A presidential veto could block authorization of a new bag-screening system that would save time, space, and staff at U.S. airports.
Congress has already authorized $7 billion for the new in-line system, which speeds luggage past bomb detectors much the way General Motors cars move down auto assembly lines in Detroit. The only difference is that the 21st century version of the assembly line is untouched by human hands unless alarm bells sound.
Baggage goes directly from check-in to airplane cargo holds without passing GO or collecting $200.
At Tampa International, which spent $124 million for the new system three years ago, the new machines occupy 25 per cent less space than the old stand-alone scanning device.
Even after the volume of checked luggage increased last August after bans on liquids in carry-ons, Tampa did not experience the delays that occurred elsewhere.
Although the new luggage-screening system is projected as a major boon to airports, airlines, and passengers, President Bush has promised to nix the measure if it allows screeners employed by the Transportation Security Administration (TSA) to unionize.
Congress could keep the measures alive by moving them into other pending legislation.
Deployment of the state-of-the-art luggage screening system would not only create more room in terminals but would displace equipment that often operates so slowly that flights or luggage are delayed. It would also eliminate the use of bomb-sniffing dogs who tire easily or screeners forced to perform time-consuming hand searches.
Without the new machines, the TSA says airports might need to add more of the existing machines and to hire additional screening personnel. Both measures would be inefficient and costly, critics say.
Current plans call for new bag-screening equipment to be in place at all major airports by 2024, a timetable that fits with the administration's 2008 plan to place it in 10 airports. Industry officials say that's not enough -- and Congress agreed.
The $7 billion cost would come primarily from the federal government, through tax credits, while the remaining 25 per cent would be paid by host airports.
