KR20250160915A - Security, tracking devices, data collection, baggage source message generation with security information, and more. - Google Patents

Abstract

The disclosed systems may include a processor; and a non-transitory, tangible memory storing instructions thereon. The processor may be configured to execute instructions to generate a baggage information message including International Air Transport Association (IATA) bag tag data including an IATA plate number uniquely identifying a checked baggage item and a pseudo-ID identifying a checked baggage item of a passenger to be screened by a security screening imaging machine. The processor may be configured to execute at least one instruction to match an IATA plate number in the baggage information message to an IATA plate number in a list to extract a pseudo-ID from the baggage information message; retrieve a security screening image using at least one of the extracted pseudo-ID or the IATA plate number; and provide the security screening image to a security screening workstation.

Description

Security, tracking devices, data collection, baggage source message generation with security information, and more.

<Cross-reference to related applications>

This application claims the benefit of priority from U.S. Provisional Patent Application No. 63/543,667, filed October 11, 2023, entitled "System and Method for Creating a Luggage Manifest." This application is also a continuation-in-part of, and claims the benefit of priority from, U.S. Patent Application Nos. 18/514,015, 18/514,195, 18/514,295, 18/514,369, 18/514,826, 18/514,877, 18/514,914, 18/514,924, 18/514,937, 18/515,004, and 18/515,060, all filed November 20, 2023. Each of the above-mentioned U.S. patent application serial numbers claims the benefit of priority from U.S. Provisional Patent Application No. 63/543,667, filed October 11, 2023, and is a continuation-in-part of U.S. patent application Ser. No. 18/197,840, filed May 16, 2023, and Ser. No. 18/337,288, filed June 19, 2023. The disclosures of each of the above-mentioned applications are hereby incorporated by reference in their entirety.

This application is also a continuation-in-part of, and claims the benefit of priority from, U.S. patent application Ser. No. 18/197,840, filed May 16, 2023, entitled "Multi-Modal Transportation Baggage Screening and Image Sharing System." This application is also a continuation-in-part of U.S. patent application Ser. No. 18/337,288, filed June 19, 2023, entitled "Method and System for Baggage Check-in," which is a continuation-in-part of U.S. patent application Ser. No. 18/332,377, filed June 9, 2023, entitled "Digital Recreation of Original Bag Tag Identifier," which is a continuation-in-part of U.S. patent application Ser. No. 18/201,908, filed May 25, 2023, entitled "Return Leg Remote Passenger Check-In from Bag Tag Identifiers," now issued as U.S. Patent No. 11,881,057, filed January 23, 2004, entitled "Multi-Leg Travel Baggage Tracking," which is a continuation-in-part of U.S. patent application Ser. No. 18/201,908, filed May 25, 2023, entitled "Multi-Leg Travel Baggage Tracking," which is a continuation-in-part of U.S. patent application Ser. No. 18/201,908, filed May 3 ...25, 2023, entitled "Return Leg Remote Passenger Check-In from Bag Tag Identifiers," which is a continuation-in-part of U.S. patent application Ser. No. 18/201,908 This application claims the benefit of priority of U.S. patent application Ser. No. 18/311,566, filed February 1, 2023, and now issued as U.S. patent No. 11,682,241, filed June 20, 2023, entitled "Return Leg Remote Passenger Check-In." For the avoidance of doubt and without limiting the generality of the foregoing, application Ser. No. 18/311,566 is a continuation-in-part of U.S. patent application Ser. No. 18/104,359. The disclosures of each of the aforementioned applications are hereby incorporated by reference in their entirety.

background

1. Field

This disclosure relates generally to asset management. Specifically, it relates to systems and methods for extracting otherwise discarded data and repurposing it to reduce data entry.

2. Description of related technologies

Travel operators typically offer passengers the ability to check in their own baggage, packed with their personal items, regardless of whether or not there is a baggage fee. Baggage is often weighed to determine if additional baggage fees apply. Baggage is then tagged by the airline with printed baggage tags. Each travel operator may have its own format for printing baggage tags at its counter. This process consumes human resources from staff working behind the counter to complete passenger check-in, printing boarding passes, baggage handling, and printing and attaching baggage tags. Airline travel operators have also invested in kiosk machines that allow passengers to print their own baggage tags, freeing up counter staff time. This allows passengers to print and attach printed baggage tags without using counter staff resources.

According to the Federal Aviation Administration, the average daily passenger count in fiscal year 2021 was approximately 1.6 million. In fiscal year 2019, the average daily passenger count was approximately 2.9 million. Some of these passengers are traveling on the return leg of their journey. Additionally, some of these passengers are returning from cruise ships or large resorts.

There have been numerous attempts to reduce the cost of baggage handling, particularly from large accommodation providers, and check-in for travelers' departure and return flights. To simplify baggage handling during transit, passengers are offered the option to select services from third-party vendors to pick up passengers and/or their baggage and transport it to the airport when needed. Baggage can be picked up from any location, such as a home, office, or hotel, without the passenger's presence, and/or delivered to any location identified by the passenger.

Another approach to baggage handling involves the reuse of staff from accommodations, such as hotels. One of the biggest drawbacks of reusing staff is that these staff are not available for other tasks that might otherwise arise while passengers continue to enjoy the accommodations' amenities. Recently, due to COVID-19, hiring more staff has become a challenge. Furthermore, staffing costs have increased. In some places, such as cruise ships, additional staff handling additional tasks is not only cost-effective, but also reduces cruise line revenue by dealing with passengers who pay for the staff. The ability to print bag tags and boarding passes takes up space on the cruise line that could otherwise be used for passenger accommodations or additional revenue opportunities.

Some baggage handling services issue valet receipts or tags that are placed on the baggage. This process still requires the baggage to receive a printed IATA bag tag with a bag tag identifier to replace the valet receipt or tag. This process can be prohibitively expensive for competing accommodation companies competing for clients. Typically, baggage handling services require passengers to order services using a website or mobile application, enter various passenger information, which can be inaccurate, and pay a fee. Passengers can check in remotely for their flights by providing all necessary flight information for their itinerary in advance using a website or mobile application. While this process appears convenient, data entry errors are possible, and this, coupled with the additional costs of baggage handling and temporary valet tickets, can be very costly. After the passenger arrives at their destination, the bag tag is often removed and discarded to make room for a bag tag on their return leg of the journey.

The average ocean-going cruise ship has a capacity of approximately 3,000 passengers. Some larger cruise ships have a capacity of 5,400 passengers. Each passenger returning home using an airline travel agent must be checked in for their return flight. Cruise ship staff will handle the number of checked bags, as well as the pre-check-in process for the return flight and/or check-in. However, this process consumes precious, limited human resources available onboard the cruise ship for disembarkation. Systems and processes are needed to address these challenges that are cost-effective, time-efficient, and easy for any passenger to use.

The disclosed methods may include, by at least one processor, tracking a tracking device associated with a baggage item of a passenger during a travel itinerary; and, by at least one of the at least one processor, loading security screening information into a memory of the tracking device after the baggage item has been screened by a first baggage screening requirement while traveling using a first travel mode. The method may include, by at least one of the at least one processor, generating a baggage information message including the security screening information to a network interface of a computing system associated with a security screening workstation, thereby screening the baggage item for a security threat level requiring a second screening requirement that is equal to or less than the first baggage screening requirement, thereby either (a) bypassing rescreening of the baggage item under the second baggage screening requirement to transition travel from the first travel mode to the second travel mode; or (b) terminating travel in the first travel mode and releasing the baggage item.

In various methods, the security screening information includes a pseudo-ID associated with the screening of the baggage item by a security screening photograph screening that operates to perform the first screening requirement; the method further includes the step of loading the pseudo-ID into a memory of the tracking device by at least one of the at least one processor, wherein the baggage information message is compatible with International Air Transport Association B-Type messages.

In various methods, the baggage information message further includes at least one of a passenger name record (PNR) number and an International Air Transport Association license plate number. The disclosed methods may further include the step of loading the baggage information message into the memory of the tracking device by at least one of the at least one processor.

In various methods, the security screening information further includes a list of contents identified by a machine learning algorithm for the first baggage screening requirement. The disclosed methods may further include loading the contents list or the contents list identifier into the memory of the tracking device to access the contents list from a contents list database, by at least one of the at least one processor.

In various methods, the security screening information additionally includes information expressing the first baggage screening requirements.

The disclosed methods may further include the steps of capturing an image of a baggage item by a photographing device, and loading the image of the baggage item into a memory of the tracking device by at least one of the at least one processor. In various methods, the baggage information message further includes an image of the baggage item.

The disclosed methods may further comprise the step of loading personally identifiable information into a memory of the tracking device, by at least one of the at least one processor.

In various methods, personally identifiable information includes at least one of the passenger's date of birth, the passenger's social security number, driver's license number, or government-issued identification number.

In various ways, the second mode of travel is either a cruise ship, train, bus, ship, transport or accommodation.

In various ways, first-stage baggage screening requirements require an explosive detection system (EDS) that is either Transportation Security Administration certified or meets the EU/ECAC (European Union/European Civil Aviation Conference) EDS standard.

The disclosed methods may further include the steps of: determining, by the tracking device, location information representing a geographic location of the tracking device; and communicating, by the tracking device, the location information to at least one processor.

The disclosed methods may further include loading baggage source message (BSM) information into a memory of the tracking device by at least one of the at least one processor.

In various ways, BSM information may include passenger name record (PNR) numbers; and International Air Transport Association (IATA) license plate numbers.

The disclosed methods may further include the step of communicating, by the tracking device, at least one of a PNR number, an IATA license plate number, or security screening information to an electronic device, wherein the electronic device is configured to perform a travel function associated with the baggage item.

In various methods, the tracking device can be configured to communicate using one of a WIFI communication protocol, a BLUETOOTH communication protocol, a cellular communication protocol, a long-range radio frequency communication protocol, a short-range communication protocol, a near-field communication protocol, and a Global System for Mobile Communications. The disclosed methods can further include a step of communicating, by the tracking device, current geolocation information to at least one processor associated with tracking the tracking device.

The present disclosure describes a system, comprising: at least one processor; and at least one non-transitory, tangible memory communicatively connected to the at least one processor, the at least one memory storing at least one instruction. In various system embodiments, the at least one processor is configured to execute at least one instruction to: track a tracking device associated with a passenger's baggage item during a travel itinerary; load security screening information into the memory of the tracking device after the baggage item has been screened by a first baggage screening requirement while traveling using a first travel mode; and generate a baggage information message, the baggage information message comprising the security screening information to a network interface of a computing system associated with a security screening workstation, to screen the baggage item for a security threat level that requires a second screening requirement that is equal to or lower than the first baggage screening requirement, thereby bypassing rescreening of the baggage item under the second baggage screening requirement to transition travel from the first travel mode to the second travel mode; or terminate travel in the first travel mode and release the baggage item.

In various system embodiments, the security screening information includes a pseudo-ID associated with the screening of a baggage item by a security screening camera that operates to perform the first screening requirement. In various system embodiments, at least one processor is further configured to execute at least one instruction to load the pseudo-ID into the memory of the tracking device, and the baggage information message is compatible with an International Air Transport Association B-Type message.

In various system embodiments, the baggage information message further includes at least one of a passenger name record (PNR) number and an International Air Transport Association license plate number; and the at least one processor is further configured to execute at least one instruction to load the baggage information message into a memory of the tracking device.

In various system embodiments, the security screening information further comprises a contents list identified by a machine learning algorithm of the first baggage screening requirements; and the at least one processor is further configured to execute at least one instruction to load the contents list or the contents list identifier into the memory of the tracking device to access the contents list from the contents list database.

In various system embodiments, the security screening information further includes information representing first baggage screening requirements.

In various system embodiments, at least one processor is further configured to execute at least one instruction to load a baggage item image into a memory of the tracking device, wherein the baggage information message further includes the baggage item image.

In various system embodiments, at least one processor is further configured to execute at least one instruction to load personally identifiable information into a memory of the tracking device.

In various system embodiments, the personally identifiable information includes at least one of the passenger's date of birth, the passenger's social security number, driver's license number, or government-issued identification number.

In various system embodiments, the second travel mode is one of a cruise ship, a train, a bus, a ship, a transport aircraft, or a lodging facility.

In various system embodiments, the first baggage screening requirement requires an explosive detection system (EDS) that is either a Transportation Security Administration certified EDS or an EU/ECAC (European Union/European Civil Aviation Conference) EDS standard.

In various system embodiments, the tracking device is configured to determine location information representing a geographic location of the tracking device; and the tracking device is configured to communicate the location information to at least one processor.

In various system embodiments, at least one processor is further configured to execute at least one instruction to load baggage source message (BSM) information into a memory of the tracking device.

In various system embodiments, the BSM information includes a passenger name record (PNR) number; and an International Air Transport Association (IATA) license plate number.

