorism. Because if the terrorists are able to commit this type of terrorism then the
prevention and counter measures will become very difficult, it is therefore, very
important to take precautionary and exemplary steps for the safeguards of this
important and vulnerable industry against the imminent threats like cyber-terrorism.
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Airport Council International’s Director General Angela Gittens has categorically
condemned the Brussel and Ataturk airports attacks and said that such are dangerous
for the aviation industry. The Director General said that all the stake holders should
come on one forum in order to foil such attempts on the part of the terrorists. He
further added that these attacks were brought in the worldwide media so as that all the
stake holders of the aviation security came to know about the tactics of terrorists at all
the parts of the world. Furthermore, he ensured that aviation security is the top most
priority of the ACI because without security the whole aviation industry will collapse
(AVSEC World, 2016).
ICAO is also keeping in view the environmental hazard created by the emission of
carbon and other non-friendly environmental gases. ICAO assists the introduction of
solar flight because it also pursuing the goal for 2030 that was set in the Paris
agreement, the vision of the United Nations is thus striving by the ICAO to achieve in
order to reduce the environmental hazards. Thus, by achieving this objective the
ICAO will be capable to contribute in the reduction of greenhouse gases in the
atmosphere of the earth. Moreover, Dr. Olumuyiwa Benard Aliu, President of ICAO
Council has said that ICAO is encouraging states to improve research and
development in the field of aviation. He mentioned that aircraft’s fuel consumption
has reduced by 80 percent as compare to the earlier time and ICAO is further
improving it with the passage of time. UN secretary general lauded the effort made in
the assisting of solar impulse and other effort on the part of ICAO for fulfilling the
Sustainable Development Goals SDG’s (ICAO’s and Aviation’s Contributions to the
UN SDGs, 2016). Although, ICAO is performing its role in a better way but it should
not be only an agency for providing services and gauge performance it should to be a
target-oriented body. It needs to play the role of a leader not only as a facilitator.
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ICAO should involve more and more in the safety and security of this industry and
give states the tasks or responsibilities of implantation of these core aspects.
ICAO serves as a watchdog and facilitator in the safety and security at states level but
it may need to perform its 100% role on regular basis in the safety and security fields
for ensuring sustainability to this industry. Moreover, ICAO has to free itself now
from the shackles of the article 44 of Chicago convention, it needs to give states
liberalization and encouragement for the development and progress of this industry at
states level. It has to encourage study and research in the different areas of aviation
and may forward / share those with its member states for the development of air
transportations (Abeyratne, 2013). The question arises that from where ICAO’s
derived it power? either from any organizational source or otherwise. Basically, the
power of ICAO is inherent and it derives its power from the date its contract with the
state that made a mutual contract of the founder state. The powers it uses are that
conferred on it in the Chicago convention by the contracting states. Its power is legal
except those which are not prohibited by the Chicago convention. This show that
ICAO has not only implied power but it has that conferred onto it by the contracting
states and that of the ICAO and Canada (Seyersted, 2015). Diplomatic immunity is
enjoyed by the staff of ICAO working in different areas of the world, although the
diplomatic immunity has its own drawbacks but it is in practice since long ago. It was
even observed in pre-historic period when the elites of one state had to go beyond the
boundaries of their own states for the purpose of hunting. The first such firm example
come from the Australian aborigines, they were giving full protection to the
diplomatic emissaries and if anything, hostile would have to take place with the
emissaries, it leads to the war like situation and the peace process has come to an end
(Nicolson, 1953). The immunity to the international’s organization staff are
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guaranteed in the article 105 of the charter of United Nations. The basic aim of the
immunity to the staff working at different places is because they have to work freely
for the fulfillment of their official duty. In 1983, it was also decided in a court of
appeal in the United States that immunity must be provided to the staff in member
countries for the implementation and execution of duty under the umbrella of the
United Nations (Abeyratne, 2013).
ICAO is a regulatory and supervisory body and is supposed to look all around the
security aspects of the aviation industry. It is also keenly focusing on the cyber
terrorism because of the technological advancement, terrorist are also using different
tactics for getting their aims. In the present advanced technological era, cyber
terrorism is also an immense threat to this industry, ICAO although playing its role to
curb this threat at the gross root level but still there are more efforts to do for the
safeguards of aviation industry against this upcoming threat. The technological
advancement in the field of telecommunication has increased this threat for the
aviation industry because most of the systems are technological based in this industry.
From ground to the aircraft the system is based on computerized system, critical
information system is shared by the aircraft, airport operators and air traffic services.
Most of the airport sensitive area entries are based on finger print or chip reading
machines and any tampering or manipulation of these devices can lead to serious
repercussions. Much attention is needed to these services because access to these
systems by the terrorists can harm the reputation of this industry (Antoine, Frank,
Murata & Roberts, 2003). If terrorists succeed in such like cyber attempts they can
hijack the aircraft and can attack the sensitive installations in the aviation industry.
The aviation security has vital responsibility in this advanced technological era to
counter and pre-empt such like attacks from the terrorists. As the connectivity
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between ground and air rely on the computer-based system, it creates vulnerabilities
for the passengers, crew and all the personnel related to the aviation industry. The
NCASP may have strong system to discourage the cyber threats to this industry. It has
to protect the system from the access of unauthorized personnel, prevent it from
tampering and have such advanced system to predict well in time any such attack
from the terrorists’ side. Threat assessment and risk management are both hand in
glove and are important for a durable and profitable security response to threats that
are directed to destabilize the civil aviation industry. Threat is the assessment of the
possibility of an attack on sensitive installations of aviation industry.
Conclusion
The role of ICAO in International Civil Aviation is like hand in glove, the population
of the world is increasing with an alarming rate, so are their needs as well. To cope
with the need of the rising population the increase in the fleet of airlines is going with
a rapid pace. Whenever, anything goes beyond certain level its proper management,
equal distribution and smooth development is needed. Therefore, in the present
system of aviation industry the existence and role of ICAO is eminent. ICAO is
playing the role of a supervisory and a watchdog on the member countries all over the
world. As ICAO believes that space above is free for all and the country and people
should take its benefit. From the date of its inception on 4th April 1947 till date ICAO
has issued more than 12000 standard and recommended practices for the proper
guidance and smooth functioning of this industry. ICAO Council consisted of thirty-
six states and those states are of prime importance in the aviation sector. Council call
for the assembly meeting at least every three years in which all the member states
representatives meet and plan strategies for the upcoming three years. Besides these
triennial periods the council can call the ICAO assembly extra meetings keeping in
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view the need and circumstances. Council of ICAO is headed by the President and the
Secretariat is headed by the Secretary General. The last session of ICAO Assembly
held in 2016 which was a little different from other sessions because in this session
not only the development of the industry was taken into consideration but at the same
time the control in the emission of carbon dioxide and carbon monoxide was also
encouraged.
The aims and objectives of ICAO are not different from those of the United Nation
Organization, both the organizations believe in the equal distribution of resources and
justice to all. It is another matter that the will of some dominant country prevail in the
many matters but the vision of these organization is quite good. The UN vision of
Sustainable Development Goals are pursued by the ICAO, the introduction of No
Country Left Behind in the aviation industry is one of the objective of ICAO. Keeping
in view the content of Annexure-17 the safety and security of the airports, aircraft,
passengers, crew and Civil Aviation installation is one of the prime objectives of
ICAO. Other objectives of ICAO are Safety, Air Navigation Capacity and Efficiency;
Security and Facilitation, Economic Development of Air Transport and
Environmental Protection. ICAO also put emphasis on the use of (MRTDs) Machine
Readable Travel Document for the quick process of the passengers at airport. At one
end, it will facilitate the passengers for waiting to manual checking and on the other
end will ensure a centralized security system at international level. The adherence to
the National Civil Aviation Security Program, National Quality Control Program and
formation of Airport Security Committee or other committees are vital for the smooth
and uniform running of this industry. ICAO is playing its role in the Aviation Industry
but it has to do more and free itself from the shackles of article 44 of the Chicago
convention. It need to move up from only a watchdog agency but to practically deploy
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its representatives at all the major airports and prime locality from aviation point of
view in the world for the betterment of this industry.
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207
CHAPTER-6
ROLE OF ASF AND OTHER LEA’s IN MAINTAINING LAW AND ORDER
SITUATION AT THE AIRPORTS WITH A FOCUS ON BACHA KHAN
INTERNATIONAL AIRPORT
Introduction
Aviation industry is one of the fastest sources of transportation and plays an important
role in the economy of a country. The protection and safety of this industry, airports,
passengers and aircraft is the responsibility of every state. Airport Security Force
(ASF) has been assigned the task of airports security in Pakistan. ASF being the
major player in airports security in Pakistan, this chapter thoroughly describes the
formation, its organization, its preparedness and its role in the airports security. It also
discusses that how and why ASF was raised and that the different important incidents
that took place in the international aviation from 1950s to 1970s that also lead
Pakistan to forming a separate security for the airports. The role of ASF and its liaison
with other Law Enforcements Agencies E.g. Police, Army, Pakistan Air Force (PAF),
Defence Services Guards (DSG), Pakistan Customs, Anti-Narcotics Force (ANF) and
Bomb Disposable Squad (BDS) at Pakistan level in general and at BKIA Peshawar in
particular have been discussed.
Unlawful Interferences in Aviation Industry
Aviation industry is believed to be an important and fastest source of transportation of
men and material from one corner of the world to the other. It has been playing an
important role in the global economy and since its inception Aviation industry is also
confronted with many types of unlawful interferences globally by the terrorist
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organizations to disrupt its operations. As per the assessment of International Civil
Aviation Organization (ICAO), history of the unlawful interferences to endanger the
safety of Civil Aviation and air transportation reveals that it faces the following types
of interferences:
The unlawful interferences include the illegal seizure of aircraft in the air and on the
ground; taking detainees on board the aircraft or on an aerodrome, and aggressive
invasion on board an aircraft, at an aircraft, or at airport and it locations. Moreover,
unlawfully allowing on board an aircraft or at an airport of a weapon, or a dangerous
device or material planned for criminal purposes is also a very dangerous interference
which can lead to terrorist activity. Apart from this, the spreading of any false
material for endangering the safety and security of passengers at an airport or it
premises and the use of aircraft in service to cause damage to the sensitive
installations, important buildings and places.
However, the main threat as far as the unlawful interferences are concerned that ever
faced by the Civil Aviation is hijacking which is defined as the forcible takeover of an
aircraft by an individual or a gang by forcing the pilot in command to fly the aircraft
to the airport of their choice for fulfillment of certain demands (Green, 2013) or as
described in the article-1 of the Hague convention, 16 December 1970 says: “any
person who on board an aircraft in flight: unlawfully, by force or threat thereof or by
any other form of intimidation, seize or exercise control of the aircraft, or attempt to
perform any such act, commits an offence” (Shubber, 1973, P. 177).
The first known hijacking in the history of aviation industry, took place on February
21, 1931, in Arequipa Peru (Price, 2007). Hijacking in international Civil Aviation
was used an effective weapon especially in the decades of 1960-70s which is quite
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evident from the facts and figures of the incidents of hijackings. As many as 23
hijacking incidents were reported between 1947 and 1958, and most of these
hijackings were committed by eastern Europeans for seeking political asylum. The
incident of three Romanians’ killing a flight crew member in July 1947 proved to be
the world’s first fatal hijacking incident (Rumerman, 2007). The concept of hijacking
in its scope and application emerged as a latest development in the field of
criminology. 12 x incidents were recorded in 1960s whereas 42 x incidents were
recorded in the decade of 1970s. Summary of some of the important incidents of
hijacking recorded during the above said decades is as under:
History of Important Incidents in World’s Aviation Industry
On the 24th of March, 1950, three different aircrafts Douglas DC-3s were
simultaneously hijacked by pilots of former Czech Royal Air Force from
Czechoslovakia. They intended to seek asylum in the West. This was the first such
incident in the history that the very pilots of the aircrafts have hijacked their own
planes. All the three planes were landed at Erding in the US Air Force Base, West
Germany. Out of 85 passengers on board, 26 remained in West Germany in order to
evade from the Communist government of that time in Czechoslovakia (Cavani,
2015).
On the 12th of December, 1954 a Syrian civilian airline plane was forced by the Israeli
Air Force officials to land at Lydda / Lod Airport in Israel, reportedly making the
claim that the said plane unlawfully entered the Israeli airspace. The civilian
passengers on board the plane were detained for a couple of days by Israeli security
force. According to Syria, the purpose of the forced landing by the Israeli force was
political and the Israel wanted to possess hostages in order to obtain the release of
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some Israeli soldiers who were taken inside Golan Height, Syria, while recovering
tapping devices from telephone poles. Four Arabs and one American passenger was
released soon after hijacking (O'ballance, 1978).
The Panair do Brasil Lockheed flight 246 was hijacked in December 1959 en route
from Rio de Janeiro. The flight was carrying 44 passengers and crew aboard. The
aircraft was hijacked by a Brazilian defence officer and made to land at Aragarças,
Goiás. The terrorists had intentions to use it as a bomb against the government
installations in Rio de Janeiro, as a protest against President Juscelino Kubitschek de
Oliveira. The hijackers were heading the plane towards Buenos Aires but the
hijacking ended after 36 hours. The incident witnessed no casualties.
It is evident from these incidents that during the era of 1950s the major and alarming
threat for the aviation industry was that of hijacking. The terrorists at that time were
mainly prone towards hijacking but after some time when counter measures for
hijacking were taken, the hijackers discovered new ways and means for fulfilling their
designs (Pereira, 1987).
