The United States Office of Management and Budget has recommended the use of cost-benefit assessment for all proposed federal regulations. Since 9/11 government agencies in Australia, United States, Canada, Europe and elsewhere have devoted much effort and expenditure to attempt to ensure that a 9/11 type attack involving hijacked aircraft is not repeated. This effort has come at considerable cost, running in excess of US$6 billion per year for the United States Transportation Security Administration (TSA) alone. In particular, significant expenditure has been dedicated to two aviation security measures aimed at preventing terrorists from hijacking and crashing an aircraft into buildings and other infrastructure: (i) Hardened cockpit doors and (ii) Federal Air Marshal Service. These two security measures cost the United States government and the airlines nearly $1 billion per year. This paper seeks to discover whether aviation security measures are cost-effective by considering their effectiveness, their cost and expected lives saved as a result of such expenditure. An assessment of the Federal Air Marshal Service suggests that the annual cost is $180 million per life saved. This is greatly in excess of the regulatory safety goal of $1-$10 million per life saved. As such, the air marshal program would seem to fail a cost-benefit analysis. In addition, the opportunity cost of these expenditures is considerable, and it is highly likely that far more lives would have been saved if the money had been invested instead in a wide range of more cost-effective risk mitigation programs. On the other hand, hardening of cockpit doors has an annual cost of only $800,000 per life saved, showing that this is a cost-effective security measure.

Hardening cockpit doors has the highest risk reduction (16.67%) at lowest additional cost of $40 million. On the other hand, the Federal Air Marshal Service costs $900 million pa but reduces risk by only 1.67%. The Federal Air Marshal Service may be more cost-effective if it is able to show extra benefit over the cheaper measure of hardening cockpit doors. However, the Federal Air Marshal Service seems to have significantly less benefit which means that hardening cockpit doors is the more cost-effective measure.

From DailyLocal dot com:

Borough police arrested a 15-year-old Downingtown West High School freshman on May 21 and charged him with theft by unlawful taking or disposition, computer theft, unlawful duplication and computer trespass.

District administrators learned about the intrusion on May 9, when a student told Downingtown West’s principal that another student might have personal information, Griffin said. But 71 school employees did not learn their 2005 W-2 forms were copied until May 16, and Griffin said this was because district officials had to first perform “due diligence.”

According to police, the data files contained more than 41,000 adult taxpayers’ names and personal information, including Social Security numbers, and more than 15,000 students’ names and personal information. The school district sent out letters to 16,595 residences about the incident.

Eldredge said he received the school district’s letter but believes it’s a dead issue.

“For me, I’m comfortable that nothing was done with the information,” Eldredge said.

But, not everyone felt the same.

“I have a tremendous objection to anyone but the county having this information,” West Bradford resident Susan Singer said. And if there are instances of identity theft, “I will be more than outraged,” she said.

ID theft can scare the best of us at the worst of times.

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Hovering somewhere overhead, a tiny robot points its camera at the van and takes note of its color scheme and markings. An even bigger drone, thousands of feet above its hovering kin, maintains a God’s-eye vigil on the whole hunt.

Everything these robots see is radioed to monitors thousands of miles away -- and into the targeting systems of a B-52 bomber winging, silent and nearly invisible, several miles overhead.

This scenario, played out at a remote Nevada facility last week, was the first major test of the Army’s $160-billion, 20-year plan to build a high-tech family of networked robots and hybrid-electric armored vehicles. The “Future Combat Systems” program, co-managed by Boeing and consultants SAIC, aims to equip roughly a third of the Army with 14 new vehicle types that are connected constantly to a vast communications net.

The theory behind the FCS is that dispersed, intelligent robotic systems plugged into a universal communications network can help small numbers of U.S. troops riding in new vehicles to control huge swaths of terrain. Any ship, airplane or tank fitted with the FCS network devices will be able to see everything the others see.

The SkyNet-like network and dynamic coordination “is the most important thing,” Brigadier General James Terry says.

This is “a big deal for joint fires,” Army spokesman Paul Mehney told Wired.com.

“Joint fires” is mil-speak for getting all the military services to share info and coordinate their attacks. That kind of teamwork is a big factor in the U.S. military’s combat prowess. And if FCS works out as planned, the five U.S. military branches will team up better than ever.

Did the test work? Kinda.

The robots spotted the van; their targeting data bounced to a nearby unit of specially-equipped Humvees, then across the network to an Air Force intelligence cell in Langley, Virginia, then back to the B-52 -- all in just seconds. The bomber simulated dropping a guided bomb to “destroy” the van.

The Nevada test proved it was possible, according to Mehney.

But one critic says the test essentially was rigged -- that the conditions were too easy.

“There is ‘works’ and then there is ‘works,’” John Pike, an analyst with Globalsecurity,org, told Wired.com.

“A considerable fraction of the FCS network hardware does not currently exist,” Pike said. And the integration of that hardware that does exist has been touch-and-go.

In February, when testers “flipped the switch” for the first time on the network radios, there was a collective sigh of relief that the radios even worked -- this according to one FCS insider who spoke on background.

Last week’s desert test comes at a critical time for Future Combat Systems. Mounting criticism from the GAO plus the growing cost of fixing and upgrading the Army’s current war-weary vehicle fleet -- $120 billion over 10 years, according to the GAO -– has put the squeeze on the futuristic program. “It is not yet clear if or when the Army and [its contractors] can develop, build, and demonstrate the … network,” the Government Accountability Office reported in March.

One powerful congressman, nominally a supporter of FCS, has proposed injecting extra money into the program in order to rescue some of its technologies before canceling the rest.

Rep. John Murtha (D-PA), chair of the defense appropriations subcommittee, promised an extra $20 billion this year for FCS, provided the Army could use the money to wrap up the program quickly. “We need to accelerate FCS if we ever want to see anything accomplished,” Matt Mazonkey, a Murtha staffer, told Wired.com.

The Army is still preparing its response to Murtha’s query, Mehney said. Regardless, the service’s position on FCS has never wavered. The Army says that FCS is on-budget, on-schedule, and with continued funding will deliver on its promises to connect the ground service to itself and to all the other military branches.

And to ensure smooth progress despite a combined $900 million budget cut last year, the Army this month asked Congress to “re-appropriate” $250 million of other Army funds into FCS coffers.