In various system embodiments, the tracking device is configured to communicate at least one of a PNR number, an IATA license plate number, or security screening information to an electronic device, wherein the electronic device is configured to perform a travel function associated with the baggage item.

In various system embodiments, the tracking device is configured to communicate using one of a WIFI communication protocol, a BLUETOOTH communication protocol, a cellular communication protocol, a long-range radio frequency communication protocol, a short-range communication protocol, a near-field communication protocol, and a Global System for Mobile Communications; and the tracking device is configured to communicate current geolocation information to at least one processor associated with tracking the tracking device.

The disclosed methods may include the steps of: obtaining, by at least one of the at least one processor, a first baggage information message associated with the arrival of a checked baggage item of a passenger on a list, the first baggage information message including an International Air Transport Association (IATA) license plate number and a passenger name record (PNR) number of the checked baggage item on the transport aircraft; and extracting, by at least one of the at least one processor, the IATA license plate number and the PNR number from the first baggage information message. The disclosed methods may further include: searching, by at least one of the at least one processor, using the extracted PNR number, in a PNR database in communication with a computer system associated with the transport aircraft, for personally identifiable information; and obtaining, by at least one of the at least one processor, a second baggage information message generated by a baggage handling system, the second baggage information message including a primary identifier (ID) linking the IATA license plate number and a security screening image (SSI) of the checked baggage item.

In various ways, the second baggage information message is the IATA BPM (baggage processing message).

In various ways, personally identifiable information includes the passenger's date of birth.

In various ways, personally identifiable information may include a passenger's social security number, driver's license number, or government-issued identification number.

The disclosed methods may further include, by at least one of the at least one processor, matching an IATA license plate number of a second baggage information message with an extracted IATA license plate number; in response to matching the extracted IATA license plate number, by at least one of the at least one processor, obtaining a primary identifier (ID) from the second baggage information message; and, by at least one of the at least one processor, obtaining an SSI of a baggage item from a memory based on the primary ID associated with the SSI. The disclosed methods may further include, by at least one of the at least one processor, assembling at least one communication packet comprising at least one of the SSI and the IATA license plate number; and, by at least one of the at least one processor, generating a marker comprising the IATA license plate number and personally identifiable information.

In various methods, the step of generating a marker including an IATA license plate number and personally identifiable information by at least one of the at least one processor comprises causing a printing device to print the marker to include the IATA license plate number and personally identifiable information.

In various methods, personally identifiable information includes the passenger's date of birth, which is printed on the marker using steganography.

In various methods, personally identifiable information includes the passenger's date of birth, which is printed on the marker using an encrypted quick-response (QR) code.

In various methods, personally identifiable information includes the passenger's date of birth, which is printed on the marker using ink that is invisible to the naked eye.

In various methods, the first baggage information message is either a termination or a transition BSM (baggage source message). The disclosed methods may further include, prior to receiving, the step of sorting a plurality of BSMs based on a baggage source indicator indicating that the BSM is a termination BSM or a transition BSM.

The various disclosed systems may include at least one processor; and at least one non-transitory, tangible memory communicatively connected to the at least one processor, the at least one memory storing at least one instruction. In the various disclosed systems, the at least one processor may be configured to execute at least one instruction to obtain a first baggage information message associated with the arrival of a checked baggage item of a passenger on a list, the first baggage information message including an International Air Transport Association (IATA) license plate number and a passenger name record (PNR) number of the baggage item on the transport aircraft; and extract the IATA license plate number and the passenger name record (PNR) number from the first baggage information message. Additionally, the at least one processor may be configured to execute at least one instruction to retrieve personally identifiable data from a PNR database in communication with a computer system associated with the transport aircraft using the extracted PNR number, by at least one of the at least one processors; Obtain a second baggage information message generated by the baggage handling system containing the IATA plate number and a primary identifier (ID) linking to the security screening image (SSI) of the checked baggage item.

In various disclosed systems, the second baggage information message is the IATA baggage processing message (BPM).

In various disclosed systems, personally identifiable data may include a passenger's date of birth.

In various disclosed systems, personally identifiable data may include a passenger's social security number, driver's license number, or government-issued identification number.

In various disclosed systems, at least one processor is configured to execute at least one instruction to match an IATA license plate number of a second baggage information message with an extracted IATA license plate number; in response to matching the extracted IATA license plate number, obtain a primary identifier (ID) from the second baggage information message; and, based on the primary identifier (ID) associated with the SSI, obtain an SSI of the baggage item from a memory. In various disclosed systems, at least one processor is further configured to assemble at least one communication packet comprising at least one of the SSI and the IATA license plate number; and generate a marker comprising the IATA license plate number and personally identifiable information.

In various disclosed systems, at least one processor is configured to execute at least one instruction when configured to generate a marker, causing a printing device to print the marker to include an IATA license plate number and personally identifiable information.

In various disclosed systems, personally identifiable information includes the passenger's date of birth, which is printed on the marker using steganography.

In various disclosed systems, personally identifiable information includes the passenger's date of birth, which is printed on the marker using an encrypted quick-response (QR) code.

In various disclosed systems, personally identifiable information includes the passenger's date of birth, which is printed on the marker using ink invisible to the naked eye.

In various disclosed systems, the first baggage information message is either a termination or a transition BSM (baggage source message); and at least one processor is configured to execute at least one instruction to, prior to receiving, sort a plurality of BSMs based on a baggage source indicator indicating that the BSM is a termination BSM or a transition BSM.

Various non-transitory computer-readable medium embodiments are disclosed. According to an exemplary embodiment, a non-transitory computer-readable medium having stored thereon instructions that, when executed by at least one processor, cause the at least one processor to perform a method is disclosed. The method, executed by the at least one processor, may include: receiving, by at least one of the at least one processor, a first baggage information message associated with the arrival of a checked baggage item of a passenger on a list, the first baggage information message including an International Air Transport Association (IATA) license plate number and a passenger name record (PNR) number of the baggage item on a transport aircraft; and extracting, by at least one of the at least one processor, the IATA license plate number and the passenger name record (PNR) number from the first baggage information message. The method, executed by the at least one processor, may further include: retrieving, by at least one of the at least one processor, personally identifiable information from a PNR database in communication with a computer system associated with the transport aircraft using the extracted PNR number; And, the method may include obtaining a second baggage information message generated by the baggage handling system, the second baggage information message including a primary identifier (ID) linking to an IATA license plate number and a security screening image (SSI) of the checked baggage item, by at least one of the at least one processors.

In various non-transitory computer-readable medium embodiments, the second baggage information message is an IATA baggage processing message (BPM).

In various non-transitory computer-readable medium embodiments, the personally identifiable information may include the passenger's date of birth.

In various non-transitory computer-readable medium embodiments, the personally identifiable information may include the passenger's social security number, driver's license number, or government-issued identification number.

In various non-transitory computer-readable medium embodiments, the processor-implemented method may further include: matching, by at least one of the at least one processor, an IATA plate number of a second baggage information message with an extracted IATA plate number; and, in response to matching, by at least one of the at least one processor, obtaining a primary ID from the second baggage information message. In various non-transitory computer-readable medium embodiments, the processor-implemented method may further include: obtaining, by at least one of the at least one processor, from a memory an SSI of a baggage item based on the primary ID associated with the SSI; assembling, by at least one of the at least one processor, at least one communication packet comprising at least one of the SSI and the IATA plate number; and generating, by at least one of the at least one processor, a marker comprising the IATA plate number and personally identifiable information.

In various non-transitory computer-readable medium embodiments, the step of generating a marker including an IATA license plate number and personally identifiable information, by at least one of the at least one processor, comprises causing a printing device to print the marker to include the IATA license plate number and the personally identifiable data.

In various non-transitory computer-readable medium embodiments, the first baggage information message is either a termination or a transition BSM (baggage source message). In various non-transitory computer-readable medium embodiments, the method implemented by the processor may further include, prior to receiving, sorting a plurality of BSMs based on a baggage source indicator indicating that the BSM is a termination BSM or a transition BSM.

The disclosed methods may include, by at least one processor, matching first travel information, including a passenger name and an International Air Transport Association (IATA) license plate number, for a baggage item of a passenger in a flight manifest with second travel information from a generated B-Type message, including a reference indicator representing a non-routine shipped baggage item; and, by at least one of the at least one processor, generating an irregular baggage item manifest record for the non-routine shipped baggage item associated with the flight manifest. Various disclosed methods may further include, by at least one of the at least one processor, retrieving third travel information for the non-routine shipped baggage item generated by a baggage handling system either before or after the generated B-Type message; and, by at least one of the at least one processor, locating the non-routine shipped baggage item.

The various disclosed methods may further include the step of generating, by at least one of the at least one processor, delivery instructions to resend the located baggage item based on passenger reservation information from the list for the next travel mode to meet the passenger.

In various disclosed methods, a B-Type message represents one of a baggage not seen message (BNS); a baggage processing message (BPM); a baggage transfer message (BTM); and a baggage source message (BSM) from an airline.

The various disclosed methods may further include: training a model, by at least one of the at least one processor, with reference indicators of non-routine dispatched baggage items associated with one or more B-Type messages; and inputting data into the model, by at least one of the at least one processor, representing generating information about a routine dispatch. The various disclosed methods may further include: inputting into the model, by at least one of the at least one processor, data from one or more current B-Type messages relating to the transportation of baggage items having an IATA license plate number; and training, by at least one of the at least one processor, the model with each baggage handling system that handles the baggage items. In the various disclosed methods, the model uses machine learning algorithms to detect that a baggage item is a non-routine dispatched baggage item where the difference between the current dispatch and the routine dispatch is greater than a threshold.

The various disclosed methods may further include, prior to matching, receiving, by at least one of the at least one processors, an outbound BSM to determine a routine dispatch for the baggage item based on the outbound reference indicators.

The various disclosed methods may further include a step of determining, by at least one of the at least one processor, that the reference indicator represents a deviation in time or distance between a routine dispatch of the baggage item and a current dispatch of the baggage item that is greater than a threshold value.

The various disclosed methods may further include: determining, by at least one of the at least one processor, that the reference indicator indicates that the baggage item is not visible; notifying, by at least one of the at least one processor, the passenger of the not visible baggage item; and submitting, by at least one of the at least one processor, a claim to the carrier of the not visible baggage item.

The various disclosed methods may further include the steps of: receiving, by at least one of the at least one processor, a flight list for a current date of travel having first travel information of such registered passengers traveling on the current date; and receiving, by at least one of the at least one processor, a termination baggage source message (BSM) or a transition BSM having second travel information.

The various disclosed methods may further include: determining, by at least one of the at least one processor, that the reference indicator represents a non-routine shipment of the baggage item; accessing, by at least one of the at least one processor, location data generated by a tracking device on the baggage item to track a current location of the baggage item; and generating, by at least one of the at least one processor, dispatch instructions to resend the recovered baggage item, including using the current location of the baggage item from the tracking device.

In various disclosed methods, the tracking device is configured to communicate using one of a WIFI communication protocol, a BLUETOOTH communication protocol, a cellular communication protocol, a long-range radio frequency communication protocol, a short-range communication protocol, a near-field communication protocol, and a Global System for Mobile Communications. Various disclosed methods may further include a step of communicating current location information by the tracking device to a computing system for tracking the tracking device.

Various computing system embodiments for baggage recovery are disclosed. The various computing system embodiments may include at least one processor; and at least one non-transitory, tangible memory communicatively connected to the at least one processor, the at least one memory storing at least one instruction. In the various computing system embodiments, the at least one processor is configured to execute at least one instruction to: match first travel information, including a passenger name and an International Air Transport Association (IATA) license plate number, for a baggage item in a flight manifest with second travel information from a generated B-Type message, including a reference identifier representing an irregularly shipped baggage item; and generate an irregular baggage item manifest record for the irregularly shipped baggage item associated with the flight manifest. In the various computing system embodiments, the at least one processor is further configured to retrieve third travel information for the irregularly shipped baggage item, generated by a baggage handling system before or after the generated B-Type message; and locate the irregularly shipped baggage item.

In various computing system embodiments, at least one processor is configured to execute at least one instruction to generate delivery instructions to resend located baggage items based on passenger reservation information from a list for a next travel mode to meet the passenger.

In various computing system embodiments, a B-Type message represents one of a baggage not seen message (BNS); a baggage processing message (BPM); a baggage transfer message (BTM); and a baggage source message (BSM) from an airline.

In various computing system embodiments, at least one processor is configured to execute at least one instruction to train a model with reference indicators of non-routine shipped baggage items associated with one or more B-Type messages; input data representing generating information about a routine shipment to the model; and input data from one or more current B-Type messages relating to the carriage of baggage items having an IATA license plate number to the model. In various computing system embodiments, at least one processor is configured to execute at least one instruction to train the model with each baggage handling system that handles the baggage item. In various embodiments, the model uses machine learning algorithms to detect that a baggage item is a non-routine shipped baggage item where the difference between the current shipment and the routine shipment is greater than a threshold.