On the 19th of July, 1960 the first hijacking incident in Australia was witnessed in
which a man fully equipped with arms disclosed that he is going to set ablaze the
Trans Australia Airlines Flight 408, however, he was unable because of the efforts of
the crew and a passenger to disarm him (Jenkins & Johnson, 1975).
On the 31st of July, 1961, the first attempt of 'skyjacking' was made on an airline on
American soil. The hijacker was known as Bruce Britt, who was on board the plane
and tried to hijack the flight of pacific airline at the Chico Municipal Airport, in
Chico, Ca. the aim of the hijacker was to lead the aircraft to Smackover, Ark. He did
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not accomplish his attempt but still two of the airline staffs were shot by Bruce
(Fitzgerald, 2010).
On 23rd July, 1968, the only successful El Al hijacking attempt was made against a
commercial airline. Three members of Popular Front for the Liberation of Palestine
(PFLP) hijacked El Al Flight 426 flying from Rome to Tel Aviv. The plane was
diverted to Algiers. The negotiations extended well over forty days from July 22 to
September 1, 1968. Both the hijackers and the hostages were let free later on
(Thomas, 2008).
On 31st October, 1969, TWA Flight 85 in route from Los Angeles to San Francisco
was hijacked by a 19 years old US Marine by the name Raffaele Minichiello.
Although the passengers and three stewardesses were set free in Denver. However,
the hijacker and the three pilots and a stewardess were still in the aircraft in JFK
airport in New York. At Bangor and Ireland, the plane was refueled earlier heading to
Italy. In Rome, Minichiello took the airport police chief as a hostage and wanted
disappeared in a car, but he was arrested soon as he was going to visit his failing
father in Italy. Italy government did not extradite Minichiello and instead sentenced
him only for eighteen months. The hijacking of this plane Covered 6900 miles, which
evidenced to be the longest hijacking in the history of aviation around the world
(Dodsworth, 1980).
On Tuesday 17th March, 1970, an Eastern Air Lines Shuttle Flight 1320 was hijacked
in the evening of 17th march by John J. DiVivo who was armed with a revolver. The
flight was destined from Newark to Boston, Captain Robert Wilbur Jr., who was
recently promoted, was shot in his arm. DiVivo also shot at the co-pilot, First Officer
James Hartley, 31, who malformed. He then pointed the gun on to the captain and
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injured his arm severely. Despite being fatally wounded, Hartley mustered up his
courage and recovered sufficiently enough to snatch the gun from DiVivo and fired
three bullets at him. Wilbur managed to hit DiVivo right on the head with the gun he
had produced from the center soothe. Wilbur flew the aircraft and safely landed it at
Logan International Airport, and the hijacker was that time. On 1st November, 1970,
DiVivo hung himself before the trial at Charles Street Jail at 3 am (Eastern Airlines
Hijacking, 1970).
On 2nd July, 1971, Braniff Flight 14, a Boeing 707 flying from Acapulco to New
York, was hijacked after approaching to a refueling stop in San Antonio, Texas. The
aircraft was having 102 passengers and eight crew members on board. The situation
remained for more than 43 hours all across Texas, Mexico, Peru, and Brazil but at last
the situation come to end in Argentina. After a refueling stop in Monterrey, some of
the flight attendants and all of the passengers were allowed by the hijackers to
evacuate. The remaining crew of Captain and flight attendants Ernestina Garcia and
Margaret Susan Harris were asked to take the flight to Lima. The hijackers, asked for
a ransom of $100,000 and a U.S. Navy fugitive namely Robert Jackson and his
Guatemalan lady friend, and further showed their desire to fly for Algeria. The crew
of the hijacked flight was released and replaced by a volunteer crew of Captain Al
Schroeder, Bill Mizell, Bob Williams and Navigator Ken McWhorter. Two Lima
based volunteered employees, were also got on board the flight. Both the volunteers
were mature to the aviation industry one was retired some moths before this incident
and the other was attending classes in a college when there was off duty. The long
flight and fatigue took its toll and the hijackers gave up. It was a record for the longest
distance hijacking, approximately over 7,500 miles (Polgar, 1996).
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On 5th July, 1972, Pacific Southwest Airlines Flight 710 was reported to have been
hijacked by two Bulgarian immigrants soon after take-off from Sacramento. The
plane was en route to San Francisco. The hijackers started demanding $800,000, two
parachutes and asked to take the aircraft to the Soviet Union. This hijacking came to
over in San Francisco at the runway, the Federal Bureau of Investigation troops took
action against the plane by killing both hijackers and one passenger (Newton, 2002).
Two passengers got wounded in the course. It was the first time when any passenger
killed or injured in a hijacking event in the United States.
The hijacking of Air France Flight 139 happened on June 27, 1976. This was carried
out by members of the militant organizations Revolutionary Cells and the Popular
Front for the Liberation of Palestine. Operation took place on July 4 at Entebbe
Airport, Uganda. It was the Israeli commandos who stormed at the building in which
the hijackers kept the detainees. In the operation all the hijackers were killed and
freeing 105 persons, almost all the detainees were Israeli. However, in the incident,
three passengers and one commando were reported to have been killed (Roberts,
1987).
It was because of the above discussed and other such kind of events in the decades of
1960s and 1970s, that lead to the formation of airport security force in Pakistan. The
rest of the world also reviewed the security arrangement of their own and handed over
the security of their airports to the trained and efficient agencies for the purpose. The
duty of Airport Security Force, at that time, initially was to be performed by the
Federal Security Force (FSF). Although, the hijacking incidents took place in 1960s
and 1970s at intervals but the decade of the 1970s was at height in the history of
hijacking as shown in the above-mentioned summary of the hijacking. The decade of
70s had many brutal examples of the hijacking which compelled various states of the
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world to think over and review their aviation security. It is because aviation is the
backbone and one of the quickest means of transportation in the world. Airports are
the gate ways of the countries and their protection and security level increase the
deterrence level of a country in the comity of nations.
Brief History of Establishment of Airports Security Force
Such a large number of incidents of hijacking all over the world have shaken the faith
of air travelers on aviation security as it was a matter of serious concern for them and
for all those having business and other concerns with aviation industry. This situation
demanded review of the aviation security for taking effective security measures all
over the world. Therefore, International Civil Aviation Organization (ICAO) taking
cognizance of the above-mentioned incidents of hijacking all over the world,
emphasized upon the member states of this organization to ensure to have an effective
security system for the safety and security of aviation industry in their respective
countries. With a view to achieve this very important aim globally, it was decided by
the ICAO that each member state must establish a proper and organized force for
ensuring Aviation Security in their respective countries. Pakistan being a member
country of the United Nations as well as signatory to the International Civil Aviation
Organization (ICAO) conventions was bound to fulfill its international obligations.
Therefore, the then government of Pakistan decided to establish an organized force
for ensuring the security of aviation industry in Pakistan. For this purpose, primarily
an Act was passed by the then National Assembly of Pakistan called ASF Act No.
LXXVII of 1975.
The Airports Security Force was established in 1976 under the Airport Security Force
Act No. LXXVII of 1975. Initially as the Directorate of the Department of Civil
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Aviation and was assigned the following responsibilities as quoted in the ASF Act,
1975 are reproduced here:
“(a) Ensuring security of all airports, aerodromes, aircrafts and civil aviation
Installations within the limits of airports and aerodromes and for safeguarding civil
aviation against acts of unlawful interference or threats of such interference;
(b) Ensuring security of all structures, equipment’s, material and installations
belonging to operators and other Government or non-Government organizations
within the limits of airports and aerodromes, the option c and d are omitted;
(e) Ensuring the proper conduct of persons at airports and aerodromes including
control of surface vehicles and drivers within the limits of airports and aerodromes;
(f) Ensuring security of aircraft passengers, baggage cargo and mail within the limits
of airports and aerodromes;
(g) General maintenance of law and order within the limits of airports and aerodromes
in conjunction with the police and taking cognizance of all offences committed at the
airports and aerodromes under any law for the time being in force; and (h) Such other
functions as the Federal Government may by notification in the official Gazette,
require the Force to perform.
In the discharge of their functions the officers and members shall be guided by, an act
in accordance with, this Act, and the rules and regulations” (The Gazette of Pakistan,
1975, Part.1)
Initially approximately, 2870 x officials in all ranks were enrolled in Airports Security
Force and were imparted necessary basic aviation security training. Thereafter the
Airports Security Force has taken over charge of airport security from the defunct
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Federal Security Force (FSF) which was disbanded by the then Marshall Law
government of Zia Ul Haq in 1977. The FSF was raised by Zulfiqar Ali Bhutto (Prime
Minister 1973-1977) in 1973 for maintaining law and order situation in the country,
no doubt that the FSF was a well-organized force. Moreover, the staff and officer
recruited in the FSF were having good physically strong and having more than
average heights, at 07 x major airports i.e. Karachi (now called Jinnah International
Airport JIAP), Lahore (now called Allama Iqbal International Airport AIIAP),
Islamabad (now called Benazir Bhutto International Airport BBIA), Peshawar (now
called Bacha Khan International Airport BKIA), Quetta, Faisalabad and Multan
airports.
A part of the FSF was assigned the task of the airport security however, at the raising
of special security force for airports i.e. ASF, the security of airport was handed over
to it by the FSF. Initially Airports Security Force was part of the then Department of
Civil Aviation now called (Pakistan Civil Aviation Authority). However, in March
1981 a Pakistan International Airline, aircraft in route Karachi to Peshawar was
hijacked by the AL-Zulfiqar organization. After that incident, Government of Pakistan
sensing the contradictory requirements of security and facilitation, the Airports
Security Force was separated from the then Department of Civil Aviation, and in
December1983, it was placed under the folds of the Ministry of defence. Later, in the
year 2013 Airports Security Force (ASF) was separated from the Ministry of Defence
under letter No. 4-8/2013-Min 1 Islamabad the 7th June, 2013 and placed under the
folds of Aviation Division, Cabinet Secretariat, Government of Pakistan specially
established for looking after and promoting the aviation industry and its activities in
Pakistan. This Division is headed by a Federal Secretary i.e. Secretary Aviation.
217
A serving Major General from Pakistan Army articulates the command of Airports
Security Force (ASF) from Headquarters (HQs) Airports Security Force which is
located near Jinnah International Airport Karachi. He is assisted by a serving
Brigadier from Pakistan Army as Deputy Director General, three Directors and seven
Additional Directors at HQs level. The outline organization of HQ Airports Security
Force is as under:
Director General,
Deputy Director General,
Director Operations;
Force Secretary,
Director Administration,
Additional/Director Intelligence;
Additional /Director Finance and Projects,
Additional /Director Procurement and
Additional /Director Equipment.
The Director General is the post to be held by a serving Major General from Pakistan
Army by the virtue of ASF act 1975 and the post of Deputy Director General is to be
held by a serving Brigadier from Pakistan army. These two are allocated seats for
Pakistan army personnel and the rest of the seats are occupied by the officers and
member of the airport security force either or other officers from Pakistan army on
deputation for a specific period having different ranks i.e. Majors/ Lieutenant
colonels; the task assignment to all the officers of ASF and army is the sole
218
responsibility of the DG ASF and DY. DG ASF. They appoint suitable and
members/officers of their choice at different portfolios. From 1976, as per ASF Act,
1975 the office of the DG was declared to be served by a serving Brigadier from
Pakistan army and the office of the DY. DG was to be occupied by a Colonel (Col.
Cord). It was in the 2014 with the increase in the strength of the force that the seats
were upgraded and to be held by officer’s one step above of the existing structure.
Major General is an officer of the BS-21 and Brigadier is an officer of BS-20. It was
on 29-09-2014 that the first Major General took the command from the last DG ASF
(Brigadier Azam Tiwana). Moreover, General Sohail led this force for about two
years and introduced new reforms in it. He introduced ASF foundation- ASF housing
scheme, ASF Security (Pvt) ltd and a number of developmental projects. He even also
introduced inter sports competition of volley ball, kabaddi and cricket in the force and
tried his best to boast the morale of the troops by engaging them in different social
activities besides ensuring the best security of the airports. After his retirement in
April 2017, the new DG ASF Major General Ali Abbass Haider took the charge and
presently leading the force (K. Hussain, Personal communication, May 15, 2017).
The portfolio of the director operation is lying in the hierarchical setup at third after
the post of Deputy Director General, in case of the absence of D.G and Dy. DG, the
Director operations is the next senior post responsible for the day today matters of the
force. The Director operations look after all the operational matters at all the airports
in the country either small or large. He resolves all the operational issues rose at the
airports and issues necessary instructions from time to time. He also nominates
different officials/officers for different courses in and outside the country to boost the
operational capabilities of the troops (P. Akhtar, Personal communication June 08,
2017.).
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Force secretary is another important portfolio, who is responsible for the posting of all
officials/ officers throughout the country on need and tenure basis. Presently, three
zones are marked for posting of the individual in the country; one has to serve in
another zone for a period of four years after completing the tenure system, laid four
years in one’s local / home station zone.
Director administration is having the same function as that of a Chief Security Officer
at a specific Airport. He looks after all the administrative matters at Head Quarters
ASF as well as all the units around the country. Beyond these different tasks are
performed by the Director Admin as and when ordered by the D.G ASF.
Director intelligence is also a supervisory body who scrutinizes the intelligence
reports gathered from all over the country airports. Important intelligence reports are
put up to D.G and reports that are of less importance are disposed off by the director
himself. Intelligence staffs deployed at airports are also in close liaison with other
intelligence agencies of the country and inform Head Quarter ASF with all the threats
and important issues at the units.
Director Finance and projects are responsible the estimate and distribution of funds at
all over the airports. He prepares the estimates and evaluates the budget for each fiscal
year. All the matters related to finance, private funds and projects in the force are
looked after by the director finance.
Director procurement is responsible for procuring different items for requirement of
the force, it includes: uniform items, vehicles and others equipment and stuffs keeping
in view the requirements of the force in the limits of budget. Tenders proceedings and
agreements are made by the procurement branch (M. U. Jan, Personal
communication, May 22, 2017).
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Director equipment is responsible for the installations of new equipment, prepares the
plan for new equipment, the need of types of equipment and machines at different
parts of different airports. He is responsible for imparting training to staff engaged in
that equipment through ASF academy and foreign trainers.
Concept of Security
The aviation security in Pakistan is based on the concept of visible preclusions and
that is why numerous checks, multifaceted security is positioned to forestall and
counter all the threats that may endanger the civil aviation industry. A minimum
deterrence is required for ensuring the safety and security of men and material relating
to the aviation industry. Moreover, ASF is cognizant of the importance of security and
facilitation being a key link in aviation security system and that why ASF and the
government of Pakistan tries to sustain an equilibrium between both these aspects.
Moreover, for ensuring the above-mentioned cause, ASF secures the airports by
ensuring the Access Control System e.g. details such as tickets, boarding cards passes
and its various categories, stickers, etc. Passengers & Baggage Screening e.g.
passengers’ identification process, frisking-manual, HHMDs (Hand Held Metal
Detectors), WTMDs (Walk Through Metal Detectors), double search and scanning,
alarm resolution, x-ray machine scanning, Hold Body Search counter and Hand Body
Search Counter, permitted and prohibited items both in hand and hold baggage and
absolute contrabands, etc. Entry Control of Vehicles to Airside, Security of aircrafts
and Air Cargo Security, Security of Catering. Perimeter Security-(DSG, Air defense,
ASF, Wall- around the perimeter, Fencing- a minimum of 8 feet height, Ditch is very
important between the fencing and apron/ runway, Blocks, Towers, Armed personnel
carriers (APCs), Quick Response Force (QRF), Foot Patrolling, Gun-mounted Vehicle
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patrolling, CCTV surveillance, Double-Gate System, ISS, Drop Arms Barrier,
Dragon-Teeth Barriers.
Car Parks Security- (Layered security approach), Snap checking, checking points,
foot and vehicle patrolling, frisking, towers, barriers, Under Vehicle Inspection
System (UVIS), Closed Circuit Television (CCTV), speed breaker ASF Police and
FIU, Operation vehicular search, one passenger one visitor policy, identification,
police support, traffic police, and FC. Intelligence Coverage FIU, MI, AI, NI, ISI, IB,
SB, Crisis Management Cell, Close Circuit Television (CCTV) Coverage (NVGs,
fixed cameras, dome, moveable, mobile dome cameras. Effective Supervision and
Monitoring (normal chain of command, ASF Police, FIU, CCTV, Inspection teams
and Security surveys. Foot patrolling, gun mounted Vehicle patrolling, vehicle
mounted CCTV surveillance, ISS and online supervision links and Contingency plans
for unforeseen contingencies like bomb threat, armed raid crowd control and
containment drill (M. Khan, Personal communication, August 5, 2016).
ASF Formations
As we have already discussed the structure and role of HQ ASF, all the units either
small or large come directly under the administration of HQ ASF, located at Karachi.
Moreover, these units are headed by Officers commanding (OCs) and Chief Security
Officers (CSOs) respectively. OCs and CSOs get instructions from HQ ASF and HQ
ASF gets all the necessary instructions from the Aviation Division Islamabad, which
is headed by Aviation Advisor, equal to the status of a federal minister. Furthermore,
these units are further divided into sub units from operational and administrative point
of view for the smooth functioning of units. There are 09 major airports in Pakistan
namely; Jinnah International Airport Karachi, Allama Iqbal International Airport
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Lahore, Benazir Bhutto International Airport Islamabad, Bacha Khan International
Airport Peshawar; Quetta International Airport Quetta, Faisalabad International
Airport, Multan International Airport, Sialkot International Airport and Sukkur
International Airport. Total airports in Pakistan are forty-two 09 major airports and
thirty-three smaller airports (M. Khan, Personal communication, August 5, 2016).
Manpower Resources
Airports Security Force (ASF) commenced its duty by looking after 07 major airports
with a limited manpower of 2870 person in all ranks. However, with the passage of
time, the tasks of ASF have extended and civil aviation operations have enhanced. In
such a situation a considerable increase in threat perceptions has also been observed
which demanded compatible security arrangements at airports. In order to keep
abreast with the challenges of the current times, the ASF manpower has been
increased with the passage of time and presently it has more than ten thousand troops
of all ranks at different airports in Pakistan. ASF is a modern force and it equally
encourages the participation of female in all ranks. Presently, hundreds of ladies are
working equally with the male at all the airports in Pakistan.
Women in ASF
Like male, female officers and officials are an integral as well as an active part of the
Airports Security Force. They perform a very important role in almost all fields within
the force and in every aspect of civil aviation security. The female officials regularly
receive trainings in various fields like Anti-Terrorist, Unarmed Combat, Martial Arts,
Close Quarter Battle (CQB) and Intelligence courses etc. ASF offer these females
equal opportunity as far gender equality is concerned. In ASF females are deployed
for different tasks and fields like the Air guard for the protection of flight security in
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the air. They act as instructors in the ASF academy to train other female staffs.
Female officials in ASF perform duty as machine operator by checking baggage
through X-rays machines and also perform intelligence duties to deliver threat
information about any suspect situation or occurrence. The role of female in ASF is
equally important as that of male staff. Females are also the custodian of aviation
industry. In present security situation in Pakistan and the province of Khyber
Pakhtunkhwa the strict security checking of lady passengers and visitors are the need
of the hour because terrorists may use the females for suicides and physical attacks on
the airport. The lady passengers and visitors are searched by the trained ASF lady
searchers. Their body and baggage search are carried out by the lady staff.
Different types of trainings and courses in ASF
Airports Security Force, Academy, is the only Institute of its kind in Pakistan which
performs the function of imparting Aviation Security Training to the ASF personnel
of different ranks. It organizes all the basic courses, Advanced and specialized courses
for officers and other ranks of Airports Security Force besides imparting various skills
of security to airport functionaries, employees of government/semi government and
private organizations on demand. Selected ASF personnel are also sent abroad in
different countries for aviation security training from renowned and recognized
institutions of ICAO (International Civil Aviation Organization). In general courses,
the academy imparts the following. Basic Aviation Security Course for all Cadres
(New Intakes), Advance Aviation Security Course, Company Commanders Course
and Promotion Courses are there. In specialized courses, the academy offers Officers
Law Course, Anti-Terrorism Course, Advance Screeners Course – Safe Passage
System, Intelligence Course and Weapon Instructors Course etc.
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Training to Other Departments/ Organizations
ASF Academy, for its distinguished position in the field of aviation security, attracts
airlines and other organizations (operating at the airports) as well as Law Enforcement
Agencies of the country to get their personnel trained from this institution. Following
organizations of airport and others have so for availed the opportunity of training of
their officers and staff from ASF Academy these are the airlines staff, National
Assembly of Pakistan (Security Staff), President House Police, PAF and Coast Guard
for Safe Passage System/Advanced Screening.
Training from Other Institutions
For ensuring an optimal level of competence ASF personnel are deputed to different
organizations for courses in Pakistan. The purpose of these courses is to equip and
adept them the different technique of security and administration. In these training
from different organization their performances enhance in the protection of the
aviation industry from Civil Defence Academy, Bomb Disposal Course, Bomb
Reconnaissance Course and Suicide Vehicle Bomber Courses. From National Police
Academy, Capacity Building Courses/ Workshops and from Coast Guard/ANF
Academy the Narcotics Identification Detection is imparted. Similarly, From FIA
Academy Courses/ Workshops on Current Security Issues, Intelligence
Organizations Training Centers Intelligence Courses and Mid-Career, Management
and administrative Courses (MCMC) from NIPA are also part of the trainings for
ASF personnel.
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Foreign Training
A number of ASF Officers/Officials are detailed for the foreign courses every year. It
includes many type of trainings for example the Aviation Security Management
Course, Aviation Security Supervisor Course and National AVSEC Program Course
(ICAO) etc. primarily, ASF was not entertained in different courses of ICAO but
recently with efforts of Director Operation HQs ASF for the first time eighteen officer
were detailed for Bahrain in December 2017, to conduct ICAO course on aviation
security. According to the Director four batches of the same number will also be
detailed in near future for different courses. This is a good initiative for sharing the
security experience at different forum of ICAO. The information and knowledge thus
gain may be shared with the rest of the official of ASF and other LEA’s working
related to airport for ensuring better security to the aviation industry of Pakistan (N.
Ahsan, Personal communication, August 10, 2017).
ASF is equipped with the latest weapons for securing the aviation industry. Some of
which are as below: RPGs- Rocket-Propelled Grenades, LMGs- Light Machine Guns,
AUGs- Army Universal Guns, SMGs- Sub Machine Guns, Sniper guns, etc. No doubt
ASF is equipped with the latest technological weapons to cope with the existing
threatening scenario. But, it needs further improvement in the weapons and other
accessories because terrorist uses modern technological weapon. Import of reliable
arms and ammunition from developed countries may be carried out for the protection
of aviation industry. Installation and ensuring availability of equipment for smart and
quick communication at all airport in Pakistan including screening machines, metal
detectors, ISS, UVIS, explosive sniffers, online supervision system, communication
system, etc. are the need of the hour.
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Security Screening System
The security system at this airport is consisted by manual search and electronic
devices search. The combination of these two gives a full-proof security to the
passengers and visitors that are coming to and going out from this airport. Security
inside the boundary wall/ premises is the responsibility of the ASF. Airports in
Pakistan have been declared as a weapon free zone and nobody is allowed to carry
weapon either licensed or un-licensed inside the airport except those passengers who
carry their personnel weapons to the other destinations of the country. They are
escorted from the main-in entry gate up to the departure hall and they are handed over
to the concerned authorities their-in. Only few declared dignitaries / VIPs / VVIPs are
allowed with squad but only to the VIP / executive car park with close observation by
the ASF. With all the available human and material resources efforts have been made
to ensure the security of all the people in the premises of the airport. Instead of
weapon and arms there are some other goods and materials which can pose a threat to
the aviation security are also prohibited / discouraged during flight. The carriage of
such goods has been defined clearly in the ICAO security aviation and other related
documents. Its quantity and location in the plane have also been clearly told in the
ICAOs documents. Few of such goods and material are discussed here as well the
precautionary measure for the safe travelling of the passengers:
List of Dangerous Goods and Articles
Articles prohibited in the cabin of an aircraft and security restricted area for the safety
and security of the airline, passengers and aviation industry. Those devices which are
designed to cause serious injury by discharging a projectile or capable of being
mistaken for such devices, including: Firearms of all types, Toy guns, CO2 guns and
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Bows are prohibited to carry in hand while passing through security restricted area or
in cabin of an aircraft. Objects with a sharp point or sharp edge capable of being used
to cause serious injury, including: such as axes, hatchets and cleaver Razor blades,
box cutters, Knives with blades of more than 4cm Swords and sabre are also not
allowed in cabin and hand. Workers Tools capable of being used either to cause
serious injury, Blunt Instruments capable of being used to cause serious injury and
explosive or incendiary substances or devices capable of being used to cause serious
injury or threatening the safety of the aircraft are prohibited.
Alarm Resolution
Alarm resolution is an important factor in the screening of passengers and safety of
the aviation industry. In this system every individual has to remove or show metals/
dangerous articles at security check places before going through these checks. It is
binding on the passengers as well as on functionaries to pass through these check
posts and to rid themselves from all metallic items they have in possession and keep
these in the trays specially kept at all the screening machines and Walk Through
Metal Detectors (WTMD) for the said purpose. In case the metal substances not set
apart from the body then it might lead to alarm and the individual will endure to go
through the WTMD until the alarm is resolved. Passengers may for their convenience
look at all the objects they carry on board especially in hand carry that either these are
metal or non-metal. In case there is any doubt/threat, as the security of the airport in
Pakistan is the domain of ASF so, it has the right of frisking. Passengers are asked to
remove his/her shoes before they enter the walk-through metal detector. All the
passengers and functionaries are bound to follow the security instructions as per the
laid down procedures.
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Travelling Check List before one leaves home
To ease one’s journey, it is suggested to pack most items in hold baggage and those
items one carry in hand baggage are limited to what one need during the flight or the
valuable items only. All piercing materials are to be carried in hold baggage. A
specific quantity of liquid is allowed in hand carry like liquids, gels or aerosols, but
these may be kept in proper containers no more than 100ml (or 100g in weight). This
must fit restfully in a transparent bag not to be larger than 20cm by 20cm (8 inches by
8 inches). Larger items should be preferably kept in one’s hold baggage. Exemptions
are also there on liquids and gels but in case these are either needed for medical
purposes or are a special nourishing necessity, for example baby milk/food, vaccines
and insulin’s etc. For queries, ASF facilitation disk is also available for further
information (M. Khan, Personal communication, August 5, 2016).
ASF Achievements in terms of security
Here we are going to discuss some of the achievements made by the ASF in the
history of aviation industry:
In 1987, some anti-state elements started firing at the Jacobabad airport terminal
building from a safe distance. In retaliation the ASF staff on duty opened
indiscriminate fire on the miscreants; they bolted away without inflicting any loss to
ASF. On 12 March 1988, an Afghan citizen namely Abdul Manan Achakzai
cultivated by the "Khad" Afghan Intelligence Agency, armed with a pistol, hijacked a
Pakistan International Airlines Airbus A-300, flying from Jinnah International Airport
Karachi to Quetta airport. The in-flight Airports Security Force Air-guard namely
Liaqat Ali (an army soldier on deputation as an air guard) responded promptly to
overpower the hijacker. However, while responding to sort out the hijacker, ASF Air
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guards received four bullets in the scuffle but in-spite of that they effectively managed
and overpowered the hijacker (A. Rauf, Personal communication, February 3, 2016).