In various computing system embodiments, at least one processor is configured to execute at least one instruction to receive an outbound BSM to determine a routine shipment for a baggage item based on the outbound reference indicators prior to matching.

In various computing system embodiments, at least one processor is configured to execute at least one instruction to determine that the reference indicator represents a deviation in time or distance between a routine shipment of a baggage item and a current shipment of the baggage item that is greater than a threshold value.

In various computing system embodiments, at least one processor is configured to execute at least one instruction to determine that the reference indicator indicates that a baggage item is not visible; notify the passenger of the invisible baggage item; and submit a claim to the carrier of the invisible baggage item.

In various computing system embodiments, at least one processor is configured to execute at least one instruction to: receive a flight list for a current date of travel having first travel information of such registered passengers traveling on the current date; and receive a termination baggage source message (BSM) or a transition BSM having second travel information.

In various computing system embodiments, at least one processor is configured to execute at least one instruction to determine that the reference indicator represents an unusual shipment of a baggage item; access location data generated by a tracking device on the baggage item to track a current location of the baggage item; and generate delivery instructions to reship the recovered baggage item, including using the current location of the baggage item from the tracking device.

Various computing system embodiments may further include a tracking device that communicates its current location. Additionally, the tracking device may be configured to communicate using one of a Wi-Fi communication protocol, a Bluetooth communication protocol, a cellular communication protocol, a long-range radio frequency communication protocol, a short-range communication protocol, a near-field communication protocol, and a Global System for Mobile Communications.

The disclosed methods may include generating, by at least one of the at least one processor, a baggage information message comprising International Air Transport Association (IATA) plate number and IATA bag tag data including a pseudo ID that uniquely identifies a checked baggage item, wherein the pseudo ID that identifies the checked baggage item of the passenger to be screened by the security screening camera machine may be linked to a security screening image of the checked baggage item generated by the security screening camera machine. The disclosed various methods may further include matching, by at least one of the at least one processor, the IATA plate number in the baggage information message with an IATA plate number in a list to extract the pseudo ID from the baggage information message corresponding to the checked baggage item; retrieving, by at least one of the at least one processor, the security screening image stored by the security screening camera machine in a storage cloud system using at least one of the extracted pseudo ID or the IATA plate number; and providing, by at least one of the at least one processor, information associated with the security screening image to one of the security screening workstations.

The various disclosed methods may further include the steps of retrieving, by at least one of the at least one processor, a passenger name record (PNR) number from a baggage information message or a tracking device of a baggage item; and, by at least one of the at least one processor, using the retrieved PNR number to extract personally identifiable information of the passenger from a PNR database associated with a computing device of the airline operator.

In various disclosed methods, personally identifiable information includes one of the passenger's date of birth, social security number, driver's license number, passport identifier, or government-issued identification number.

The various disclosed methods may further include: generating, by at least one of the at least one processor, a marker comprising an IATA license plate number, a passenger's name, and personally identifiable information of the passenger; and causing, by at least one of the at least one processor, a printing device to print the marker so as to include the IATA license plate number, the name, and the personally identifiable information.

In various disclosed methods, personally identifiable information includes the passenger's date of birth, which is printed on the marker using steganography.

In various disclosed methods, personally identifiable information includes the passenger's date of birth, which is printed on the marker using an encrypted quick-response (QR) code.

In various disclosed methods, personally identifiable information includes the passenger's date of birth, which is printed on the marker using ink invisible to the naked eye.

The various disclosed methods may further include receiving personally identifiable information from a passenger using a graphical user interface that provides authorization in a data entry field to communicate personally identifiable information to a designated party, by at least one of the at least one processor.

The various disclosed methods may further include: generating, by at least one of the at least one processor, a marker comprising an IATA license plate number, a passenger's name, and personally identifiable information of the passenger; and causing, by at least one of the at least one processor, a printing device to print the marker so as to include the IATA license plate number, the name, and the personally identifiable information.

In various disclosed methods, the baggage information message is either a termination or a transition BSM (baggage source message). Various disclosed methods may further include, prior to matching, a step of sorting a plurality of BSMs based on a baggage source indicator indicating that the BSM is a termination BSM or a transition BSM to extract a pseudo ID.

Various system embodiments for security, tracking devices, and data collection are disclosed. In at least one embodiment, the system may include at least one processor; and at least one non-transitory, tangible memory communicatively connected to the at least one processor, the at least one memory storing at least one instruction. In various system embodiments, the at least one processor may be configured to execute at least one instruction to generate a baggage information message comprising International Air Transport Association (IATA) plate number and IATA bag tag data that uniquely identifies the checked baggage item, the IATA plate number including a pseudo ID, wherein the pseudo ID identifying the checked baggage item of a passenger to be screened by a security screening machine may be linked to a security screening image of the checked baggage item generated by the security screening machine. In various system embodiments, the at least one processor may be configured to execute at least one instruction to match an IATA plate number in the baggage information message with an IATA plate number in a list to extract a pseudo ID from the baggage information message corresponding to the checked baggage item; Retrieve the security screening image stored in the storage cloud system by the security screening camera machine using at least one of the extracted medical ID or IATA license plate number; and provide information associated with the security screening image to one of the security screening workstations.

In various system embodiments, at least one processor may be configured to execute at least one instruction to retrieve a passenger name record (PNR) number from a baggage information message or a tracking device for a baggage item; and to use the retrieved PNR number to extract personally identifiable information of the passenger from a PNR database associated with the airline operator's computing device.

In various system embodiments, personally identifiable information includes one of the passenger's date of birth, social security number, driver's license number, passport identifier, or government-issued identification number.

In various system embodiments, at least one processor may be configured to execute at least one instruction to generate a marker comprising an IATA license plate number, a passenger's name, and personally identifiable information of the passenger; and cause a printing device to print the marker to include the IATA license plate number, the passenger's name, and personally identifiable information.

In various system embodiments, the personally identifiable information includes the passenger's date of birth, which is printed on the marker using steganography.

In various system embodiments, personally identifiable information includes the passenger's date of birth, which is printed on the marker using an encrypted quick-response (QR) code.

In various system embodiments, personally identifiable information includes the passenger's date of birth, which is printed on the marker using ink that is invisible to the naked eye.

In various system embodiments, at least one processor may be configured to execute at least one instruction to receive personally identifiable information from a passenger using a graphical user interface that provides authorization in a data entry field to communicate personally identifiable information to a designated party.

In various system embodiments, at least one processor may be configured to execute at least one instruction to generate a marker comprising an IATA license plate number, a passenger's name, and personally identifiable information of the passenger; and cause a printing device to print the marker to include the IATA license plate number, the passenger's name, and personally identifiable information.

In various system embodiments, the baggage information message is either a termination or a transition BSM (baggage source message). In various system embodiments, at least one processor may be configured to execute at least one instruction to sort a plurality of BSMs based on a baggage source indicator indicating that the BSM is a termination BSM or a transition BSM to extract a pseudo ID prior to matching.

The disclosed method may include the steps of: obtaining, by at least one of the at least one processor, an International Air Transport Association (IATA) plate number of a checked baggage item on a carrier from one of the fields in a first baggage information message, wherein a computer system associated with the airline operator is the originator or list of the IATA plates; and generating, by at least one of the at least one processor, a second baggage information message comprising at least one of the IATA plate number and a primary identifier from a baggage handling system linking the IATA plate number and information associated with a security screening image or contents list of the checked baggage item.

In various disclosed methods, the second baggage information message is either an IATA baggage processing message (BPM); or an IATA baggage transfer message (BTM).

In various disclosed methods, information associated with the contents list includes either a contents list associated with a security screening image; or a contents list identifier for the location of the contents list in a security database.

In various disclosed methods, the step of generating a second baggage information message by at least one of the at least one processor further comprises the step of obtaining, by at least one of the at least one processor, a security screening photograph requirement, wherein the second baggage information message includes the security screening photograph requirement.

In various disclosed methods, the first baggage information message is a baggage source message (BSM). Various disclosed methods may further include a step of causing the communication device to receive the BSM, by at least one of the at least one processor.

In various disclosed methods, the first baggage information message is a baggage source message (BSM). Various disclosed methods may further include a step of causing the communication device to receive the BSM, by at least one of the at least one processor.

The various disclosed methods may further comprise the step of generating, by at least one of the at least one processor, a third baggage information message comprising information associated with the IATA license plate number and the baseline baggage image.

In various disclosed methods, information associated with a baseline baggage image includes either baseline image data of a baggage item; or a baggage image identifier for a location of baseline image data in a secure database.

The various disclosed methods may further include: capturing real-time image data of a baggage item at a location by an image capture device; performing feature recognition of the baggage item using the captured real-time baggage image data relative to baseline image data by at least one of the at least one processor to recognize the baggage item at the location; and locating the baggage item by at least one of the at least one processor.

The disclosed various methods may further include generating, by at least one of the at least one processor, a fourth baggage information message including information associated with an IATA license plate number and a location of a baggage item based on the captured real-time baggage image data.

The disclosed system comprises at least one processor; at least one non-transitory, tangible memory communicatively connected to the at least one processor, the at least one memory storing at least one instruction; and the at least one processor is configured to execute at least one instruction to obtain an International Air Transport Association (IATA) plate number of a checked baggage item on a carrier from one of the fields in a first baggage information message, wherein a computer system associated with an airline operator is the originator or list of the IATA plates; and generate a second baggage information message comprising at least one of a primary identifier (ID) from a baggage handling system linking the IATA plate number and information associated with a security screening image or contents list of the checked baggage item.

In various systems, the second baggage information message is either an IATA baggage processing message (BPM); or an IATA baggage transfer message (BTM).

In various systems, the information associated with the contents list includes either a contents list associated with a security screening image; or a contents list identifier for the location of the contents list in a security database.

In various systems, at least one processor is configured to execute at least one instruction when generating a second baggage information message to obtain security screening photographing requirements. In various systems, the second baggage information message includes security screening photographing requirements.

In various systems, the first baggage information message is a baggage source message (BSM). Various disclosed methods may further include the step of causing the communication device to receive the BSM, by at least one of the at least one processor.

In various systems, the first baggage information message is a baggage source message (BSM); and at least one processor is configured to execute at least one instruction to cause the communication device to receive the BSM.

In various systems, at least one processor is further configured to execute at least one instruction to generate a third baggage information message comprising information associated with the IATA license plate number and the baseline baggage image.

In various systems, the information associated with the baseline baggage image includes either the baseline image data for the baggage item; or a baggage image identifier for the location of the baseline image data in a secure database.

In various systems, at least one processor is configured to execute at least one instruction to: receive real-time image data of a baggage item from an image capture device at a location; perform feature recognition of the baggage item using the captured real-time baggage image data relative to baseline image data to recognize the baggage item at the location; and locate the baggage item.

In various systems, at least one processor is configured to execute at least one instruction to generate a fourth baggage information message including information associated with an IATA license plate number and a location of a baggage item based on the captured real-time baggage image data.