Furthermore, it is pertinent to mention here that air guards were regularly deployed on
all PIA bound flights to all destinations inside and outside the country. However, they
grounded in 1999 during Chief Executive Musharraf era and after that the PIA own
security is assigned the responsibility for handling sky jacking during flight. ASF sky
marshals are still operating to some of the troubled areas inside and outside the
country e.g. to Chitral, Turbat, Gwadar and Pasni etc. and Afghanistan, India, Nepal
and Bhutan (A. Rauf, Personal communication, February 3, 2016).
On 24 August 1995, a Pakistan International Airlines Fokker flight no. 673, while
flying from Islamabad (now called Benazir Bhutto International Airport) to
Faisalabad airport, two saboteurs launched an assault on a passenger, a sitting
Member of National Assembly (MNA) namely Ilyas Jutt from Punjab with the
intention to kill him inside the aircraft. One assassin stabbed a sharp pair of scissors in
to the victim‘s abdomen and the second one tried to cut his throat by means of a sharp
razor. The in-flight Airports Security Force Air-guards Namely Inspector Saeed
Akhtar (now Assistant Director) and Guard Asad after sensing the situation and
intentions of the attackers, quickly responded and opened fire upon them. It was a
very critical operation in the history of aviation industry to counter the attackers
inside the aircraft in the presence of the passengers on board. However, the ASF Air
guards effectively managed the operation and sorted out both the assassins, through
sharp shooting. It is pertinent to mention here that both the saboteurs were shot dead
on forehead by the ASF Air-guards without causing any loss to the lives of passengers
on board the aircraft as well as to the aircraft. Lives of all the on-board passengers
included the targeted passenger (MNA) as well as aircraft crew were saved and the
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aircraft safely landed at its destination i.e. Faisalabad airport. The role of exemplary
bravery displayed by the ASF Air guards inside an airborne passenger’s aircraft was
highly appreciated by the passengers on board, general masses, national/international
media as well as by the aviation security experts. In recognition of their exemplary
performance during the above said operation both the Airports Security Force Air-
guards were later awarded (Gallantry Awards) by the Government of Pakistan (S.
Akhtar, Personal communication, July 06, 2016).
On 3 July 2001, at 20:45 hours an IED (Improvised Explosive Device) concealed in
the walk-man cassette player was spotted by the Airports Security Force staff
deployed on patrolling duty in the public concourse hall of Islamabad International
Airport which was later on defused. It is pertinent to mention here that Airports
Security Force staff is specially deployed in public areas of the airports to check any
suspect person or suspect/unattended baggage (H. Ullah, Personal communication,
May 10, 2014). Due to alertness and professional approach of the duty ASF staff in
this specific incident, a number of human lives and property were saved besides
averting a major disaster at the airport.
On 20 October 2001, at 12:25 hours, in another such like incident at BBIA Islamabad,
the ASF staff observed an unknown baggage in veranda. On exploring from the
nearby passengers, one claimed it as own. However, at about12:30 hours the duty
ASF staff once again detected that the same bag is lying unattended and its owner was
missing. Therefore, they sensing the situation as suspicious quickly shifted the bag to
the bomb disposal ditch specified for this purpose at land side of the airport where it
exploded shortly. This time also their alertness saved a large number of human
lives/airport saved from the disaster (H. Ullah, Personal communication, May 10,
2014).
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On 16 January 2002, at about 01:55 hours, a person seated in a Suzuki car started
firing on the security staff at the main entrance of AIIA Lahore. Resultantly, three
persons were injured due to the firing of terrorist. ASF staff also opened fire at the
terrorist but they managed to escape the scene. In this specific incident ASF staff
again displayed extreme alertness by promptly responding to the attack which resulted
in the escape of the terrorists from the airport (M. Jamil, Personal communication,
April 12, 2012).
On 6 February 2007 ASF staff on duty at the Car Parking area of Islamabad Airport
was performing their normal duty as per routine practices and procedures in vogue for
ensuring security of the car parking area. At about 2100 hours a Car bearing
registration No SLA-6222 approached to a security check post of the Islamabad
international airport. The on duty ASF staff stopped the car for security check and
asked for the identification of the personal in the car. The driver stopped the car at the
security check and as the ASF staff comes close for checking the said vehicle and its
occupants, the passenger of the front seat of the car got jumbled and started fire at the
security staff due to which a Sub Inspector received bullet on lower jaw and fell
down. Thereafter, the terrorist tried to flee from the spot and ran towards the General
Car Parking area. Sensing the intention of the terrorist, ASF staff on duty followed the
said person and also opened fire upon him. At that time the on duty Sector in charge
of landside instructed the ASF staff through walkie talkie set to lock all the exit and
entrance gates of the airport. After sensing the situation terrorist hurled a hand
grenade which caused damage to cars parked in the area injuring one ASF and one
Police personnel. Exchange of fire took place between the terrorist and ASF staff
resultantly, the terrorist was hit. The terrorist was in possession of another hand
grenade which was exploded at him due to hitting and grenade blast he was killed.
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ASF officials fulfilled their assigned task of ensuring aviation security quite well and
professionally. ASF played a viable and appreciable role in the event which protected
the lives of functionaries, passengers and general masses present at the airport. Later
on, in recognition of exemplary performance of ASF Sub Inspector Zulfiqar during
the above said encounter was awarded (Gallantry Award) by the Government of
Pakistan (H. Ullah, Personal communication, May 10, 2014). Besides it the role of
exemplary bravery displayed by the duty ASF staff during this incident was also
highly appreciated by the general masses, media as well as by the aviation security
experts.
2014 Jinnah International Airport attack
The most brutal and dangerous attack in the Civil Aviation history of Pakistan in the
twenty first century is that of the Jinnah International Airport Karachi attack. This
attack not only incurs a lot of financial damage to the national exchequer but has also
put a huge human loss to the aviation security people and general masses.
On June 8, 2014, at about midnight, 10 militants who were dressed in ASF uniform
and equipped with arms and automatic weapons (SMGs 7.62), hand grenades, Rocket-
propelled grenades, (RPGs) and other explosives / flammable substances, attacked the
old terminal of Jinnah International airport Karachi. The militants got themselves
divided in two groups and stormed the cargo terminal building from two different
points. Few of them also wore suicide vests. The first group consisting of 5 x
terrorists attacked the Fokker gate situated in front of the PIA Head office which is
mainly used for the access/exit of PIA engineering staff into the PIA engineering
premises for official duty. The second group of 5 x terrorists stormed the ICG
(Immediate Clearance gate) situated in old Terminal No.2 presently called Hajj
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terminal. They opened indiscriminate fire upon the on duty ASF staff at the gates.
Airports Security Force troops on duty and other nearby posts, effectively and
promptly responded to the terrorists’ attack. ASF QRF staff on duty at the airport and
Reserve staff in ASF camp JIAP, who rushed to the airport without any delay, joined
the duty staff to sort out the terrorists. ASF staff fought bravely contained the
terrorists adjacent to the terminal building at the airside not to approach the parked
aircrafts at apron and sorted them out one by one. Within a short span of time (i.e. just
within 2 hours), the Airports Security Force troops shot dead eight of the ten militants
whereas the remaining two blew themselves up when they were cornered. It is
pertinent to mention here that while encountering the terrorists attack, twelve ASF
personnel embraced Shahadat. A visit was immediately made by the Chief of the
Army Staff, General Raheel Shareef especially to ASF Headquarter at Karachi in
order to appreciate in high words the role of ASF troops and Shuhada and all other
Law Enforcing agencies whose troops joined the ASF during the said incident. It is
note-worthy that later on, in recognition of role of ASF Shuhada and the bravery as
displayed by them during the said incident by embracing shahadat were awarded
gallantry awards by the Government of Pakistan (M. Khan, Personal communication,
22, December 2014).
The militant organization Tehrik-I-Taliban Pakistan (TTP) immediately admitted the
responsibility for the attack. According to the state media, the persons who attacked
were foreign nationals of Uzbek origin who were operating for an Al Qaeda-linked
militant organization, the Islamic Movement of Uzbekistan (IMU), which worked in
liaison with the TTP. The TTP later confirmed through a press announcement that the
attack which they carried out was a joint operation along with the IMU, who blatantly
admitted to having supplied the human resource for the said heinous attack.
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In the wake of the heinous attack, the Pakistani military launched a series of aerial
strikes on terrorists’ hideouts in the tribal region along the Afghan border. The
minimum number of terrorists killed was 25 as on 10 June that year, including local
and foreign militants. After a couple of days, two drone attacks were carried out on
June 12 which killed Uzbek Nationals, Afghans and some local militants. In mid-
June, the Pakistani military forces further intensified their air strikes in North
Waziristan, and bombed eight foreign terrorists’ hideouts (Stenersen, 2011). This
time, 105 insurgents were reportedly killed, the majority of whom were Uzbek
nationals which also included those attackers who were involved in the JIAP attack.
Jinnah International Airport is one of the largest and busiest airports of Pakistan. It is
considered to be the hub for Pakistan International Airlines (PIA), which is the
national flag carrier airline of Pakistan. JIAP is the largest and the busiest airport of
Pakistan so numerous domestic and international flights touch this airport on daily
basis. After the Pan Am hijacking in 1986, this attack was the first massive incident
on the airport in years. It was in 2011, when a similar attack occurred on the Mehran
naval airbase in Karachi, and in 2012, the Bacha Khan International Airport in
Peshawar, northwest Pakistan, was attacked by militants (Steele, 2011).
A number of Rangers, Police and Army contingents reached on the scene in about 90
minutes time after the attack started, but by then, most of the terrorists were already
eliminated by Airports Security Force. The said situation lasted for consecutive five
hours. It left twenty eight people dead, including the ten number of terrorists, twelve
of ASF personnel, one Pakistan Rangers official, a Sindh Police official, and four PIA
employees (including two senior aircraft engineers). The incident left about eighteen
security personnel injured. They were admitted into Abbasi Shaheed Hospital after
being provided with the first aid at the airport. In the incident seven bodies were burnt
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due to the eruption of fire in the cold storage facility of the terminal (M. Khan,
Personal communication, December 22, 2014).
The incident also damaged the two aircrafts of PIA, a Boeing 747 and an Airbus
A310. The PIA officials even did not at first, endorsed the damage to its aircrafts.
However, the sources confirmed that the planes have received slight damages. The
incident destroyed two cargo warehouses which had stores of NATO forces. During
that time when they were ablaze, the warehouse witnessed multiple explosions. The
Civil Aviation Authority and ASF took over the charge of the airport after the attack,
when the airport was declared clear. Reservations by the Karachi Chamber of
Commerce and Industry president, Abdullah Zaki, were expressed over the security
situation in the country and particularly its economic impact on the city as well as the
entire country. He further added that the situation continued to deteriorate the general
uncertainty of this city could exactly be measured from the recent airport attack. He
again reiterated that in such like terrorist waves the domestics traveling sector would
also be affected. He also lauded a positive role to be played by media by avoiding
sensationalism to convince foreign travelers instead to discourage them. Particularly
the businessmen and investors would be turned away from Pakistan if all the
stakeholders did not play their due role (A. Zaki, Personnel communication,
December 21, 2014).
In fact, ASF troops are well trained and equipped with the latest arms and
ammunition; they have the capability of facing any kind of situation. We have
discussed the different kinds of situations faced from time to time to ASF, which were
dealt effectively by the ASF. Either it was the Jinnah International Airport Karachi
attack or that Bacha Khan International Airport Peshawar attack; they were
effectively encountered by the ASF in collaboration with other Law Enforcement
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Agencies. In the attack that took place on the Bacha Khan International Airport
Peshawar, the law enforcement agencies, that is army and police, tremendously
reacted to the attack and not even a single person was able to get through inside the
perimeter of the airport. All the terrorists were killed during the retaliation and the
three terrorists who escaped, took refuge in the nearby under construction building.
They were also killed on the next day of the attack in a search operation in the
suburbs of the airport i.e.at Abdara kali.
BKIA Peshawar airport is the main airport of the Khyber Pakhtunkhwa and its
protection is the collective responsibility of all the Law Enforcement Agencies in the
province. ASF is mainly responsible for the security of the civil tarmac, buildings and
car parking. The perimeter protection at BKIA Peshawar is the responsibility of the
DSG, PAF, army and police. Army and police have to look after the funnel and the
surrounding areas of the airport for the safe landing and take-off of the aircraft. The
area of Bara, Tehkal, Matani, Dara Adam Khel and Suleman Khel etc. are very risky
areas of this airport, keeping in view the security aspects during the landing or take
off of the aircraft. Moreover, the altitude of the aircraft in these areas is very low and
even a low range weapon can also harm the aircraft. Strict security is the need of the
hour at all these points because the threat of firing at the aircraft cannot be ruled out,
keeping in view the historic record of the area and the openly carrying of weapons by
all age persons. ASF and the Civil Aviation should keep close coordination and
liaison with all the agencies either directly or indirectly involved in the security
aspects of the province for the safety of Civil Aviation, its installations and
passengers. The role of all these Law Enforcement Agencies is the backbone for the
security of this very vulnerable airport.