For a more complete understanding of the present disclosure, reference should be made to the following detailed description, taken in conjunction with the accompanying drawings.
FIG. 1a illustrates a block diagram of a system for generating at least one baggage list triggered by a termination B-Type message according to an embodiment.
FIG. 1b illustrates a block diagram of a system for checking in passengers for return journey segments according to an embodiment.
FIG. 1c illustrates a block diagram of a system for checking in a passenger's baggage for return journey segments after leaving a lodging facility according to an embodiment.
FIG. 1d illustrates a block diagram of a system for generating at least one baggage list triggered by a non-terminating B-Type message according to an embodiment.
FIG. 1e illustrates a block diagram of a system for recovering anomalous baggage items based on one or more B-Type messages according to an embodiment.
FIG. 2a illustrates a partial view of a conventional airline bag tag of the prior art.
Figure 2b illustrates a conventional airline bag tag marker of the prior art.
Figure 2c illustrates an example of attaching bag tag markers to passenger baggage.
FIG. 2d illustrates a partial view of another prior art conventional airline bag tag.
Figure 3a illustrates a scanner according to an embodiment.
FIG. 3b illustrates an electronic acquisition device for capturing an image of a departure hardcopy bag tag according to an embodiment.
FIG. 3c illustrates an electronic acquisition device for capturing an image of a departure hardcopy bag tag according to an embodiment.
FIG. 3D illustrates an electronic acquisition device for capturing an image of a printed device having at least a portion of passenger information on a departure hardcopy bag tag according to an embodiment.
FIG. 3e illustrates an electronic acquisition device having a displayed message according to an embodiment.
FIG. 4A illustrates a block diagram of programming modules for checking in a baggage item or items and passengers and generating a list for entering a travel segment using an outbound baggage tag identifier for a return flight according to an embodiment.
FIG. 4b illustrates a block diagram of programming modules for checking in a baggage item or items and passengers and generating a list for entering a travel segment using digitized departure passenger information associated with a first-mode travel operator on a departure hardcopy printed bag tag according to an embodiment.
FIG. 4c illustrates a block diagram of programming modules for checking in a passenger's baggage, generating a list for entering a travel segment, and generating an extended B-Type message according to an embodiment.
FIG. 5 illustrates a flowchart of a method for checking in baggage items, passengers, or passengers and baggage items according to an embodiment.
Figure 6 illustrates a block diagram of programming modules for generating a master list according to an embodiment.
Figure 7 illustrates a computing system according to an embodiment.
FIG. 8a illustrates a flowchart of a method for checking in baggage of a passenger leaving an accommodation facility according to an embodiment.
FIG. 8b illustrates a flowchart of a method for checking in a baggage item or baggage item and a passenger leaving an accommodation facility according to an embodiment.
FIG. 9a illustrates a flowchart of a method for merging passenger list and accommodation provider information according to an embodiment.
FIG. 9b illustrates a flowchart of a method for merging passenger list and accommodation provider information according to an embodiment.
FIG. 9c illustrates a flowchart of a method for initiating an extended B-Type message according to an embodiment.
FIG. 9d illustrates a method for generating a universal B-Type message for a passenger's return route according to an embodiment.
FIG. 10A illustrates a flowchart of a method for generating return flight information from a passenger name record (PNR) using a PNR number captured from scanned data according to an embodiment.
FIG. 10b illustrates a flowchart of a method for generating return flight information from a PNR using a PNR number captured from captured data according to an embodiment.
FIG. 11 illustrates a flowchart of a method for generating a DPI (digital personal information) data record according to an embodiment.
FIGS. 12A to 12C illustrate a flowchart of a method for performing image processing of image data associated with a departure hardcopy bag tag or printed device according to an embodiment.
FIG. 13 illustrates a flowchart of a method for forming a machine-encoded text sequence of an IATA number plate according to an embodiment.
Figure 14a illustrates a conventional baggage source message (BSM) for an airline operator.
Figure 14b illustrates a simulated BSM according to an embodiment.
Figure 14c illustrates an extended (general purpose) B-Type message for recycling departure baggage tags and for multi-mode travel and accommodation according to an embodiment.
Figure 14d illustrates an extended (general) B-Type message for a return flight according to an embodiment.
Figure 14e illustrates an extended (universal) B-Type message for multi-mode travel and lodging of an outbound flight according to an embodiment.
Figure 15 is a schematic diagram of a process for generating a baggage authorization tag to bypass additional baggage screening or indication of screening completion according to an embodiment.
Fig. 16 illustrates an SSIA (security screening integration assistant) system according to an embodiment.
FIG. 17A illustrates a graphical user interface (GUI) for retrieving at least one security screening image according to an embodiment.
FIG. 17b illustrates the GUI of FIG. 17a for selecting at least one security screening image according to an embodiment.
FIG. 17c illustrates the GUI of FIG. 17a for selecting at least one security screening image by a screening device according to an embodiment.
Figures 18a and 18b illustrate a flowchart of a method for selecting a second travel mode according to an embodiment.
Figure 19 illustrates a flowchart of a method for detecting the presence of a possible prohibited object according to an embodiment.
Figure 20 illustrates a block diagram of a programming module for analyzing a security screening image according to an embodiment.
Figure 21 illustrates a conceptual messaging graphical user interface on a mobile phone that conveys the movement process of a passenger's baggage.
Figure 22 illustrates a flowchart of a method for calculating baggage fees according to an embodiment.
FIG. 23 illustrates a flowchart of a method for checking in a baggage item when a bag tag and/or marker is missing according to an embodiment.
Figure 24 illustrates a block diagram of LIB (luggage item brain) programming modules according to an embodiment.
FIG. 25 illustrates a graphical user interface on a mobile communication device for capturing passenger identification according to an embodiment.
FIG. 26A illustrates a method for file handling for an integrated security screening process of baggage items that need to be processed through a security screening station according to an embodiment.
FIG. 26b illustrates a method for reporting and handling baggage item status for an integrated security screening process of baggage items after processing through a security screening station, according to an embodiment.
Fig. 27 illustrates a smart baggage travel system for multi-mode travel and accommodation according to an embodiment.
Figure 28 illustrates a flowchart of a method for checking in a passenger's baggage according to an embodiment.
FIG. 29 illustrates a block diagram of links to extended data of multi-mode travel and accommodation data according to an embodiment.
FIG. 30 illustrates a block diagram of links to extended data of multi-mode travel and accommodation data of an outbound flight according to an embodiment.
Figure 31 illustrates a system for digitizing baggage handling and baggage check-in according to an embodiment.
Figure 32 illustrates an exemplary confirmed schedule for an air flight according to an embodiment.
Figure 33 illustrates a flowchart of a method for generating a simulated baggage source message according to an embodiment.
Figure 34 illustrates a method for recording a passenger schedule according to an embodiment.
Figure 35 illustrates a flowchart of a process for tracking baggage items prior to loading them onto an aircraft according to an embodiment.
FIG. 36 illustrates a mobile communication device displaying a FIND MY application according to an embodiment.
FIGS. 37a and 37b illustrate a flowchart of a method for managing the recovery of missing, lost, resent, delayed, or mishandled baggage items according to an embodiment.
Figure 38 illustrates a flowchart of a method for finding an anomalous baggage item according to an embodiment.
Figure 39 illustrates a diagram of an anomalous baggage item determination model according to an embodiment.
FIG. 40A illustrates a flowchart of a method for security screening reanalysis of baggage items based on threat security levels according to an embodiment.
FIG. 40b illustrates a schematic diagram of an embodiment showing a trusted baggage handler having baggage authorization for moving baggage between a first travel mode and a second travel mode according to an embodiment.
FIGS. 41A and 41B illustrate a flowchart of a method for providing personally identifiable information used by a security authority according to an embodiment.
Figure 42a illustrates a block diagram of a tracking device according to an embodiment.
Figure 42b illustrates a block diagram of a non-contact bag tag printing manager according to an embodiment.
Figure 42c illustrates a block diagram of a security screening manager according to an embodiment.
FIG. 42d illustrates a block diagram of a mobile-to-tracker pairing manager according to an embodiment.
FIG. 42e illustrates a block diagram of a non-routine reference marker detection manager according to an embodiment.
FIG. 43a illustrates a block diagram of a contactless luggage bag tag printing process using a tracking device according to an embodiment.
FIG. 43b illustrates a block diagram of a pseudo ID (identification) recording process using a tracking device according to an embodiment.
FIG. 43c illustrates a diagram of a process for communicating location information from a GNSS (Global Navigation Satellite System) platform according to an embodiment.
FIG. 43d illustrates a schematic of a process of a tracking device communicating location information with at least one radio frequency (RF) access point according to an embodiment.
Fig. 44 illustrates a block diagram of a tracking system according to an embodiment.
Figure 45 illustrates a flowchart of a method for assigning a tracking device and initiating tracking of a baggage item according to an embodiment.
Figure 46 illustrates a baggage item having a pattern built into the body of the baggage item according to an embodiment.
Figure 47 illustrates a flowchart of a method for generating a baggage information message according to an embodiment.

Embodiments are described herein with reference to the accompanying drawings, in which like reference numerals are used throughout to designate similar or equivalent elements. The drawings are not drawn to scale; they are provided merely to illustrate aspects disclosed herein. Certain disclosed aspects are described below with reference to non-limiting exemplary applications for purposes of illustration. It should be understood that numerous specific details, relationships, and methods are set forth to provide a thorough understanding of the embodiments disclosed herein. However, one of ordinary skill in the relevant art will readily recognize that the disclosed embodiments may be practiced without one or more of these specific details or in other manners. In other instances, well-known structures or operations have not been shown in detail to avoid obscuring the aspects disclosed herein. The embodiments are not limited by the illustrated order of acts or events, as some acts may occur in different orders and/or concurrently with other acts or events. Additionally, not all illustrated acts or events are required to implement the methodology according to the embodiments.

Although the numerical ranges and parameters presenting broad ranges are approximations, the numerical values presented in the specific, non-limiting examples are reported as precisely as possible. However, any numerical value inherently contains certain errors that necessarily result from the standard deviation found in their respective testing measurements. Moreover, all ranges disclosed herein should be understood to include any and all sub-ranges subsumed therein. For example, a range of "less than 10" can include any and all sub-ranges between (and including) a minimum value of 0 and a maximum value of 10, i.e., any and all sub-ranges having a minimum value greater than or equal to 0 and a maximum value less than or equal to 10, e.g., from 1 to 4.

Baggage handling and delivery

Providing a seamless, nearly error-free experience for handling and transferring baggage items throughout a passenger's journey ensures a pleasant and enjoyable travel experience. Passengers know where they are going, but their baggage items do not. Baggage items are physically handled, labeled with a 10-digit number plate, and then handed over from the passenger to the airline agent. Furthermore, the outbound 10-digit IATA number plate may expire or be removed from the airport infrastructure before the passenger and their baggage are checked in for the return flight.

Out of the airport

The airline infrastructure may generate a B-Type message, which is a Terminate Baggage Source Message (BSM) or ^Terminate B-Type message, that may specify the trip for handling a baggage item and the ending airport and city where the trip will end, as described in A BSM "Recommended Practice 1745 Baggage Information Messages" by IATA, in the Passenger Services Resolution Manual, June 2010, 30th Edition, pgs. 1110 to 1205, or another IATA compatible message that specifies the trip for handling a baggage item and the ending airport and city where the trip will end, which is incorporated herein by reference in its entirety. IATA B-Type messages may include 10-digit IATA plate numbers and other information linking the baggage item to the passenger.

The Departure Control System (DCS) controls various airline operations, including airport check-in of baggage (i.e., baggage items), generation of passenger bag tag identifiers (BTIDs), and data formats for printing bag tags. Bag tags are formatted based on rules published by the International Air Transport Association (IATA) and include, for example, a 10-digit license plate number. Typically, one or more IATA Type-B messages are generated, including the 10-digit license plate number and flight information.

What is considered trash (i.e., discarded airline bag tags) is actually the missing link in cost- and time-efficient handling of baggage by large hospitality businesses, such as resorts and cruise lines, as non-limiting examples.

As used herein, "positive passenger baggage match" refers to the international regulation used to determine whether a passenger has boarded the flight for which their checked baggage is loaded. If it is determined that the passenger has not boarded the flight, their baggage is removed from the aircraft. In the United States, 49 U.S.C. (United States Code) §44901 contains similar requirements. As can be seen, the "garbage" at the end of a passenger's journey upon arrival at their destination contains valuable security information for accommodations, such as resorts and cruise ships, as well as other modes of travel or transportation following the airline flight.

Typically, passengers are encouraged to remove printed bag tags after picking up their luggage from the carousel at their destination. However, original printed bag tags contain useful information, and instead of discarding them, they can be used 1) as a substitute for printing and/or attaching temporary valet tags; and 2) for autonomous data entry and retrieval, alleviating the need for passengers or other staff to obtain personal information and return flight information.

Passenger baggage may be tagged with adhesive markers or bingo markers from the airline carrier, which may also include an IATA license plate barcode. These markers may be placed anywhere on the baggage and may be used as temporary valet tags or as a replacement for printing and/or attaching a missing IATA baggage tag. For example, airline IATA baggage tags may be damaged or removed during transportation, even through the airline's baggage handling system. Therefore, airline baggage markers may be used in the processes described herein.

In some instances, airline IATA bag tags or other special-purpose bag tags may include a printed IATA license plate and/or a radio frequency identifier (RFID) that can be read by an RFID reader. However, RFID technology is only used about 10% of the time and is not widely available today. The systems and methods described herein may, for example, and particularly, as a non-limiting example, utilize an RFID that is part of the bag tag if the original printed bag tag is damaged or otherwise unscannable by a barcode scanner. RFID is used because scanning a 10-digit license plate can sometimes be challenging for scanners throughout an airline baggage handling system. This is because the printed text may be damaged, or the attached bag tag may be in a position that prevents the barcode from being captured. The system described herein may utilize an RFID reader in parallel with a barcode scanner or, if desired, to capture the 10-digit license plate.

In addition to using original IATA bag tags as a replacement for valet tags, IATA bag tags can be used to automate processes so that they are less susceptible to data entry errors, less burdensome on passengers, and more time-saving and cost-effective.

Additionally, once considered, the waste can be converted into a non-airline infrastructure smart bag tag that contains return flight information, including passenger information for transferring their baggage to their accommodation provider's room or cabin, and a mechanism for remote check-in of baggage items without the need for the passenger to print the return flight bag tag. The smart bag tag links the IATA number plate to the stored data for the return flight and to the carrier for checking in baggage items.