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ASF liaison with other LEAs relating to Pakistan’s aviation industry with a focus
on BKIA Peshawar
For this purpose, ASF control room contacts with the control rooms of other LEAs
through land line, walkie talkie, special frequencies intercom, important cell numbers,
hotlines, dedicated lines and numbers of joint CCRs, joint CCTV surveillance
systems, through ATC tower contact, etc. Although, the system liaison further need
enhancement for the better security set of the airports in Pakistan. Still gap in
communication exists and to overcome it, is the need of the hour to fight the enemy of
the country and aviation industry. There shall be a coherent system of communication
on the part of the all Law Enforcement Agencies to curb the menace of terrorism.
Local/ provincial Police
BKIA Peshawar being a main hub of air transportation is frequently visit by the
passengers and meters/ greeters. A large number of visitors come to the airport for the
pick and drop of passengers and other related activities. At times, the ASF on duty
staff during the routine checking of vehicles coming to the airport recovers illegal
arms and ammunition. Similarly, during the baggage scanning of passengers’ baggage
by the duty ASF X-ray machine operators, illegal arms and ammunition or other
contraband items are recovered. In such like situations, after preliminary
investigation, ASF hand over the accused person(s) to the concerned Law
Enforcement Agency i.e. Police, Anti-Narcotics Force etc. as the case may be.
Besides it police officials help the ASF staff for maintenance of the law and order
situation at the airport. The role of police at the airport is of paramount importance
therefore, a police post is established at BKIA Peshawar where, a police contingent of
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KP police is deployed round the clock. The aim of its deployment at airport is to assist
ASF in security related matters of BKIA Peshawar.
Apart from the designated police force at the airport the outer deployed troops of
police all around the airports and the rest of the area, keep an eye on the people
coming towards airport. Police often recover different prohibited items on different
routes coming to airports and thus indirectly help the ASF in restraining those
prohibited items and elements to the airport. Police posts are established at different
parts of the city whose aim is to protect the city, its people and all the sensitive
installations safe and secure. Police are well trained and having a great experience in
public dealing can easily recognize bad elements that approach to the airport.
Protection of all the people and installations inside the airports is the responsibility of
the ASF and outside the perimeter it is the duty of police and other Law Enforcement
Agencies. Outside the boundary wall of the airport ASF jurisdiction lapse and the
jurisdiction of police and other Law Enforcement Agencies come in place. The
protection of funnel area is also the basic responsibility of the local police and other
Law Enforcement Agencies for example army here in Peshawar. Funnel area is
basically that area where the distance of the plane from the earth is very low and its
make it position ready to land and takeoff at the airport. The heavy body aircraft come
at a very low height while landing at the airport because it cannot be easily controlled
for landing at a little distance. The surrounding areas of the Peshawar airport are very
risky keeping in views the security and safety of the airline and passengers are
concerned. Almost at a distance of 1 to 2km the Federally Administered Tribal Area
(FATA) regions starts, where the use of weapon against an aircraft cannot be ruled
out and here at Peshawar it has already happened with plane which took the life
passengers.
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So, the protection of funnel area and outer sides of the airport premises is the basic
responsibility of police to ensure it clear and deploy it troops and increase mobile
patrolling during the take-off and landing of the aircraft. Police should have to take
joint search of the area as well with equal intervals with the help of Pakistan army.
This will create deterrence in the population livening in the surrounding of the airport.
List of the residences in the funnel area and surrounding of the airport to be kept and
updated routinely by the police in order to prevent any untoward situation in future.
Moreover, crowd control at the airport is the joint responsibility of the ASF and local
police. However, as per the Standard Operating Procedure, taking action against mob
will require the permission of the first-class magistrate / Airport Manager (if he has
the power of magistrate). Presently the airport police post is headed by an Assistant
Sub Inspector who is working under the west police station and Cantonment
Superintendent of Police. All these are in close liaison with the airport authorities for
handling any untoward situations. In the 2012 attack, which is considers one of the
deadliest attacks on the BKIA Peshawar; the police played its role very effectively,
the then Superintendent of Police Peshawar Cantonment was standing over the roof of
the mosque along with his troops and fight side by side with army against the
attackers. They bring down the enemy of the state on knees and killed all of them who
came with their nefarious designs (S. Hussain, Personal communication, April 10,
2013).
Special Branch
As per the contents of blue book of Ministry of Interior, Government of Pakistan,
security of VVIP at the airport is the responsibility of provincial police (special
branch) in their areas of domain as and when required. Therefore, in compliance of
the orders of the federal government, in case of VVIP movement at BKIA Peshawar,
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special branch police come to the airport and physically take over the charge of
security of specific area of the airport from ASF in writing for handling the security
aspects of VVIP movement at the airport. Similarly, charge of the airport security of
the concerned area is handed over back to ASF by the special branch police to ASF
once the VVIP movement is over.
Moreover, besides VVIP duty, the Special Branch police also play an active role at
the airport. They perform their assigned task at airport, as ordered by their command
for gathering of required information and having an observation on the movement of
VVIP. The concerned Special Branch representatives are in close coordination with
their parent department and also communicate any serious threat back to airport
authorities for talking pre-emptive and precautionary measures. Keeping in view the
sensitivity of the airport, the duty of Special Branch police is of prime importance and
they need to concentrate on their duty rather than extending protocol and indulging in
other unlawful activities at the airport.
Traffic Police
BKIA Peshawar being a main hub of air transportation is frequently visit by the
passengers and meters/ greeters. A large number of vehicles come to the airport for
the pick and drop of passengers, airport functionaries, shipment of cargo and other
related activities. Therefore, traffic control of the vehicles is mandatory with a view to
ensure smooth flow of the vehicular traffic at the main road in front and opposite side
of the airport. For this purpose, a contingent of provincial traffic police is deployed at
the main Khyber road in front of BKIA Peshawar to organize traffic control. The
newly transformation from traffic police to the traffic warden has improve the traffic
condition not only at the airport premises but also in the city of Peshawar because of
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the non-compromising and non-corrupt nature of the newly upgraded traffic police.
Traffic wardens are equipped with rider bikes as well as vehicles lifter for effective
traffic control, which has enhanced their capability of ensuring smooth flow of traffic
in front of the airport.
Bomb Disposal Squad
Airports being public and commercial hubs are lucrative targets of the terrorists all
over the world and especially of anti-state elements in Pakistan. Therefore, they are
always trying to disrupt the normal operations of the airports. For this purpose, they
resort to different illegal and criminal activities. One of such like activity is passing of
false information to the airports authorities regarding placement of bomb onboard an
aircraft, terminal building or car parking area of the airport. In such like situations
whether the information so passed is based on fact or otherwise airport security
authorities are bound to ensure proper course of defined action in the best interest of
human lives and airports assets.
As per existing laid down procedure, in case of a bomb threat call to parked aircraft,
terminal building or car parking area of the airport is received by any airport
functionary, he/she is bound to inform Airports Security Force Control Room
regarding the received information for taking necessary action. On receipt of such like
information by ASF authorities from any quarter or itself by them, they ultimately
pass on such information to Bomb Disposal experts of provincial police to handle
such like situation accordingly. On receipt of information, bomb disposal officials
rush to the airport and conduct scanning of the concerned area with the help of
Explosive Detectors. ASF duty officials provide all necessary help to them during
scanning process. After clearance of the concerned area/aircraft as the case may be,
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Bomb disposal officials issue a clearance certificate to ASF for record. The aircraft is
allowed to takeoff when it get formal clearness certificate from the ASF.
Federal Investigation Agency (Immigration)
Federal Investigation Agency has different wings for it operation. One of its important
wings is immigration at airports and seaports, the Immigration staff are deployed for
the check-in and check-out of the passengers to and out of the country.
Immigration staff of at the airport for the purpose checking the authentication of
travelling documents i.e. passports, CNIC/Visas of the departing/arriving passengers.
Moreover, during Musharraf era in 2002 a new department of Personal Identification
Secure Comparison and Evaluation System (PISCES) was introduced which task was
mainly to assist Immigration in its work. PISCES was funded by United States of
America; its main task was to save the computerized record of passengers in / out.
Moreover, this system hit the wanted, Exit Control List (ECL) and black listed
personnel. The system has been switched over in 2010 from PISCES, USA funded to
Pakistan’s own Integrated Border Management System (IBMS) of NADRA (National
Database & Registration Authority). Besides their assigned tasks, they may in case of
need asses the Airport Security Force in the following security related matters; To
provide timely information about the arrival/departure of known terrorists/criminals
on international flights, to work in harmony with ASF and to provide better
cooperation in implementing ICAO Standard and Recommended Practices at the
airport and to inform ASF about any suspicious activity observed by their staff (Nasir,
Personal communication, October 15, 2015).
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Pakistan Customs
Customs staff is also deployed at BKIA Peshawar to monitor the arriving/departing
passengers from custom point of view. However, they may assess ASF by extending
cooperation in the following security related matters: While checking hold and hand
baggage Customs staff may detect explosive substances, arms and ammunitions or
any other item dangerous from security point of view, in such like cases they notify
the same to ASF. Moreover, exchange of information of mutual interest with ASF and
to cooperate with ASF for the better cooperation in implementing ICAO Standard and
Recommended Practices at the airport. Furthermore, as per ASF Act, ASF is also
bound to hand over customable items, recovered from passengers, to on duty Customs
officials under Customs Act 1969 and ASF will escort in-bound weapon from the in-
coming aircraft to the Customs Grill.
Pakistan Army
BKIA Peshawar is situated in Peshawar cantonment area mainly surrounded by
various army units which provide a safe buffer zone around the airport. Access to the
airport is controlled by army and civil police. Snap checking and permanent check
posts are established at different parts of the city. Almost all the airport is covered
from all side by the army personnel, the airport is located in the Peshawar cantonment
due to which most of it part is covered by army and access to the airport is made
difficult for all the people. Moreover, such a control from military side is good from
the security point of view but on other hand it creates difficulty for simple people of
this region who are travelling to different countries of the world. 69 FRA is an army
unit deployed towards the runway side of the airport; it protected the airport from the
Abdara kali, Custom Chowk and university sides during the attack in 2012. Now a
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day’s light Punjab infantry unit is deployed there for protection. It provides the second
line of defense to the Defence Services Guards (DSG) and Pakistan Air Force (PAF)
personnel deployed on towers for the protection of runway. The sensitive parts that
are PAF Base and 9th Army Aviation are protected by the army units. Another unit 39
F.F has also deployed its troops around the airport locality at different check posts.
Such a way keeping in view the security of KP and Peshawar the army is providing
very important services to the security of this airport. Although situated in a troubled
area and faced with many attacks, it is still a better secured airport in Pakistan.
Because in all the front it has been secured by the army although the passengers and
visitors are facing difficulties to reach the airport but the access/ approach of terrorists
to this airport have become very difficult.
As per ASF act 1975-chapter 3 section 6 clause IA, in case of hijacking incidents,
Pakistan Army concerned quarter will be notified by ASF so that they could play their
assigned role in handling of such like situation. This act of 1975 has authorized the
Director General that he may, with the previous approval of federal government can
call Pakistan army troops for the post-landing hijacking operation at an airport or
aerodrome (ASF ACT, 1975). Besides hijacking they are also called to assess ASF for
joint/effective response in case of any emergency/unforeseen situation i.e. terrorists’
attacks etc. at the airport. However, ASF will contain the situation in an efficient
manner till the arrival of Pak. Army SSG troops.
Pakistan Air Force
Bacha Khan International Airport is a joint user airport and security/deployment of
perimeter rest with Pakistan Air Force (PAF). Defence Services Guards (DSG) troops
are deployed for the protection of perimeter under the overall command of Base
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Commander PAF. Base Commander is a senior officer from Pakistan Air Force with a
rank of Air Commodore. In case of emergency the Base Commander PAF will take
the overall command of the airport/Base with a view to ensure coordinated/effective
respond by all Law Enforcement Agencies.
Perimeter Defense
BKIA Peshawar is a joint user airport, being jointly used by Civil Aviation Authority,
Pakistan Air Force and army aviation for their specified activities. ASF provide
security to the area specified for civil aviation activities, whereas PAF guards their
area of responsibility. As for as security of the perimeter of Bacha Khan International
Airport is concerned, it is being guarded by the troops of DSG (Defence Services
Guards) which is under the overall command of Base Commander PAF, Base
Peshawar. However, DVOR (Direct Very Omni Range) being a CAA installation is
protected by ASF troops around the clock.
Anti-Narcotic Force
This force is also of prime importance at the airport in the current situation at
Afghanistan. BKIA Peshawar is the nearest airport to the Afghanistan outside it
territory. The smuggling of different type narcotics from Afghanistan to the outer
world cannot be ruled from this airport. The people of Afghanistan are connected
closely to the tribal people because of their ethnic and linguistic factors. So, the
placement of ANF at this and all other international airports of the country is very
important in the security aspects of the airports, because it will, reduce pressure on
ASF in the narcotics and ASF will only properly concentrate on their primary task of
security of airports, its installations and personnel.
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Role of other miscellaneous agencies in the airport
Apart from these agencies ASF has to keep close liaison with the other agencies
working at the airport. Coordination with these agencies is of prime importance for
the smooth functioning of the airport.
Civil Aviation is an authority declared in 1980s, it is the revenue generating and
collecting agencies, it has also been declared as the appropriate authority for the
security in Pakistan. Although, this agency is not capable to handle this aspect but still
it has been awarded this very feature. Civil Aviation collect the taxes and charge the
stay of aircraft etc. it is the CAA which has to provide the facilitation to the
passengers and staff at the airport. Unfortunately, most of their concentration is on the
revenue side instead of the facilitation and deliverance. However, Civil Aviation has
its vigilance and security section for observations and security planning but these is
not capable to meet the tasks. These sections do not play their part in the security and
vigilance as required for the security of this airport. Moreover, their staff is not trained
in those fields as per the security environment at the airport and their concentration
instead of security and intelligence coverage is on protocols. By proper training,
check and balance the services of this section of CAA can be utilized for improving
the security of the airport.
Air Traffic Control is another important unit in the airport to which coordination with
ASF control room is very important. The Air Traffic Control office is in constant
contact with the aircraft’s pilot and abreast with the latest news as far aircraft is
concerned. It informs the ASF control room and CAA of any untoward incidents,
hijacking and any mishap at the aircraft in air or at ground. The ASF then with the
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help of other Law Enforcement Agencies (if in need) take the situation in control and
provide the speedy and required assistance.
Liaison of ASF with the local administration is very important and in case of need
their help may be sort out in different unwanted situations at the airport. For example,
in case of crowd control and other protests or demonstration the help of concerned 1st
class magistrate or local administration may be used.
The role of health department is also very important at the airport. They can save the
lives of patient by providing them the basic aid. The presence of representatives of
health department around the clock is very important. Their services can also be
utilized for polio drops to the departing passengers. At BKIA Peshawar health
department is working with a three member’s medical officer’s team but still
improvement is needed in their hours of duty and services.
Wild life, crises management cell and the presence of various intelligence agencies is
very important at the airport. Liaison of ASF with these organizations is too much
important for the proper and smooth function of the airport.
Legislations
Different legislation took place for the smooth functioning of aviation industry.
International and local legislations took place. As we know that internationally the
ICAO, has to put the Legal regime for protection of aviation industry from Acts of
Unlawful interferences and the awareness to the people regarding these rules are very
important because the fear of punishment at any act on the part of the terrorist or
culprit can retract them from those activities. These legislations are passed from time
to time for the protection of aviation industry from the terrorists. For example, some
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of the legislations are as International Legal Instruments are; Tokyo convention,
Hague convention, Montreal convention, Protocol supplementary to the Montreal
convention, explosive convention, Convention on the marking of plastic explosives
for the purpose of detection.
National laws
In light of the above-mentioned International Legal Instruments, member states of the
ICAO constitute their own national laws in line with the above legislations according
to their own states environment. Some of the local or national legislation in Pakistan
are as below;
PPC-sec 402A, 402B, 402C, Suppression of terrorist Act, ASF Act 1975, Extradition
Act 1972, Explosive substance Act 1908, Part-VIII (section 10-conduct of persons at
an aerodrome), Part-IX (conduct of persons on board an aircraft), Part-XVII (unlawful
interference), Part-XVIII (penal provisions and prosecution), and of CARs 1994. All
these are the relevant laws and section applicable on those terrorists or personnel who
make unlawful interference to aviation industry on international and national level
respectively.
Conclusion
The history of aviation is replete with the terrorist incidents but in the decades of
1950s, 1960s and 1970s the incident of hijacking happened quite regularly and
frequently. For the international community and ICAO these incidents were of serious
nature because the growth of the aviation industry affects with such incidents. Due to
those incidents, most of the states reviewed their aviation security, Pakistan also
established ASF for the security of the airports. ASF is a specialized force for the
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security of the airports working under the auspices of the aviation division. ASF is
imparting regular training to it troops for tackling any threat to the aviation industry.
Its members and officers are trained in the intelligence and security aspects. Due to
better training, the ASF is capable to deal with any incident on the airports either it is
the attack on BKIA Peshawar or JIAP Karachi, the ASF defend it at the cost of their
lives. ASF has close liaison with other Law Enforcement Agencies, which are directly
or indirectly involve in the security of the airport for example, Pakistan Army, PAF,
DSG, BDS, IB and local police etc. although all the above agencies are cooperating
with each other in some areas but they need more coherent approach to fight
terrorism. Moreover, ASF including other sister agencies may be given new advanced
vehicles and machinery for better results. They may be imparted with regular training
and grooming. Their professional skills are to be enhanced for combating the menace
of terrorism.
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CHAPTER 7
RECOMMENDATIONS AND CONCLUSION
Terrorism is a global phenomenon and its impacts are realised throughout the
world on various organizations including the aviation department. No doubt, aviation
industry has been affected by terrorism since long but the main jolt it faced, was that
in September 11, 2001 in which the terrorist hijacked four passengers’ planes and
used them as a bomb against the targets (Bazian, 2004). After the 9/11 incident the
attention of terrorists was diverted and focused on this very important industry
because of its high sensitive nature. Keeping in view the threats and possible attacks
from the terrorists and other non-state entities, the developed as well the developing
countries reviewed their security measures and have taken steps for its enhancement
(Bowen, 2004).
In this regard, ICAO is considered one of the international bodies, which
works under the auspices of United Nations (UN) for rendering services of civil air
transportation worldwide. The purpose of ICAO establishment was to look after and
manage the International Civil Aviation transportation (Abeyratne, 2012). Initially,
the threats to aviation industry were that of hijacking and physical assault but
presently in the advanced technological development the nature of threats vary from
place to place. Moreover, due to all these uncertain developments in the tactics of
terrorism the role of ICAO has increased many-fold for saving aviation industry from
all the existing and emerging threats (Wilkinson & Jenkins, 2013). The purpose of
ICAO is the promotion of safety and security of passengers, equal opportunities to all
member states, enhancement of co-operation among different states and ensuring of
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universal rules and regulations for Civil Aviation industry. It consists of Assembly,
Council and Secretariat. As a permanent body of the UN, the goals and objectives of
ICAO are in-line with the UN goals and objectives. As like UN, ICAO works for
elimination of poverty, sustainable economic growth, combat climate change, safety
and security of the human beings, the aim of all these objectives are peaceful
coexistence and ruling out the trauma of terrorism. Furthermore, to curb the terrorism
and enhance security, ICAO stress on the implementation of Machine readable
documents system by all member states. ICAO binds all the member states to ensure
an appropriate authority for security and other related correspondence with ICAO. It
has introduced the Point of Contact (PoC) for quick communication with ICAO in
emergency cases and security and important security matter on urgent basis. The
ICAO assembly meets every three years to discuss all the important issues in all
respects that the member countries are facing related to the aviation industry.
ICAO emphasises on security and facilitation of passengers but both the terms
are opposite to each other if realistically thought over. On one side the emphasis is on
security standards which have to be compromised somehow over the facilitation of
passengers or vice versa. ICAO says that both are important and both must be kept
intact. Sometimes it becomes very difficult to keep a balance between the two.
However, it’s the responsibility of each state’s concerned authority to carry both of
these aspects at the same time. After 9/11 the security situation has become quite
alarming and a lot of attention was required to meet the desired level of security.
ICAO and Terrorism in Pakistan
It is concluded that Civil Aviation is a revenue generating entity but at the
same time it is the declared authority for aviation security in Pakistan. It is collecting
security charges from the international as well as the domestic passengers; ICAO
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reiterates that the security charges collected may not exceed the relevant cost that
involved the security. CAA will only recover the amount incurred on the security
services concerned but here in Pakistan the situation is not quite clear because the
security service is provided by ASF which is a federal government department under
the Aviation Division, the salary and budget involved for the ASF is from the federal
government of Pakistan. The CAA only purchases electronic equipment and machines
for ASF but that are also not of the latest versions which are being used in developed
European countries. Pakistan in this perspective is lagging quite behind the developed
countries and still uses the machines that have become outmoded in the developed
countries e.g. Line scan and Austro physics etc. The CAA is collecting a huge amount
in lieu of security but it has neither invested on the security equipment, salaries,
incentives of the security staff nor for the benefit and facilitation of passengers in
letter and spirit. This is a big amount and its proper collection and effective utilization
can be quite better for the high morale of the security troops and passengers. One
hundred for domestic and more than one thousand rupees are charged from
international passengers in lieu of security charges, as per the instructions of ICAO
this money should be utilized solely on security aspects of the concerned security
agency for further uplifting the aviation’s security of that country but the same is not
followed in letter and spirit in Pakistan. Little share is given to the security force
concerned with security in Pakistan and the rest is lying in the exchequer of the Civil
Aviation Authority of Pakistan (A. Shad, Personal Communication, January 19,
2015).
It is concluded that ICAO emphasises the concerned authorities of member
states to make arrangement for proper training, provision of security and
communication equipment, ensuring National Civil Aviation Security Program
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(NCASP) and Airport Security Program (ASP) but in case of Pakistan the concerned
authority has not the expertise in all these areas which is highly important to be
reviewed. Moreover, ICAO asks all member states for uniformity to use the advanced
technology of Machine Readable Travel Document (MRTD’s) and Point of Contact
(PoC) formation which are not followed by Pakistan as a member state as desired.
Cyber-crime is an emerging issue for all the member state of ICAO. Extra vigilance
and efforts are needed to cope with it. For achieving the goals of ICAO, for the
‘development of aviation industry’ and ‘no country left behind’ vision, the role of the
neighbouring countries is also of prime importance because the development of
Pakistan is also an indicator for the development of this region if the matter is thought
over in a realistic perspective.
Terrorism is a very old phenomenon and it even existed in the pre-historic
period. Terrorism evades a precise definition because it has been defined by different
stakeholders for safeguarding their own or national interest. An act of terrorism might
be deemed as terrorism by one state but may be considered as a freedom fight by
another. As we know that the first empire of Mesopotamia was built on terror. The
term was first, literally used in the French revolution and later on, it transcended the
national boundaries in 1960s. There are many causes of terrorism e.g. Regional crises,
political oppression, injustice, religious intolerance, economic deprivation, drugs and
sectarian violence and so on.
It is concluded that the whole world is affected by the scourge of terrorism; the
incident of 9/11 in the history of terrorism is quite evident because it jolted even a
super power like the USA and which started to think over it to form a strong security
body to look after its aviation industry. It was because of the 9/11 attacks that the
USA formed its well-known aviation security set up known as Transportation
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Security Administration (TSA) (Willis, 2005). All the states were advised by the
comity of world nations to enhance their aviation security structure to meet the
challenges. The same was also carried out in Pakistan but here the whole of the
burden was put on the manual security system although security machinery was
installed and upgraded but that is not at par with the advanced European and western
world. The passengers and visitors are mostly disturbed due to these security
developments because most of them rely on physical barriers and manual security
checks. An advanced security technological mechanism can improve the situation and
give an ease to the passengers and visitors. The activities of terrorism are not ended in
the region and it may be taken as a dormant period. Moreover, vigilance and tight
security measures should be taken to end the menace of terrorism from this part of the
word and provide a better life standard to the people of this region.
Pakistan is a developing country and it has to concentrate on the institutional reforms
and performance of all the security actors to play their positive role for the
development of the country and pose a better picture of the country in the arena of
world. The eradication of terrorism and other social evils from this region will
obviously, contribute to the development of this airport, province, country and the
society of the world. Thus, the provision of peace, tranquility and development
contributes to the ICAO vision of ‘no country left behind’ in the move of aviation
development. Pakistan has a lot of potential and resources but once it has come over
the brutal acts of terrorism, the escape from the grip of the menace of terrorism will
give Pakistan and this airport an opportunity to contribute in the development of
aviation industry, ICAO and the world at large.
It is concluded that Pakistan’s aviation industry has faced many terrorists’
incidents. It affected this industry of Pakistan in all aspects whether socio-economic
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or political but it has left long lasting effects on the country. In Pakistan, the largest
number of terrorists’ attacks took place at Peshawar airport and affected it in every
aspect. Due to all these untoward situations the passengers and visitors coming to this
airport are facing many difficulties but they have no other option except BBIA
Islamabad, which is not in the approach of all the people of this province. Before 9/11
aviation industry in Pakistan was targeted from time to time but after 9/11 the
frequency and fire power increased immensely for the destabilization of this industry.
The most prominent of these attacks were the 1986 Pan Am and 2014 attacks at JIAP
Karachi and the 2012, 2014 attacks on the BKIA Peshawar. BKIA Peshawar is
located in the main hub of Peshawar city. Moreover, its building, parking and apron
are very small and cannot cater to the needs of the passengers and visitors. It is a busy
airport as BKIA Peshawar is the only international airport for the people of KP and
FATA that has been affected from terrorism either it is rocket attack, physical assault
or aerial firing on aircrafts but all these incidents have direct effects on the business of
airlines and travelling of passengers.
Among the various airports in Pakistan, the BKIA Peshawar has been badly
affected by terrorist attacks. It is also the most targeted of all airports in Pakistan but
still flight operation is going on from airport with slight ups and downs. Its parameter
is guarded by the army and PAF, which are highly competent to thwart any kind of
physical aggression but for the stoppage of suicide and MANPADs there, is no
mechanism to deal with it. It has also been observed that the airport is surrounded by
heavy contingents of troops of different Law Enforcement Agencies (LEA’s) and the
access of terrorists to the airport have been made quite difficult. It is also because the
airport is situated in the cantonment of Peshawar and many units and Brigades are
there for the protection of the national assets in the city. However, presence of airport
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inside the cantonment has made access of the passengers and visitors quite difficult to
the airport but on the other side, it also has maintained a strict security enclave around
the airport and made access of the terrorists to the airport quite difficult. Particularly,
the most dangerous thing from security point of view in case of Peshawar airport is its
funnel area and its protection is the responsibility of the local police. As the flight
takes off, its height is very low and it can be easily targeted all around the Peshawar
airport the troubled areas of Federally Administered Tribal Areas (FATA) is situated
and the Frontier Region (FR) Peshawar where the use of weapons by all age person is
common, so any mishap on that side can be very harmful for the aviation industry.
This has once happened when the aircraft was fired from the field in funnel area and
resultantly, a lady passenger and some crew members were injured but fortunately,
the aircraft landed safely, otherwise if it had crashed hundreds of passengers and crew
members would have been dead.