The system described herein utilizes parallel methods to acquire baggage identifiable information to accommodate scenarios of damaged or missing IATA bag tags, such that the 10-digit number plate can be acquired without passenger input or other staff input. For example, all passenger information, and particularly return flight information, can be acquired by scanning or photographing the original, unused airline IATA bag tag (sometimes referred to herein as an "originating hardcopy bag tag") and autonomously retrieving the passenger record and return flight information, for example, for remote check-in of baggage items and/or passengers returning home via the return flight. However, personally identifiable information (PII) can remain confidential and secure. The unused, originating printed IATA bag tag can be used as a machine-readable device by the smart baggage travel system to locate and track baggage items independently of airline infrastructure for portions of the return route for multiple travel modes prior to the return flight.

Scanning of non-discarded bag tags may include scanning at the dockside of a lodging provider, such as a cruise line, scanning at the destination airport or an intermediary travel operator upon arrival, scanning at any lodging provider, such as a hotel resort, and/or scanning at a location somewhere between the destination airport or an intermediary travel operator and the lodging provider.

In one or more embodiments, scanning all non-discarded bag tags may include scanning non-discarded bag tags at any travel mode station before the baggage item is loaded onto the transportation vehicle (i.e., van, train, bus, airplane, or ship).

Photographing of non-discarded bag tags may include photographing after the departure hardcopy bag tag is printed, photographing at the dockside of a lodging facility such as a cruise line, photographing at the destination airport or an intermediate travel operator upon arrival, photographing at any lodging facility such as a hotel resort, and/or photographing at a location somewhere between the destination airport or an intermediate travel operator and the lodging facility. Photographing may include photographing printed devices having at least a portion of the information printed on the departure hardcopy bag tag. This information may include BSM data or B-Type message data, where the B-Type message includes a PNR number.

In one or more embodiments, an image of a printed departure hardcopy baggage tag having printed departure passenger information associated with a first-mode travel operator on the departure hardcopy baggage tag may be captured. This image may be captured at any time after the departure hardcopy baggage tag is printed and may be captured or captured by an image capture device, such as a smart communication device. The departure hardcopy baggage tag may be printed using IATA guidelines for barcodes and 10-digit license plates, as well as other flight information. However, airlines may, at their discretion, add other passenger/airline information to the baggage tag template.

Originally printed/paper bag tags from a first-mode travel operator (e.g., an airline) contain valuable information that can be used to automate processes for checking in passengers and/or baggage for return journeys with the first-mode travel operator and/or to develop passenger records for lists used by accommodation providers. Instead of removing the original printed bag tag upon arrival at the destination point associated with the accommodation provider, the code embedded in the license plate on the original printed bag tag can be electronically captured, digitized, and used to match personal information, such as the passenger's name, associated with the passenger from the first-mode travel operator to the accommodation provider or other onward travel transportation, or to match the passenger's name registered with them.

Using passenger name record (PNR) numbers, passenger names and/or 10-digit IATA number plates to build baggage lists or passenger lists, PII is stored in secure locations without the need for transfer or access between carriers, beyond what is visible to the naked eye. This helps maintain the security of PII.

In one or more embodiments, after the original bag tag is printed, text of passenger information associated with the first-mode travel operator printed on the bag tag can be captured by a photographing device to obtain the passenger's name or PII associated with the passenger directly from the printed bag tag without additional personal information from the first-mode travel operator. The printed text can be optically recognized and converted into searchable machine-encoded text to identify the airline code or airline name, passenger name record (PNR) number, passenger name, and/or IATA 10-digit license plate.

Furthermore, the number plate on the original printed bag tag (sometimes referred to herein as an "originating hardcopy bag tag") can be used to autonomously obtain return flight information for a passenger without requiring the passenger or accommodation provider staff to manually enter return flight itinerary information for the baggage item or both the baggage item and the passenger. For example, this could be achieved by using an original printed bag tag from an airline carrier where the passenger does not exist.

Furthermore, specific passenger/airline information on the departure hard copy baggage tag can be used to autonomously obtain return flight information for a baggage item or both a passenger and baggage item without the need for passengers or staff at the accommodation provider to manually enter return flight itinerary information.

Security Screening Integration

Other travel modes (i.e., travel modes) may use less stringent, different, or equal screening technology for baggage items boarding trains, bus operators, cruise ships, or entering lodging establishments than the screening required by the Transportation Security Administration (TSA) for travel on aircraft. Advanced security screening images required by the TSA for aircraft travel may be used to reduce the number of screenings of baggage items by other travel modes, or by screening by buses, trains, cruise ships, other transport, lodging establishments/resorts, or government agencies, when there is direct access from passengers exiting the aircraft (i.e., the first travel mode) and beginning their next travel segment in the second travel mode (i.e., the second travel mode). These security screening images required by the TSA may be shared for analysis in accordance with regulations associated with other travel modes or screenings without reducing the efficiency of the screening process. To maintain the integrity of travel mode analysis through imaging, correspondingly tagged baggage items remain in trusted custody until the custody is transferred to the next travel mode (i.e., bus, train, cruise ship, second carrier, or lodging provider/resort) and/or the next government agency for border entry. Past issues can be addressed by current methods and systems by using the IATA license plate and/or linked PNR number and/or passenger name to obtain secure images and data of the contents of baggage items without transferring or accessing other PII associated with the passenger to expedite the processing of baggage items through customs or border crossing security screening checkpoints. The same IATA license plate and/or linked PNR number and/or passenger name can be used to construct manifests for other travel modes and for the handling and delivery of baggage items independently of their owner.

As used herein, the terms "modes of travel" and "modes of transportation" may be used interchangeably. As used herein, the terms "modes of travel" and "vehicles of travel" may be used interchangeably. However, the terms "modes of travel" and "vehicles of travel" may also include lodging and resorts.

Although the description in this specification describes government regulatory agencies in the United States, other countries, or groups of countries joined by treaties, may also provide regulations to be followed for transportation security, requiring security screening of baggage items aboard travel transportation, other destinations, or countries.

The processes and systems described herein for one-way travel also apply to reverse travel to bring passengers home.

FIG. 1A illustrates a block diagram of a system (100) for generating at least one baggage manifest (121 ¹ ... 121 ^x ) that may be triggered by a termination B-Type message according to one or more embodiments. The system (100) may facilitate baggage handling of baggage items with or without passenger presence from a travel operator facility, such as an airport, to a lodging provider (126) ( FIG. 1B ) or to the next means of travel transportation. The termination B-Type message is a B-Type message that includes an IATA license plate number and/or a passenger name record (PNR) number.

In one or more embodiments, the system (100) may include a server (148). The system (100) may use parallel streams of data to generate baggage manifests (121 ¹ ... 121 ^x ) for a plurality of accommodations local to a destination point (DP) (107), as illustrated in connection with FIG. 1B and described below, and may forward them to or from a travel operator, such as a cruise ship, hotel, resort, train operator, bus operator, or rental car company. In one or more embodiments, baggage items may be forwarded to a home address, an office address, or another designated address.

Each baggage item record file in the baggage manifest is an electronic luggage item brain (LIB) (2450) accessible by scanning the departure hardcopy bag tag, particularly after leaving the airline or airport infrastructure or accessing the baggage item manifest using a computing device. The baggage manifest may be stored on the server (148) or in memory devices connected to the server or computing device. The baggage item manifest records in the baggage item manifest (121 ¹ ... 121 ^x ) may include baggage item brain programming modules (2400) (FIG. 24), which, when executed, generate electronic baggage item brains to identify locations where baggage items need to be transferred or cleared without the need for their owners to be present. The LIB programming module (2400) will be described in more detail with respect to FIG. 24. The LIB programming module (2400) may be an example of making a paper IATA bag into a smart bag tag. However, if the departure IATA bag tag is missing or damaged, the LIB programming modules (2400) or the LIB (2450) can make the bingo marker or other marker smart by linking a barcode or quick-response (QR) code to the stored baggage item data. Still further, any marker created or attached to a baggage item having a unique identifier associated with the departure hardcopy bag tag can be made smart by linking the unique identifier to the stored baggage data outside of the airport infrastructure.

In one or more embodiments, the 10-digit IATA number plate may serve as a primary key or linking index key for determining dispatch and delivery data for a baggage item without the passenger's presence, allowing the baggage item to be checked in for its return flight home or other travel segment with the passenger. Each baggage item record may associate the passenger's itinerary with the baggage item, allowing the baggage item to travel seamlessly, independently, and periodically along its owner's travel itinerary.

The server (148) may include programming modules (149). One or more programming modules (149) may include software, hardware, firmware, or a combination of software, hardware, and firmware.

In one or more embodiments, the server (148) may communicate with the mobile communication device(s) (15) of the passenger and travel information systems (108). The travel information system (108) will be described in more detail with respect to FIG. 1B. In one or more embodiments, the server (148) may communicate with the mobile communication device(s) (15) to receive a printed device having at least a portion of the information printed on the departure hardcopy bag tag or the departure hardcopy bag tag, as described in more detail with respect to FIG. 1B.

In one or more embodiments, an image of data printed on e-paper using e-ink may be captured and displayed on display devices of RFID bag tags or RFID devices. The format of the BSM data or the layout of the bag tags arranged on the RFID display may vary from carrier to carrier. In this arrangement, the image data may be converted to machine-encoded text.

Create BSM

The DCS can initiate a process to generate data used to print a hard copy of a departure bag tag when a passenger checks in for a flight. This can occur during the check-in window. In some cases, the check-in window is 24 hours before the flight time. However, not all passengers check in early. Consequently, the arrival of the BSM in the system (100) may vary.

For airline travel operators, IATA bag tags include bag tags with a standardized sequence of numbers or barcodes for both identifying baggage items and matching them to passengers. If a passenger does not board a flight, their checked baggage items may not be loaded onto the aircraft. In some cases, baggage items may be missing. In these cases, the baggage handling system generates a corresponding B-Type message.

As can be appreciated, BSM data may change after it is generated, for example, as a result of the travel operator's normal operations, changes made by passengers, and/or adverse weather conditions. Therefore, the original BSM generated at check-in may not be identical to the final BSM transmitted to the system (100). BSM data changes as baggage items move through the airport infrastructure.

Airport Exit B-Type Message Data

The travel information system (108) may generate B-Type messages (152) when baggage items (i.e., passenger baggage (138) of FIG. 1B) are checked in for a passenger. The travel information system (108) may include, for example, a flight manifest (151) stored in a database associated with an airline operator's computer system. The flight manifest will be described in more detail with reference to FIG. 23. A passenger may have more than one baggage item to be checked. The process is essentially replicated for all baggage items checked for the passenger. Data from the B-Type message from the airport may be used continuously outside of the airport infrastructure to build manifests for one or more of the following: secondary travel modes, security integration support, and/or baggage handling and delivery. This continuous use may be in the form of a unified B-Type message format via universal B-Type messaging, communicated using Internet protocols over the Internet or web-based networks.

As a non-limiting example, the B-Type message may be a Baggage Source Message (BSM), as further described in connection with FIG. 14A. For example, a printed hardcopy departure baggage tag may include various information included in a BSM, as described in connection with FIG. 2A. The travel information system (108) or another computer system associated with the airline operator may communicate the termination BSM to or through the destination/termination airport. The baggage handling system may generate other B-Type messages according to standard operating procedures for airport handling of baggage. While the disclosure herein describes termination BSMs, any other termination B-Type message having termination codes, IATA license plates, passenger names, and PNR numbers may be used now or in the future.

The travel information system (108) may include a B-Type message communicator (153) configured to communicate a termination BSM to a server (148). In one or more embodiments, the B-Type message (152) and the B-Type message communicator (153) may be associated with a computer system or server system associated with an airline travel operator. In one or more embodiments, the B-Type messages may include other B-Type messages, including a BSM generated for a baggage item being checked in for an impending return flight. The B-Type messages may include other messages indicating the status of the baggage item. The B-Type messages may be retrieved by the server (148) by upload or download operations.

The server (148) may include programming instructions that, when executed, cause the reception of B-Type messages, such as termination BSMs, by the termination B-Type message receiver (158) of the programming modules (149). The termination B-Type message receiver (158) may be a termination BSM receiver. The termination BSM may, for example, be for an airport's transport aircraft and/or baggage handling system where a flight carrying a checked baggage item terminates at a final airport destination. At the final airport destination, the baggage item will leave the airport infrastructure. Termination airport coding in the termination BSM is described with respect to FIG. 14A.

Printed BSM image data

The programming module (149) may include programming instructions that, when executed, cause the image data receiver (402B) to receive image data, as described in more detail with respect to FIG. 4B . The image data is from the passenger's mobile communication device (15). Instead of the mobile communication device, another computing device associated with the passenger may be used. For example, the passenger may email the image data to themselves. Log in to a public computing device and, for example, transmit the image data to a server (148).

Prior to travel, passengers may sign up for baggage handling services using a personal computing device or mobile communication device (15). The system (100) may provide a registration graphical user interface that allows passengers to register for the service. Registration may involve providing biometric information to verify or confirm the user/passenger's identity. The biometric information may be used to unlock passenger-identifiable information stored by the system (100), such as driver's license data and passport information.

The receiver (402B) may include a network interface and may extract passenger information such that the baggage item image may be correlated with a passenger record and/or baggage item record that is linked to the appropriate passenger.

The departure hardcopy baggage tag and/or the text on the printed device include at least a portion of the BSM data. A passenger who checks in and transfers to the airline or airport infrastructure can take an image of the printed BSM data and transmit the printed BSM data as proof that the passenger and baggage items are checked in and boarding the flight for the first segment or the first mode of travel. In one or more embodiments, the passenger can print the departure hardcopy baggage tag at a kiosk. The passenger can take an image of the marker or receipt included at the end of the departure hardcopy baggage tag or included in the boarding pass jacket or folder and/or the departure baggage tag printed from the kiosk. In one or more embodiments, the marker or receipt can be texted or emailed to the passenger. The passenger can provide such information (i.e., text, email, or image data) to the system (100) to capture or recognize the printed BSM data, such as the IATA license plate number. As used herein, the terms “IATA license plate number” and “IATA license plate” may be used interchangeably.

In one or more embodiments, the image may initiate the creation of a baggage claim record in a baggage claim for a particular passenger.

For example, a passenger can upload a photo of an IATA bag tag, which may also contain a 10-digit number plate, to the BSM. This provides a link between the passenger and the baggage item via the 10-digit number plate. The BSM also includes a PNR number, which provides access to the passenger's return flight information. The PNR number may be a Super PNR number and may provide information about accommodations, rental cars, and other travel information.

The BSM can be used to obtain a PNR number. The PNR number can then be used to obtain and verify passenger itinerary information to dispatch baggage items from the destination to the correct accommodation provider. Furthermore, merged data from passengers and BSMs from airline travel agents can be used to verify baggage items and delivery instructions without the passenger's presence, using electronic BSMs and hardcopy departure baggage tags.

As described in more detail with reference to FIGS. 2A, 3B, and 3C, the departure hardcopy baggage tag may also include a PNR number and the passenger's name. The printed text in the image may be converted into searchable machine-encoded text. For example, information from the passenger in the image and information from the BSM may be correlated and verified, and an electronic key may be generated from the departure hardcopy baggage tag that can follow the baggage item around the exterior of the airport infrastructure until the baggage item is checked in for the return flight. When the baggage item is checked in for the return flight, a new IATA number plate is assigned to the baggage item. The LIB (2450) is then updated to link the IATA number plate to the delivery locations and the pickup locations and/or government security locations to the new printed IATA number plate.

Each List MX may have some pre-filled information associated with passengers (arriving clients) expected to arrive on a specific date to continue their journey with the accommodation provider. Each List MX may be associated with a specific accommodation provider, resort, or travel mode. The List MX may also include entries from arriving clients for baggage delivery to their home addresses or other designated addresses.

Security Screening Assistance Trigger - Next Travel Mode

A termination B-Type message with passenger name matching can be used to trigger the Security Screening Integration Assistance System (190) (Fig. 16) to facilitate or bypass security screening for the next travel mode of transportation.

The inventors determined that the IATA number plate, which is captured for use as a linking key to airline information about a passenger's return and to build a baggage item manifest record, could also be used to access previously captured security images and data by security screening devices used to clear baggage items for boarding an aircraft.

After check-in and transfer, baggage items are routed through an automated conveyor system of the first security screening machine system (FSSMS) (40) in the baggage handling area before being loaded onto the aircraft's cargo racks. The initial screening process may be performed by large X-ray machines, as described in more detail in FIG. 16. These machines are designed to detect a range of materials, including explosives and other contraband. Baggage is screened using a dual-energy X-ray system that allows security personnel to distinguish between organic and inorganic materials based on their atomic numbers. This aids in identifying potentially hazardous materials. If the X-ray scan reveals anything suspicious, the bag is diverted for further screening. This typically involves a physical inspection by trained security personnel, but may also involve the use of more advanced scanning technologies, such as Computed Tomography (CT) scanners (i.e., CT scan machines (45, 50)), which can provide more detailed 3D images of the bag's contents. In some cases, explosive trace detection (ETD) machines may also be used. These machines can detect traces of explosives on the exterior of the bag or on items inside the bag. In one or more embodiments, screening may involve sampling the bag or items and then analyzing the sample for any explosive residue.

Security images, such as 3D images, are stored in non-transitory, tangible memory (113) for security screening images and data. The FSSMS (40) may be performed by or for the Transportation Security Administration (TSA) or another authorized contractor. However, the items permitted for checked baggage may differ from those permitted onboard cruise ships, at resorts, or in some countries.

The government agency that regulates security screening for airlines is the Transportation Security Administration (TSA) of the U.S. Department of Homeland Security (DHS). Meanwhile, screening processes for cruise ships may be regulated by the Coast Guard or Customs and Border Protection (CBP) of DHS. DHS may allow cruise lines to have additional rules, provided they meet minimum government regulations. TSA may also regulate baggage screening for trains and bus operators on rail systems.

As a non-limiting example, the security screening integration assistant (SSIA) system (190) described in connection with FIG. 16 may be used to assist in bypassing security screening independently performed by a cruise ship, train station, bus station, resort, or lodging establishment, wherein the secure hold of baggage items from the cargo hold of a transport aircraft may be diverted to a trusted hold handler to maintain the security integrity of the baggage items for the next mode of travel. This may reduce processing by security screening lines at the cruise ship, train station, bus station, resort, or lodging establishment. More importantly, reducing the processing of previously screened baggage items remaining in trusted hold may limit the need to change security screening algorithms to speed up processing lines or reduce the efficiency of security screening due to long lines that cause passengers to miss their connecting flights or make other travel arrangements to clear customs.

The security screening trigger generator (170) can identify baggage items that need to pass security screening for the next travel mode of transportation, for example, based on matches between passengers on the list and the exiting BSM. The security screening trigger generator (170) can generate a trigger that prompts the processing of image and data files from the outgoing aircraft's FSSMS (40), for example, before the baggage items are unloaded from the aircraft cargo hold. This can save valuable machine resources by eliminating the need to unnecessarily re-photograph baggage items that already have TSA-quality images that contain useful information about the next travel mode of transportation.

The system (100) may be configured to build a baggage manifest (121 ¹ ... 121 ^x ) for each lodging provider based on information from the passenger correlated with the received exit BSM associated with the travel information system (108). The baggage manifest (121 ¹ ... 121 ^x ) may identify handling and delivery instructions for baggage items arriving at a travel provider, such as an airline travel provider, or at a destination point to be picked up and delivered to a lodging provider (126) ( FIG. 1B ), such as a cruise ship, hotel, or resort. The baggage manifest (121 ¹ ... 121 ^x ) may identify handling and delivery instructions for the round-trip experience of the baggage items, including any security clearance locations authorized by government agencies (i.e., Customs and Border Protection or Coast Guard) or business entities. The baggage manifest record may indicate baggage fees, or baggage fee waivers, associated with the carrier for the designated return flight. The baggage item list may include a LIB (2450) for each baggage item for a particular travel mode of transportation or a general list for home addresses or designated address deliveries.

Airport Exit B-Type Message Processing

The system (100) may include a non-transitory, tangible memory device (162) for storing received B-Type messages (i.e., terminating BSMs). The programming modules (149) may include a B-Type message receiver (158) and a B-Type message processing module (160). Each received B-Type message may be processed by the B-Type message processing module (160). The B-Type message processing module (160) may include programming instructions that, when executed, cause a B-Type message sorter (164) to sort the B-Type messages to isolate terminating BSMs. The sorting may include sorting by one or more of a terminating location or airport location code, a date, an arrival time, or a travel operator. This may set up a resource schedule for handling baggage volumes so that the travel itinerary experience of the baggage item is scheduled and accurate according to the electronic brain of the baggage item.

The B-Type message processing module (160) may include one or more message sorters (164). The message sorter (164) may sort B-Type messages to locate those B-Type messages having matching IATA license plates that are set to terminate at the termination airport for use by the system (100) for baggage handling and delivery and/or security clearance processing, building baggage lists of baggage items of passengers terminating at the termination airport at any given date or time.

In one or more embodiments, baggage items exiting the airport may be required to undergo security screening, such as for border control. In another example, baggage items exiting the airport may be required to undergo security screening at a lodging facility or other travel transportation facility.

The processing of terminating BSM or B-Type messages is described in more detail with reference to FIG. 14a. Like BSMs, B-Type messages may include a baggage source indicator indicating a terminating BSM or a non-terminating BSM. A non-terminating BSM or B-Type message may be one of local, switched, or remote, as described with reference to FIG. 14a.

The system (100) may, for example, filter B-Type messages related to passengers expected to arrive on a specific date. However, if a passenger has made reservation changes to arrive earlier than originally intended, the image of the departure hardcopy baggage tag may alert the system (100) of this change when processing the exit B-Type messages by the B-Type message processing module (160). The list MX may not have been updated with new arrival information in time for processing. The system (100) may be configured to create baggage item list records and even update the lists with outdated or incomplete information in the list MX from accommodations, return trips, or other travel transportation.

As a non-limiting example, the system (100) may include programming modules (149) that may include programming instructions that, when executed, may be configured to receive B-Type messages from each airport and initiate sorting and matching of the received B-Type messages according to the airport's schedule and operating hours.

The B-Type message processing module (160) may include programming instructions that, when executed, cause the B-Type message matcher (166) to match the PN (passenger's name) in the terminating BSM to the name of the arriving client in the list file. The passenger information in the B-Type message may be matched to preloaded information in each of the list MXs for accommodations, return trips, or travel transportation. For example, some luggage items may need to be delivered to a train station, bus station, or home.

The termination BSM includes various travel data of the first travel mode operator for checked baggage items on the aircraft. The list MX may have partial data. Accordingly, in one or more embodiments, the matching by the B-Type message matcher (166) may include programming instructions that, when executed, may cause the passenger's name in the received BSM to be matched with the passenger's name in a list for a second travel mode different from the first travel mode. The second travel mode may be local to the airport associated with the airport code. The list may be any list, including a home delivery list, a security list, a lodging provider list, or a list of different transportation modes.

In one or more embodiments, the matching by the B-Type message matcher (166) may include programming instructions that, when executed, cause at least one processor to match a passenger name record (PNR) number in the received BSM with a PNR number in a list for a second travel mode different from the first travel mode. The second travel mode may be local to an airport associated with the airport code.

In one or more embodiments, the matching by the B-Type Message Matcher (166) may include programming instructions that, when executed, cause at least one processor to match airline information and a passenger's flight number in the received BSM with airline information and a flight number in a list for a second travel mode different from the first travel mode. The second travel mode may be local to an airport associated with the airport code.

The system (100) can build a baggage list (121 ¹ ... 121 ^x ) to handle baggage items of arriving clients (i.e., passengers), so that baggage items can travel independently and/or in parallel with the passengers. The system can also build a master list for passengers, as described in connection with FIG. 6 , so that they know when their accommodations will be ready or if there are any reservation changes.

The data in the baggage manifest (121 ¹ ... 121 ^x ) may be based on converted text from text captured by the passenger on the departure hardcopy bag tag or on a printed device (i.e., a marker or bingo marker) having at least some of the information about the departure hardcopy bag tag.

The B-Type message processing module (160) may include programming instructions that, when executed, cause the B-Type message data extractor (168) to extract baggage identifying information (LII) from the B-Type message and merge the data into a baggage manifest (121 ¹ ... 121 ^x ). As a non-limiting example, the manifest MX may indicate the next travel mode or the next travel transportation. For example, the manifest MX may be for ABC Cruise Lines. The extracted data may include any missing baggage item data required by the baggage manifest. For example, the extracted information may include an IATA license plate number, a passenger name, an airline, a flight number, and/or a passenger name record number.

Accordingly, once a match is detected, the IATA license plate and/or passenger name can be extracted from the termination B-Type message. Furthermore, once a match is found, a trigger can be transmitted to a security screening integration assistant (SSIA) system (190) (FIG. 16) via a security screening trigger generator (170) using wired or wireless communication protocols. The trigger generator (170) may include programming instructions that, when executed, transmit, for example, an IATA license plate (IATA-LP) (171) and/or a passenger's name (PN) (172) and/or a PNR number (173) associated with the baggage item to be screened to the SSIA system (190) (FIG. 16). This may be based on the ordering of the termination B-Type messages.