Keeping in view the present security situation all around the country and the
emerging threats to the aviation industry, the proper security arrangement outside the
parameter and in the funnel, area especially is the need of the hour. The altitude of the
aircraft is very low in the funnel area and in case of BKIA Peshawar the funnel area is
no doubt the most dangerous. Proper security checks and clearance by the Special
Branch police, Intelligence Bureau (IB), Military Intelligence (MI) and local police
may be carried out periodically. The vetting of all the people living in 2 to 3
kilometres in the surrounding of the airport is very important. For security purpose
outside the perimeter and funnel area of the airport regular patrolling by the local
police, army and ASF Quick Response Units must be ensured for the safety of the
Civil Aviation Industry against the act of unlawful interferences and to foil the
notorious objectives of terrorists who want to destroy this industry.
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Due to threats and security situation the airport affects the socio-economic,
political and also the tourism aspects. Tourists avoid this airport and prefer other
airports of the country for travelling, which has bad impacts on the revenue of
archaeological spots of this province because mostly, the foreign tourists use airports
for coming to the historical parts of this region but now the ratio has become to be
very low from this airport. Due to this situation people are worrying while coming to
BKIA Peshawar because of these growing threats in the city and surroundings. The
decreased flow of foreign visitors and tourists through this airport affects the revenue
of this airport. Even the political elite now do not travel from this airport and travel
from Islamabad international airport. In case of emergency or need they travel from
BKIA Peshawar but in normal routine the political and elite class avoids to travel
from this airport because of the difficult approach to this airport and tight security
environment at this airport. Another thing is that due to these waves of terrorisms
most of the foreign airlines suspended operation from this airport. Many of them
resumed their flight after some time for example Flight Suspended due to Aircraft hit
incident at BKIAP Qatar Airways suspended its flights to and from Peshawar, from
26 June 2014 to 2 July 2014. Emirates airline suspended its flight operation to
Peshawar from 25 Jun 2014 to 23 July 2014 and Saudi Airline suspended from 27
June 2014 to 28.8.2014. The Etihad Airways suspended its flights operation to BKIA
Peshawar from 25 June 2014 and did not resume its flights after the aerial firing on
the Pakistan International Airline flight. The Etihad airways has permanently
disbanded its flight operation from Peshawar and even withdrawn it staff working
from the airport. These flights closure and disturbance in the continuity of flight
operation at this airport is not a good omen for the people of this province (I.
Badshah, Personal Communication, January 13, 2015).
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The same happened when the terrorists attack took place in 2012 against this
airport and again due to the attack on the army school in Peshawar in December 2016
so, the up down at the airport are a routine matter which is quite alarming as far as the
future progress and development of the airport is concerned. Such situations of the
closure and opening of the flights at intervals heading to losing the credibility of any
airport and as we know that this airport is already on the terrorists hit list so stringent
and serious efforts on all the fronts are the need of the hour to bring out this airport
from these like situations and head it towards a peaceful and revenue generating entity
for the people of this province. When the airport is secured in all its aspects it will
bring prosperity and economic development to this part of the country and ultimately
the country and when the country is moving forward on the path of progress in
aviation this in turn will contribute in the peace and prosperity of the comity of the
world and ICAO (Badshah, 2015).
Moreover, foreign nationals, high dignitaries and VVIP are regularly using
this facility for movement. The provision of security from a lay man to high officials
and VVIP are the responsibility of state’s designated agencies for security. In Pakistan
the airports security rest with ASF. In Pakistan the rest of the state’s security agencies
forces like army, police, IB, Special Branch and PAF are also liable to provide
security and assistance as per requirement and there are responsibilities are concerned.
All these agencies are responsible to protect airports installations, passengers, visitors
and all those who are connected to airports in one way or other. Different types of
incidents in world aviation’s history lead the countries into establishing security for
these vital installations of airports. The most dangerous of those were the frequent
hijacking incidents. Keeping in views the same spirit, ASF was raised in 1976 as the
custodian of Pakistani airports.
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Structural Changes
In Pakistan aviation security is the basic responsibility of Airport Security
Force (ASF). It is ASF which is practically, adept with the aviation security. Civil
Aviation Authority (CAA) is an authority which main function is to facilitate,
coordinate, develop and enhance the revenue in the aviation industry in Pakistan. The
declaration of CAA as appropriate authority for aviation in Pakistan is not a justified
one. The CAA members are just getting the facility of aviation security training from
different countries and a minimum share is given to ASF, although it should be the
ASF officers/ members to be deputed for different training inside and outside the
country because it is the ASF that has to perform the practical duty of security at the
airports.
ASF is an independent department run by a serving Director General (DG) of
Pakistan army under the supervision of federal government. Such as CAA has its own
DG and separate setup from ASF. Many times, anomalies arise between the two
departments. The National Aviation Security Committee that was established on 20th
July 2005. The composition of the committee is made such that the DG CAA is
supposed to chair it and the Joint Secretary JS (Aviation), JS (Security interior) and
DG ASF will be its members. Furthermore, the composition shows the monopoly of
CAA because sometimes few important and immediate security steps are the need of
the hour and as CAA is revenue generating/ facilitation agency may ignore the
security aspects which may lead to a dilemma. Therefore, the chairman of this
committee may be the Aviation minister/ DG ASF and the rest shall be its members.
Due to all these uncertain situations in the city of Peshawar and the province
of KP overall the political leaders and other dignitaries shifted to the capital of the
country i.e Islamabad so their travelling obviously, will have to take place from
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Islamabad not Peshawar. Although the situation is keep improving but still the
possibility of any uncertain situation in the province of KP and the city of Peshawar
cannot be ruled out because of its previous history. Although police, army and ASF
are vigilant and playing their role quite actively and positively. However, terrorists are
using new tactics again and again even at the risk of their lives to achieve their goal.
In such like situations to keep control on the hidden and uncertain attacks cannot be
ruled out and the security and Law Enforcement Agencies should not be at ease
because of the somehow peaceful environment of the city.
Aviation is the fastest means of travelling in modern world. Any attack against
this industry, directly affect the socio-economic, tourism and security of the aviation
industry (Geels, 2006). Due to the 9/11 incident in America the airline industry has
lost about 1.1 b $ because of the closures of airline services and reduction in number
of people to travel via air (Lin, Liou & Wu, 2007). In response to the 9/11 mostly of
the states have reviewed and enhanced their aviation security. Moreover, after 9/11
the threat perceptions and targeting the aviation industry increased, the present threats
the industry is facing are bomb attacks, MANPADs, suicide attack and physical
attacks. Pakistan’s aviation industry has also been hit by terrorists many times.
Pakistan is a developing country and such like deteriorating security situation can
further destabilize its economy. For a rapid and smooth progress, it needs a peaceful
environment at all ends.
It is concluded that terrorism has a large number of impacts on Pakistan and its
aviation industry. The most vulnerable and targeted province in Pakistan is KP. The
capital of KP is Peshawar, the main hub for business and industry in KP. BKIA
Peshawar is located in the main city of Peshawar, any incident in the city or at the
airport has a direct impact on the people of KP and economy of the aviation industry.
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Due to many incidents of terrorism at this airport, has brought it into the most risky
and vulnerable airport in the country. Especially, during the landing and take-off, of
aircraft the threat of aerial fire or MANPADs cannot be ruled out. Moreover, at that
time one worries to what will happen at that time because of the height of flight over
the FATA and rest of trouble places in the suburb of Peshawar. Flights operation
suspension and stoppage from this airport due terrorists’ activities have manifold
impacts on this airport and aviation industry of Pakistan. The flow of passengers
affects, economy suffers, tourism declines and psychological burden on the people of
region are its major setback.
Around BKIA Peshawar the Civil infrastructure and population exists which is
a security peril for this airport. As far the international rules and regulation there will
be no buildings and houses for general masses surrounding an airport. However, in
case of Peshawar the situation and environment are totally different it’s all around
population and residential complexes are in huge numbers. At the runway sides in few
meters double and trifle stories building exists. On one hand, these are not good for
smooth air traffic process and on the other it is also a security threat for this airport
any one with terrorists’ mind can get access and use these facilities to get their
terrorists objectives. In case of the 2014th attack the terrorists after physical attack
took refuge in the nearby newly construction buildings and engages the security
personnel during the full night hours. It was in the morning time that the security
forces took over the terrorists and killed all of them in those near about vicinity and
under construction building. It is the duty of all the civil and military intelligence
agencies to keep a close watch on the locality surrounding this airport and have to
check the identity of the people living in the near about of the airport. Strict vigilance
should be kept on the houses given on rents and as hostels for living of families and
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students, no unknown and unverified person from local police, Intelligence bureau
and Special Branch should be accommodated. First of all, these building and
infrastructure should not be here around and close to the airport however, if it has
been established then extra care and vigilance be adopted by all quarters. The owners
of these hostels and houses only to entertain those people on rent or hiring either they
know them personally or verified from IB, local Police and Special branch police. It’s
the duty of every citizen of the community to inform the Law Enforcement Agencies
about any suspicious materials or people in the surrounding places and buildings.
It is revealed that the government also has to create awareness in the masses
about the dubious and suspect people and have to issue emergencies contact numbers
for informing security agencies by ensuring the safety and secrecy of the identity of
the informers. Sources should be created among the civil population for informing the
security and intelligence agencies well on time. Quick response units’ deployment and
other emergencies measures are quite necessary in the north and west side of the
BKIA Peshawar because of the sensitivity of that region. The southern and eastern
side of this airport is somehow more secure because of the army cantonment and
Pakistan Air Force setup. Most of the flights takeoff and landing from the eastern side
of the runway because of the security risk in western side. But this is not a permanent
solution to the problem; the planes avoid the Bara and Mathani side for landing and
takeoff, because many rockets attacks have been made from this side and the firing
incident to the PIA flights also took place from the said side. The city of Peshawar has
become quite congested due to non-availability of land space in the surrounding.
Whole burden of population is on the city of Peshawar which surrounds the airport at
all the sides. Stringent measures are needed for the western side of the airport and for
the funnel areas at both side of the airport, to establish check posts and other
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observation posts. Moreover, towers facilitated with effective goggles and snipers to
provide safe environment to the passengers and aircraft for takeoff and landing. This
activity will also increase the deterrence of the Law Enforcement Agencies; will boost
the morale of the passengers and that of the airlines operator approach to this airport.
Because after every attack at the airport people wary to travel for some time.
Other Recommendations
ASF may be declared as the appropriate authority for the security and CAA
may be made responsible for the revenue generation, coordination and facilitation
services at the airports in Pakistan. Keeping in view the security situation in the
region and especially in our country, the security aspect is the jurisdiction of ASF.
Moreover, all the trainings related to security either inside or outside the country
should be the domain of ASF not of CAA. Only, competent members and officers of
ASF should be deputed for the training purpose but not the army officers who are
serving in ASF on deputation basis for a specific period. Unfortunately, the limited
training, courses, visits and mostly important portfolios are availed and occupied
simultaneously, by army personnel in ASF. In all these processes, the likes and
dislikes mostly matter. Therefore, there should be a proper mechanism for different
courses and appointments. Those who fall in the criteria to be deputed on merit and
may preferably be selected for such courses and deputations.
A board of directors may be formed at ASF Head Quarters and units level for
taking any important decision and its implementation. The board may be independent
from any political or bureaucratic pressure and shall be intact for a specific tenure
under specific terms, rules and regulations. A specific structure for the force shall be
developed and rules for its governance should be passed from the parliament. Because
a strong force constitutionally, can prove to be an effective force and thus can give a
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good name to the country. One man show at the HQ level/ unit level may be
converted to a hierarchy for the development, security and smooth function of the
force. Furthermore, such steps will further improve the security because the morale of
the troops will be enhanced which will in turn have good and sound effects on the
security of the aviation in Pakistan. In hierarchical structure, each and every officer
and member may have a clear/ demarcated powers, responsibilities and duties. Good
packages to the force personnel are to be awarded. Moreover, it will boast their
morale, dedication, devotion and attention. Furthermore, good salary packages and
facilitation will improve their capability to combat terrorism effectively, because they
will not involve in those things which may diverge their attention from security. Their
whole attention will be towards the security and any untoward incidents will be
meeting effectively and promptly.
Healthy activities in the force should be encouraged because in the strict
disciplined environment of the force these activities are very important to release the
tension and tiredness. These activities were first time introduced by former DG
General Sohail Ahmad Khan and these activities were having a sound effect on the
health and morale of the ASF. Different games competitions were held among the
different units all over the country and best players and teams were awarded with
incentives. However, after the change of command those activities are not seen to be
continued because here all the things revolve around the decisions of one man. Here it
is important to mention that continuity in plans and projects are the essence of the
development of an organisation or institution. The new DG may not agree to the ideas
of previous DG and may introduce some quite opposite plans than the previous DG.
So, a board of directors under specific rules are very important either the DGs change
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Or not change but the force might to be in some known directions/ certainty that has
to exit at all ends.
Relations with the sister agencies and federal government should be on a
sound basis for that purpose public relations officers may be enrolled and media cell
may be encouraged to keep abreast of all the masses of the country with the
achievement and role of ASF. ASF is playing a key role in protecting this very
important installation against all kinds of threats and terrorism but due to no media
coverage and no public relation officers its role and importance are not conveyed
properly to the general people around the country.
In recent age, the terrorists are using new and disguised ways for deceiving the
law-enforcing agencies. Aviation is one of their priority targets and they can use some
of the technological methods for implementing their nefarious designs. They can
probably use small appliances and personnel electronics for concealing explosives.
Moreover, use of small arms, physical attack and the use of chemical/ gases at the
security personnel in airports cannot be ruled out. Precautionary measures are very
important to cope with these possible threats of the terrorists. Following
recommendations are here
Screening procedure at the airport should be enhanced by using explosive
trace detection, advanced screening technology for luggage, next generation screening
tools such as computed tomography and deployment of canines at check points.
Moreover, increased physical security and background screening of transportation
sector workers is also the cry of the day. Sharing of Advance Passenger Information
(API) and passengers name record among the concerned security and Law
Enforcement Agencies is a very important aspect of ensuring security. Concentration
on cargo and catering material and their advanced scanning may be evolved.
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Furthermore, expansion of information between and among the law enforcement
agencies and intelligence agencies are very important to curb and prevent any such
attack against the aviation industry.
Another important act on part of the government to show the result of
investigation, penalties and punishments to the perpetrators involved in different anti-
state activities either in aviation related or other entities. On one hand, it will increase
the deterrence and on other hand the confidence and morale of the general masses of
the country will also boost. These like stringent and merit base steps against the
perpetrator will also make a good image of our country in the world and the public in
other countries will come to realise the efforts of our country in fight against
terrorism. Moreover, a perpetrator Sajid khan, son of Ibrahim khan was executed on
4th October 2017 in the firing case of Pakistan International Airline in which a lady
died and several other were injured on 24-06-2014. This perpetrator was also involved
in attacking on innocent people and Law Enforcement Agencies’ personnel. In the
trial before the magistrate, the convict admitted his offences and thus was awarded
death sentence. On the same day, the military court executed two more convicts to
death penalties Behramsheer and Fazli.I. Ghaffar. The latter were involved in
attacking on forces and schools (The Dawn, 5 Oct 2017).
Although BKIA Peshawar is an international airport but its covered area is not
sufficient for catering to the needs of too much flights and passengers. The parking
facility, the apron and building capacity in no way portray/ show it as an international
airport. The Daewoo bus stand at Peshawar has more capacity than Peshawar airport
for the seating and waiting of passengers and visitors. This is an old airport in
Pakistan but no concentration on its infrastructure was taken in past to make it capable
for future needs. Presently work for its expansion is in progress but that will only cope
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with the present inflow of passengers and visitors to some extent. This means it will
ease the passengers and visitors to some extent but it cannot cater the needs of the
people of this province in long run. The Khyber Pakhtunkhwa (KP) has only one
international airport that is the BKIA Peshawar. The rest of the airports are domestic
but many of them are being closed having no flight operation. For domestic purpose
only Dera Ismail Khan (D.I. Khan) and Chitral airports are operative.
In this modern age of fast communication and transportation these airports are
in no way sufficient for the needs of the people of this province. The pressure of flow
on BKIA Peshawar is thus increasing day by day even the passengers and visitors
have a lot of difficulty in reaching to this airport but actually they have no alternatives
except this airport. On one hand the pressure of passengers’ flow at this airport and on
the other hand the terrorists’ threats and space deficiency have made the situation
quite difficult for the security and Law Enforcement Agencies at the airport. it has
created a lot of difficulty for the passengers to go through this airport. The people of
this province who are serving in foreign countries are mostly poor class and are
travelling mostly to the Middle Eastern countries for work as a labour there. They
have no sound resources and sufficient knowledge for travelling from other airports of
the country. Because they are typical people and have language, financial and social
restrictions in travelling from any other airport. Some people who are resourceful and
educated can afford to travel from Islamabad and Lahore International airports which
are at a distance of about 2.30 hours and 8 hours respectively from the city of
Peshawar.
It is quite clear that the people of this province have too much difficulty in
travelling to foreign country while moving only from Peshawar international airport.
The population of Peshawar city itself have grown at a fast rate as par as the previous
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two decades. This airport can only cater the need for a few surrounding districts but in
no way, it is an easy task for it to cater the need of the twenty-six districts of this
province. This province is in the dire need for a minimum of two other international
airports except from Peshawar airport and a separate airport for the people Federally
Administered Tribal Areas (F.A.T.A). So, three airports in this region of international
nature are the need of hour for the facilitation of the people of this province and to
tackle the issue of terrorism in a befitting manner. If the burden/ load of the
passengers and visitors are to be divided on the different airports in the region then
the concept and management of security will become easy and applicable. Because in
such a huge inflow at this airport the maintenance of proper security some time
become difficult and alarming. One airport at a distance of about four hours from the
city of Peshawar at the southern end and another at some three to four hours at a
northern end will change the situation here.
The ease of load at this airport will amount to the increase of the security
system at the airport and the space for terrorists’ action will become minimized. When
the flow at this airport will become less the attention of the security and LEA’s will
no doubt to become concentrate on the security of the airport. The expansion of BKIA
Peshawar will no doubt be good on temporarily basis to meet miserable situation at
this airport. However, keeping in views the future needs and thinking realistically this
is not desired objective because in a few years this will also go out of need and the
people will face problems shortly again. Even during this expansion process the
passengers are in quite difficult situation, the parking and building have no space and
no proper arrangement are there to cope with the existing environment to facilitate
these people coming to the airport. During peak hours of flights, the apron of the
airport does not have sufficient place for the parking of the aircrafts so, only four wide
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bodies and one or two small aircraft can be handled at a time. If the number increased
from these five or six then the aircraft has to wait at the runway or taxi way. The same
is the situation at the parking and building side because due to the typical nature of the
people of this province and the tradition of Pashtun nature for a single passenger see
off or receiving minimum three four vehicles and 10 to 20 greeters come. So, due to
this the situation at the road and parking side become more difficult to control.
This situation can be controlled by stringent efforts from government side by
providing facilities and developmental work. A quite comprehensive awareness
campaign on the part of government and Civil Aviation is required to convince the
masses of the province by electronic, print media as well by other advertising manner
to reduce the coming of visitors to the airport. Only in case of extreme emergency a
person or two may accompany a passenger in arriving or departing to the airport. The
government has to plan for the future new airports and extension of the same airport
simultaneously. Moreover, Civil Aviation Authority (CAA) may have to aware the
people with the progressive works at the airport to curtail the extra flow to it but no
such responsibility has been shown by any government or autonomous body for the
smooth functions and the whole burden then come on the shoulders of the security
agencies. If the other sisters’ agencies cooperate with the security agencies in all the
above matters the situation would have been quite changed.
The beggars outside the airport in front of main entry and surrounding areas
are doing their business which is a great security threat for the Bacha Khan
International Airport Peshawar. In the garb of beggars, they may be spy of the outfit
and banned organisations for the purpose of reccy. The area should be declared out of
bound for such elements or other such professionals for the sake of the safety of the
Peshawar airport and cantonment of Peshawar.
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Another important suggestion for making the security of BKIA Peshawar
more result oriented is to stop the standing of taxis and other vehicles in front and
opposite side of the entry and exit gates of the airport. That should be strictly banned
and if anybody is found violating it, heavy fine and legal action may be carried out
against such suspect and violators. A clear view in front and opposite side of the gates
enables the security staff to easily detect any suspicious activity and can as well
readily react to any unlawful acts promptly. Moreover, the standing vehicles may
have some explosives, the explosion of which can lead the situation worst at the
airport because the vehicles outside the wall and opposite side of the road are
unscreened. It also cannot be ruled out that the vehicles may be used for spying
purpose and blasts as Vehicle Borne Improvised Explosive Device (VBIED).
The uses of search beams and laser light in the surrounding of the airport
should be banned. The flying of drone cameras and other suspect materials may
closely be observed and watched for ensuring better security of the airport.
The airport may be shifted from the city of Peshawar to any other suitable
place. This airport is a joint user of CAA, PAF and army so this may be given to PAF
and army for their strategic motives or may be used for as old terminal for VIP/ VVIP
and domestic purposes. A new airport may be designed in or near Peshawar because
another international airport is very necessary in this province. Another new airport in
addition to this one is the need of the hour, all elites and political leaders of KP may
take a keen interest for the approval of a new airport in the province from the federal
government.
Access to the airport is very difficult because of the manual checking on the
routes leading to the airport. Therefore, separate route/ road may be designed to
facilitate the people using this airport; electronic modern equipment may be installed
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for the speedy security process to avoid delay and harassment. Latest weapon may be
provided to the security at and around the airport. They may be provided with the
latest communication system and close liaison internally in ASF and also with other
assisting agencies like army, police and PAF etc.
Double gate entry system at the main entry of airport, one for passenger and
other for the staff working at the airport may be introduced. This will give a clear
demarcation between the two hence will facilitate the security staff on duty to
thoroughly and brilliantly take their security measures.
Presently, facilitation level is below the average and quite deplorable, on one
side there is a tight security and on other side no proper facility for parking, seating,
see off, receiving, etc have further aggravated the situation for passengers, visitors
and staff. Regular refresher training, exercises and rehearsals for troops serving
airports should be made mandatory.
Increasing the strength of ASF for better results is yet another important point
to note. The DG and Deputy DG ASF are designated and allocated posts in ASF may
be retained for them but the rest of seats or quota reserved for the deputation of other
army officer may be waived for the better future of this force and morale of the
troops.
Cyber terrorism is very dangerous phenomenon for the aviation industry. The enemy
can harm the aviation industry by using the modern technology. It has a vast scope for
future researcher relating to aviation industry. Future researcher may concentrate on
the cyber terrorism and its remedies for safeguarding this industry from the eminent
threat of cyber terrorism.
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Annexure – A
PASSENGERS QUASTIONAIRE
1) Name ___________________________________________________2) Gender/Sex ___________________________________________________3) Age ___________________________________________________4) Nationality ___________________________________________________5) District ___________________________________________________6) Marital status ___________________________________________________7) Education ___________________________________________________8) Final destination ___________________________________________________
Q1 I frequently use BKIA to fly to local destinations / domestic flights
Yes, Regularly and preferably
No Only in cases of extreme need
Q1A If travel cost of accessing other airport permitted, would you still use BIKA for local destinations
Yes, Regularly and preferably
No Not sure
Q2 I frequently use BKIA to fly to international destinations Yes, Regularly a and preferably
No Only in cases of extreme need
Q3 My frequency to use BKIA to local destinations has changed since the recent security incidents
Yes No To some extent
Q4 My frequency to use BKIA to international destinations has changed since the recent security incidents
Yes No To some extent
Q5 The government has put adequate security measures at BKIA Peshawar in order to respond to acts of terrorism and security?
Yes No To some extent
Q6 The threat of militancy and terrorism at BKIA has increased since 9/11
Yes No Not change/ to some extent
Q7 Are you satisfied with the existing security arrangements at BKIA Peshawar for a safe journey?
Yes No To some extent
Q8 The security arrangements at the airport have affected ease of passengers and their relatives?
Yes No To some extent
294
Q9 The security arrangements at the airport have increased psychological burden for people visiting the airport
Yes No To some extent
Q10 Has your preference to use BKIA changed after recent terror incidents?
Yes No Q10-a
To some extent
Q10-a If, not changed, then please specify the reason Proximity to my home We are afraid of terrorism and will definitely use this airport
Other
Q11 How has the international airline ticket price changed overtime due to increased threat of militancy and terrorism
Yes No To some extent
Q12 The security of the BKIA has improved after the recent attacks
Yes No To some extent
Q13 Has suspension of airlines affected you in terms of cost/time?
Yes No To some extent
Q14 Do you think the factors mentioned above have curtailed the flow of visitors and passengers?
Yes No -
Q15 Have you ever been harassed or have face any difficulties due to the security checking while reaching BKIA Peshawar?
Yes No -
Q16 The security arrangements at the airport curtailed the flow of visitors and passengers?
Yes No --
Q17 Are the existing security arrangements at the airport are necessary for better security
Yes No --
Q18 Has terrorism affected the comfort of the departing/arriving passengers?
Yes No --
Q19 Has the government provided adequate security materials for the security of the airport BKIA?
Yes No --
295
ANNEXURE – B
STAFF__________________ QUASTIONAIRE
1) Name :______________________________________2) Age :______________________________________3) Marital status :______________________________________4) Agency :______________________________________5) Nationality :______________________________________6) Rank / designation :__________________________________
I work at the airport with ASF CAA Customs OPF Airline(name) FIA/Immigration ANF Police Other
Q1 Has terrorist attacks on BKIAP affected airlines routine business
Yes No To some extent
Q2 Do you think that air cargo and trade has suffered due to the security situation?
Yes No To some extent
Q3 Do you think the terrorist attacks have reduced the number of local visitors/ passengers?
Yes No To some extent
Q4 Do you think the terrorist attacks have reduced the number of foreign visitors/ passengers?
Yes No To some extent
Q5 Do you feel that the security measures have improved at BKIAP after these attacks?
Yes No To some extent
Q6 Do you feel that the security situation has improved after these measures were taken?
Yes No To some extent
Q7 Are you feeling safe with the existing security arrangements at BKIAP?
Yes No To some extent
Q8 Do you think that the entrance to the airport has become difficult for the agencies working inside the airport?
Q9 Do you think that the data collected in this regard will be helpful for aviation industry and for the awareness
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of people?Q10 How protected do you feel at the airport as compared
to the events before these attacks?More secure Less secure No change
Q11 What do you think about the objectives of terrorists attacking BKIA?
1 Hijacking 2 Killing of ordinary people 3 Killing of security staff4 Taking people hostage 5 Destroying sensitive installations 6 All of the above
Q12 Is the BKIA prepared to respond to the threats indicated above?
Yes No Don’t know
Q13 What steps can be taken to achieve a better response to the threats you mentioned
1 A2 B3 C4 D
Q14 Do you think the terrorist threats have reduced flow of passengers/ visitors to BKIA in comparison to the past?
Yes No To some extent
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