In one or more embodiments, a security screening integration assistant (SSIA) process is triggered within at least one of the at least one processor based on matching the passenger name or other travel data in the airline's B-Type message with the passenger name in the flight manifest. This process may be performed within the system (100) or by a remote system (190). The SSIA process may include accessing and assembling security screening images and related data captured during the first travel mode security screening using the IATA license plate number and communicating the assembled security screening images and related data to an integrated security screening station.

In one or more embodiments, a security screening integration assistant (SSIA) process is triggered within at least one of the at least one processor based on matching travel data in an airline's B-Type message with available passenger information in the list MX of the second travel mode. This process may be performed within the system (100) or by a remote system (190). The SSIA process may include accessing and assembling security screening images and associated data captured during the first travel mode security screening using an IATA license plate number and communicating the assembled security screening images and associated data to an integrated security screening station.

Analysis by ISSS (2670) (Fig. 26a) may utilize shared image files and secure data from the memory (113) of the first security screening machine system (FSSMS) (40). However, the system (100) may, for example, utilize data from an exit BSM containing an IATA license plate, a PNR number, and/or a passenger's name to access the secure images and data files in the memory (113) without having to access any additional PII. The system (100) may utilize data from at least one image of an outbound hardcopy baggage tag or printed device having a portion of the information from the BSM to obtain the PNR number and the passenger's name and/or IATA license plate to access the shared secure image files without having to access any additional PII.

Data for the markers may be updated with information associated with the pass or fail indicators of the security screening analysis described in FIGS. 26A and 26B . The markers may include room numbers, floor or level numbers, etc. for the transfer of baggage items within the accommodation facility. The markers are described in connection with FIG. 15 . The markers may be generated by the marker generator (412) of FIG. 4A , FIG. 4B , or FIG. 4C . As described herein, markers MK may be printed for baggage handling, sorting, and transportation. For example, printing of the markers may be triggered based on security clearance status, reservation data updates, etc.

The programming modules (149) may include programming instructions that, when executed, cause the PNR number matcher (176) to match PNR numbers and cause the PNR data verifier (180) to verify the accessed PNR data. Based on the PNR number in the B-Type message and the PNR number in the image data, the PNR numbers may be matched by the PNR number matcher (176). Once a match is made, the PNR number may be added to the baggage item record. However, the PNR data may be needed to determine travel information for the next travel segment for the baggage item. For example, the data in the PNR (112) (FIG. 1B) may include data related to lodging establishments, car rentals, air travel operators, and the like. In one or more embodiments, the programming modules may obtain the PNR data from the PNR (112) (FIG. 1B). The PNR data validator (180) can validate PNR data from the PNR (112) (Fig. 1b) for the next travel segment and generate a digital baggage item record for the baggage item list.

Typically, airlines update PNRs (112) whenever there is a change. Therefore, PNR data can be updated while a passenger is on a cruise or participating in a travel experience. Passengers can obtain these changes (i.e., updates) during their trip. However, baggage manifests may need to periodically verify any stored PNR data against baggage item records, ensuring that baggage items arrive at the required location on time with little or no interaction from the baggage owner. The term "verification" may include obtaining updates to PNR data.

In one or more embodiments, the system (100) may include a list MX from a lodging provider containing passenger information regarding the passenger's expected arrival. In real-time operations, with thousands of passengers traveling globally on any given day, schedules change. As previously mentioned, passengers know where they are going, but their luggage items do not. Changes or delays can result in misplaced, delayed, or lost luggage items, which can diminish the overall travel experience of the luggage item. The travel experience of a luggage item can directly impact the travel experience of its owner.

The programming modules (149) may include programming instructions that, when executed, cause the baggage item manifest record generator (185) to generate a baggage item manifest record for entry in a corresponding baggage manifest (121 ¹ ... 121 ^x ). The digital baggage item record and/or the simulated B-Type message may be entered into the baggage item record and may also be loaded from the baggage item manifest 121 ¹ ... 121 ^x for a travel agent or a specific accommodation provider for the next travel segment. In one or more embodiments, the digital baggage item manifest record may be "PENDING" until the baggage item is unloaded from an airline travel agent's aircraft and the barcode of the IATA bag tag on the departure hardcopy bag tag is scanned by an acquisition device of the system (100). This may register the arrival of the baggage item in the system (100). The system (100) may be used outside of an airport computing infrastructure in one or more embodiments. In one or more embodiments, the system (100) may overlap with the airport computing infrastructure, but may also extend access to baggage data to off-site computing systems for use by accommodation providers, for example, for other modes of transportation using IATA license plate numbers.

In one or more embodiments, it may be necessary to match passenger names from any number of lists based on the termination B-Type message to build a baggage item list record, such as for home delivery, security screening, or security screening with a transition travel mode. The home delivery list may, for example, contain a list of registered passengers who have scheduled delivery of their baggage item(s) to their home address or another designated address.

FIG. 1d illustrates a block diagram of a system (100) for generating at least one baggage manifest triggered by a non-terminated B-Type message according to an embodiment. A non-terminated B-Type message is a B-Type message that includes an IATA license plate number, a passenger's name, and/or a passenger name record (PNR) number. A non-terminated B-Type message may be ordered by a baggage source indicator, multiple baggage source indicators, or all baggage source indicators. Since FIG. 1d is similar to FIG. 1a, only the differences will be described in detail.

Non-terminating B-Type message processing

In FIG. 1d, a non-terminating B-Type message receiver (158') is provided. As a non-limiting example, the system (100) may include programming modules (149) configured to receive B-Type messages from an airport and initiate sorting and matching of the non-terminating B-Type messages according to the airport's schedule and operating hours. As described with respect to FIG. 26b, the first-mode travel operator (104) may be an air travel operator for flights departing from another country.

While this description applies to "non-terminating B-Type messages" when applied to airline or airport infrastructure, in one or more embodiments, the non-terminating message receiver (158') may be overridden or controlled by all B-Type message receivers. In this manner, the B-Type message receiver (158') may receive all B-Type messages, for example, to sort all passengers against a flight list for security screening processing.

In one or more embodiments, it may be necessary to match passenger names from any number of lists based on any type of B-Type message to build a baggage item list record.

For example, for such transport aircraft departing from outside the country and landing at an airport that matches the airport code of the first border crossing, the system (100) may receive the entire flight manifest (151) and non-terminated B-Type messages. The terminated B-Type messages are received and processed in FIG. 1A. For example, such messages arriving at an airport that also requires customs security clearance are matched by comparing the passenger names in the flight manifest with the aligned B-Type messages. Thus, once a match is detected and the IATA license plate number and passenger name and/or PNR number are extracted from the non-terminated B-Type message, a trigger may be transmitted to the security screening integration assistant (SSIA) system (190) (FIG. 16) via the security screening trigger generator (170). The trigger generator (170) may include programming instructions that, when executed, transmit an IATA license plate number and/or a passenger's name and/or a PNR number associated with a baggage item to be screened, for example, to an SSIA system (190).

The B-Type message processing module (160') may include programming instructions that, when executed, cause the message sorter (164') to sort for a non-terminating airport to build baggage lists for baggage items to be processed through customs at the non-terminating airport. In one or more embodiments, such lists may be security secondary processing lists. In other words, some of the baggage items are not handled by systems (100) outside the airport infrastructure.

In other embodiments, passenger names matching List MX may also be added to another list. For example, depending on the departure of the flight, baggage items may need to be processed through a first security station using a non-terminating B-Type message at a first airport location, and then through a second security station using a terminating B-Type message at a second airport location.

The B-Type message processing module (160') may include programming instructions that, when executed, cause the B-Type message matcher (166') to match the passenger name in the non-terminating B-Type to the name of the arriving client (i.e., registered passenger) in the general list file. The passenger information in the B-Type message may be matched to pre-loaded information in each of the list MXs for the accommodation provider or travel mode. A non-terminating B-Type message, such as a non-terminating BSM, is described with respect to FIG. 14A.

The B-Type message processing module (160') may include programming instructions that, when executed, cause the B-Type message data extractor (168') to extract information from a non-terminated B-Type message and merge the data into a baggage manifest (121 ¹ ... 121 ^x ) and/or baggage item manifest record.

As described with respect to FIG. 26b, a non-terminating B-Type message may initiate the LIB Item List Record Generator (185) prior to a terminating B-Type message. However, due to delays or changes occurring in the air travel industry, the LIB (2450) (FIG. 24) may be updated with new LIB data based on information in a terminating B-Type message, such as a terminating BSM.

For example, each change may produce a new PNR number with new flight or travel information.

As illustrated in Figure 1b, the first travel segment may be on an airplane. However, baggage items may have been picked up from a train station, bus station, hotel, etc. by system (100) staff or other baggage handlers before being scanned for registration at the accommodation facility according to the baggage manifest. At the accommodation facility, the baggage items then begin the next travel segment. This may be a cruise ship or resort.

Non-terminating B-Type message processing

FIG. 1E illustrates a block diagram of a system for recovering irregular baggage items based on one or more B-Type messages according to an embodiment. In FIG. 1E, a B-Type or baggage information message receiver (158") is provided. As a non-limiting example, the system (100) may include programming modules (149) configured to receive B-Type or baggage information messages from one or more airports and perform sorting and matching of the B-Type messages according to reference indicators representing irregular shipments checked in baggage items. The irregular shipments may cause delays in the arrival of baggage items or may indicate lost or missing baggage items.

A B-Type or Baggage Information Message Receiver (158") receives B-Type or Baggage Information Messages for passengers having an departing airline BSM on the flight manifest, receives subsequent B-Type messages as baggage items for these passengers, interacts with the baggage handling system (63), and then sorts the reference indicators representing the irregular baggage items in the B-Type messages. The server can receive the flight manifest.

In one or more embodiments, the B-Type or Baggage Information Message receiver (158") may receive B-Type or Baggage Information Messages for passengers having an outgoing carrier BSM in List MX from a hotel, lodging establishment or resort or flight list, receive subsequent B-Type or Baggage Information Messages as checked baggage items for these passengers, interact with the baggage handling system (63) and then sort for reference indicators in the B-Type or Baggage Information Messages representing irregular baggage items. List MX may identify a passenger's reservation including an address for delivery of baggage items, reservation date and reservation duration.

In one or more embodiments, it may be necessary to create a master list or flight list is used to match passenger names from the list based on B-Type or Baggage Information Messages and sort against reference indicators representing non-routine shipments being traveled to build an irregular baggage item list record.

In one or more embodiments, the B-Type or Baggage Information Message receiver (158") may receive B-Type or Baggage Information Messages for passengers having an outgoing airline BSM of a flight manifest or List MX from a hotel, lodging establishment or resort, receive subsequent B-Type or Baggage Information Messages as baggage items for these passengers, interact with the baggage handling system (63) and then sort for reference indicators in the B-Type or Baggage Information Messages representing the irregular baggage items. The List MX may identify the passenger's reservation including the address for delivery of the baggage items, the reservation date and the reservation duration.

If one or more reference indicators in one or more B-Type or baggage information messages representing an anomalous baggage item are detected, the reference indicator information and the B-Type or baggage information message information may be transmitted to a baggage item recovery manager (182). As described in more detail with respect to FIGS. 37A and 37B and FIG. 38 , the baggage item recovery manager (182) processes the reference indicator information and the B-Type or baggage information message information so that the baggage item can be recovered or found by a baggage item finder (184).

The B-Type or Baggage Information Message Processing Module (160") may include programming instructions that, when executed, may cause the Message Sorter (164") to sort reference indicators representing non-routine shipments of baggage items.

The B-Type or Baggage Information Message Processing Module (160") may include programming instructions that, when executed, cause the B-Type Message Matcher (166') to match a passenger's name in a B-Type or Baggage Information Message to a passenger's name in a List MX or a flight list. The passenger information in the B-Type or Baggage Information Message may be matched to preloaded information in each one of the List MXs for the accommodation provider or the travel mode.

The B-Type or Baggage Information Message Processing Module (160") may include programming instructions that, when executed, cause the B-Type or Baggage Information Message Data Extractor (168") to extract information from the B-Type or Baggage Information Message and merge that data into the Irregular Baggage Manifest (119 ¹ ... 119 ^x ) and/or Baggage Item Manifest record. Due to delays or changes occurring in the air travel industry, the LIB (2450) (FIG. 24) or Irregular Baggage Manifest (119 ¹ ... 119 ^x ) may be updated with new LIB data based on information from the terminating BSM.

For example, changes in baggage items or passenger transportation may generate a new PNR number with new flight or journey information. New flight or journey information in a B-Type or Baggage Information message may trigger new routine transmissions for baggage items to locate, locate, and recover irregular baggage items.

The programming modules (149) may include programming instructions that, when executed, cause the irregular baggage item list record generator (185') to generate an irregular baggage item list record for entry in the corresponding irregular baggage list (119 ¹ ... 119 ^x ).

Return section bag tag information

In one or more embodiments, using outbound airline bag tags for check-in on the return leg of the journey allows for the ability to address key deficiencies in current remote check-in processes. Focusing on cruise line check-in centers around valet tags, which allow cruise lines to check in passengers for flights that require scanning boarding passes and valet tags onboard, along with the entire check-in process performed by overworked onboard staff under severe time constraints at sea. The check-in process is difficult and unreliable, requiring the creation of hybrid airline check-in functions that allow this process to occur onboard ships. Other issues include extended airline check-in windows to 48 hours to allow for more time to handle operations and other attempts to address shipboard workload. This is addressed in the patent for a one-page document, which allows for a faster process of printing and serving documents for all passengers checking in from the ship, delivering valet tags and boarding documents to each passenger's room. All of these obstacles limit product volume and financial success. The current systems and methods disclosed herein eliminate the need for ship staff and the arbitrary transfer of documents to each passenger's room. Using a technology-lite or B-Type message check-in process with departure bag tags (formerly known as "trash") allows for a seamless check-in process on ships because bags are already marked with searchable data, allowing users to access the airline check-in process. This seamless baggage process would allow already tagged bags to flow through the process with an identifier that allows information to flow to airline check-in. The original IATA bag tag scan not only allows other remote operations at hotels, resorts, and other locations with limited technology, workstation printers, and space, but also allows for a seamless, cost-effective system and financially sustainable process across the entire network for remote check-in.

Departure route travel experience

FIG. 1B illustrates a block diagram of a system (100) for checking in passengers for return journey segments according to an embodiment. In one or more embodiments, the system (100) may be used to check in passengers for return journeys or to activate a LIB (2450) for arriving baggage items.

Figure 1b provides an exemplary travel itinerary of baggage items along multiple travel segments to accommodations or to the next travel mode.

The system (100) is represented between lines A-A and B-B. The system (100) can communicate with a travel information system (108) of a first-mode travel operator (104), a travel information system (110) of an optional intermediate travel operator (106), and/or a travel information system (128) of a lodging provider (126). In the embodiments described herein, the lodging provider (126) is a cruise ship. The travel information systems (108, 110, and 128) can include, for example, a web-based server connected to the Internet. One or more components of the system (100) are located locally to a DP (107), whose destination point is also local to the lodging provider. In one or more embodiments, the lodging provider (126) can be a resort destination or a hotel.

The first-mode travel operator (104) may be one of an airline operator, a bus operator, or a train operator. However, for the purposes of this discussion, examples will be described with the first-mode travel operator being an airline operator. The optional intermediate travel operator (106) may be one of an airline operator, a bus operator, or a train operator.

A travel itinerary (140), represented as dashed lines, represents the path of a passenger and passenger baggage (138) from a point of origin (i.e., home (102)) to a point of lodging or embarkation at a lodging provider (126) via segment L4, segment L1, L2, and L3. Segment L1 is a travel route that is a journey from home (102) to a first-mode travel provider (104). Segment L2 is a travel route that is a journey using the first-mode travel provider (104) to a DP (107) or to an optional segment L3 associated with an intermediate travel provider (106). Optional segment L3 is a travel route that is a journey to a DP (107) using an intermediate travel provider (106). For example, a passenger may end his or her travel route at the end of segment L2 and board a different travel provider or flight to begin his or her journey to the DP (107) along segment L3. Additionally, it should be noted that the travel route of segment L3 may include one or more intermediate travel operators. In some cases, the passenger's itinerary may have zero (0) intermediate travel operators, such as a direct flight to the destination point DP along the travel route (140) or a direct travel itinerary.

Return Route Travel Experience

Figure 1c illustrates a block diagram of a system (100) for checking in passenger baggage for return journey segments after leaving a lodging facility according to an embodiment. The system of Figure 1c is the same system (100) as that of Figure 1b. However, the components of the system (100) may be distributed to different off-airport locations to obtain OP-BTI.

According to one or more embodiments, the return itinerary may include travel segments L2' and L1' after leaving the lodging facility on L4'. The return itinerary may include, for example, L3', L2', and L1'. In one or more embodiments, the passenger itinerary may include a temporary accommodation reservation after L2' and before starting the journey L1'. As can be appreciated, there are many possible travel modes and accommodation stays for the passenger travel experience.

For return journeys, the printed baggage tag (142') may be used for at least one of tracking, locating, and information gathering in other travel modes prior to baggage check-in for the return flight. In one or more embodiments, baggage items may not be secured from the passenger for some travel modes. In some cases, the passenger may travel bag-free using other travel modes.

According to one or more embodiments, the system (100) may be integrated with or connected to system (2700) (FIG. 27) and/or system (3100) (FIG. 31) to release baggage items from passengers for other travel modes to be checked in for a return flight within a prescribed check-in window, print a return flight bag tag for placement on the baggage item, and transfer the baggage item to the custody of the airline operator. In one or more embodiments, the system (100) may be integrated with or connected to system (2700) and/or system (3100).

According to one or more embodiments, the system (100, 2700, and/or 3100) may cause a printer associated with an airline carrier or an airline carrier kiosk to print a return flight IATA compatible bag tag for the return flight in conjunction with the airline travel agent. In one or more embodiments, the system (100, 2700, and/or 3100) may include a printing device that prints an IATA bag tag for the return flight to replace the outbound hardcopy bag tag with the return flight IATA bag tag.

In one or more embodiments, the printed IATA bag tag number on the return flight IATA bag tag may be recycled for use as a recycled unique identifier at off-airport locations and temporary accommodation providers during these portions of the return route after the baggage items have been unloaded from the airline operator and picked up from the airline or airport infrastructure. The return flight IATA bag tag on the return route is a non-discarded machine-readable bag tag for any other travel modes and accommodation providers, including temporary accommodation providers, after the baggage has completed its return route on the airline travel operator.

The destination point DP (107) is local to the departure point of the lodging provider (126). The system (100) or one or more components of the system may be controlled and managed by a third-party service provider independent of any travel providers. The system (100) may be controlled and managed by a travel provider local to the destination point DP (107). The travel provider local to the destination point DP (107) may be an airline, train, bus, cruise ship, or a combination thereof. The acquisition devices described herein may be distributed to non-airport locations to locate and track baggage items, as in alternative travel modes.

In some cases, the travel routes by the first-mode travel operator and the travel routes of the optional intermediate travel operator (106) may be reversed, such that the travel route by the passenger on segment L2 may be by the intermediate travel operator (106), and the travel route by the passenger on segment L3 to DP (107) may use the first-mode travel operator.

A component of the system (100) may include a scanner (116) for scanning a bag tag (BT) (142). An exemplary BT (142) from an airline operator will be described in more detail with reference to FIG. 2A. The BT (142) is an original paper bag tag (OP-BT) having an original bag tag identifier (O-BTI) (114), such as from a first-mode travel operator (104) of a first travel segment. The O-BTI (114) may be stored in a database by the first-mode travel operator (104).

In one or more embodiments, a passenger with a mobile communication device (15) may capture an image of a BT (142). In one example, the BT (142) may be printed by a kiosk at the airport and placed on a baggage item by the passenger.

In one or more embodiments, a passenger with a mobile communication device (15) may capture an image of a printed device having at least a portion of passenger information on a departure hardcopy baggage tag. As a non-limiting example, the printed device may be a printed baggage tag at home. In other examples, the printed device may be a conventional airline tag marker (212) as described with respect to FIG. 2B. As a non-limiting example, the printed device may be other printed documents having passenger/airline information that may be used to extract a passenger name record (PNR) number directly from the device or to access a PNR number from memory operably accessible by a computer system associated with the airline operator, the airline operator being the source of the printed text to be printed and the layout of the departure hardcopy baggage tag to be printed and/or the printed device having at least a portion of the text to be printed on the departure hardcopy baggage tag.

In one or more embodiments, components of the system (100) may also include a radio-frequency identification (RFID) reader or a near field communication (NFC) identification reader, both of which are referred to herein as RFID-R (150) and are indicated by a dashed box to indicate that they are optional. The RFID reader receives electromagnetic fields to automatically identify and track tags. In some cases, passenger baggage (138) may use RFID tags or near field communication (NFC) compatible tags that produce a 10-digit license plate or equivalent identifier. However, most baggage currently still uses printed or paper bag tags as the primary means of identifying pieces of passenger baggage (138).

In one or more embodiments, passenger baggage (138) may include a radio-frequency communication device, such as a Global Positioning System (GPS) tracker, a Global System for Mobile Communications (GSM) tracker, a GSM-5G tracker, a WIFI-enabled communication device, a BLUETOOTH Low Energy (BLE) device, a BLUETOOTH-enabled communication device, a short-range RF communication device, and a long-range communication device using compatible wireless communication protocols.

The term "passenger baggage" (138) may include one or more baggage items. The one or more baggage items may include a first baggage item. In some cases, only the BT (142) of the first baggage item may need to be scanned to digitally regenerate the passenger's bag number.

The stored digital O-BTI (114) can be converted to a format compatible with the International Air Transport Association (IATA) bag tag code and other standardized formats of the carrier. For example, an airline bag tag may include an IATA code, which includes a three-character alphanumeric geocode designating airports and metropolitan areas. The IATA code is also known as an IATA location identifier. IATA also publishes industry standard rules for creating bag tags for the airline industry. The printed BT (142) may include a 10-digit license plate and a corresponding barcode, as illustrated in FIG. 2A. The O-BTI (114) may include information for generating the IATA geocode, the original airline flight information, the 10-digit license plate, and other BT information printed on the BT (142), as illustrated in FIG. 2A. The BT (142) may use license plates used by other travel operators.

Components of the system (100) may include a photographing device (118) for capturing an image of passenger baggage (138). Components of the system (100) may include an optional printing device (120) configured to print a marker MK (136) on a substrate. An exemplary MK (136) is described with reference to FIG. 15 .

Components of the system (100) may include a computing device (122), as described in more detail with respect to FIG. 7. The computing device (122) may communicate with the scanner (116), the photographing device (118), and the printing device (120) via wireless communication, as indicated by reference numeral 130. In one or more embodiments, the computing device (122) may communicate with the scanner (116), the photographing device (118), and/or the printing device (120) using wired communication protocols. The printing device (120) may be a laser printer, an inkjet printer, or other printer device.

It should be understood from this disclosure that the system of this specification accommodates a wide range of possible outcomes experienced by various passengers. The need for MK (136) arises because some baggage arriving at a destination may not include the original printed bag tag or airline marker, both of which may include an IATA barcode. In such situations, the system will need to provide a marker to temporarily tag the baggage.

Additionally, MK (136) may be used for these baggage items that are processed through an integrated security screening station as described in FIG. 26a in one or more embodiments.

In one or more embodiments, a baggage item may be provided to a wireless tracking device (175). As a non-limiting example, the wireless tracking device (175) may be a tracking device that may include accelerometers (ACC), gyroscopes, a Global Positioning System (GPS), and/or an Inertial Navigation Unit (INU) to determine its own location, which location may be transmitted from a computing device (i.e., server (148)) of the system (100). The wireless tracking device (175) may have a unique identifier, such as a registered serial number, a media access control (MAC) address, or other assigned unique identifier, an extended B-Type message, another B-Type message, and/or a list of one or more of the following: accommodation provider, mode of transportation, or other list stored in the LIB (2450). The wireless tracker device (175) may also be programmed with a unique identifier of the passenger and/or baggage item, such as the passenger's name, PNR number, Super PNR number, IATA license plate number, portions of data from a B-Type message, or any combination thereof. In embodiments, the wireless tracker device (175) may be a temporary or mobile tracker.

The wireless tracking device (175) may be an AIRTAG by APPLE Inc., a Global Positioning System (GPS) tracker, a Global System for Mobile Communications (GSM) tracker, a GSM-5G tracker, a WIFI-enabled communication device, a BLUETOOTH Low Energy (BLE) device, a BLUETOOTH-enabled communication device, a short-range RF communication device, or a long-range communication device using compatible wireless communication protocols.

For short-range communication devices, such as, without limitation, Wi-Fi-enabled communication devices, BLUETOOTH Low Energy (BLE) devices, and BLUETOOTH-enabled communication devices, the system (100) may include remote network devices (127) at the lodging establishment (126). In one or more embodiments, the remote network devices (127) may be those of the lodging establishment (126) and may be used by the system (100) to convey location data by the wireless tracking device (175). Alternatively or in addition, some of the remote network devices (127) may be owned by the system (100) and others may be owned by the lodging establishment (126).

In one or more embodiments, a wireless tracking device (175) may be temporarily assigned to a baggage item. For example, the wireless tracking device (175) may be configured to communicate within a designated area, such as D10, within the cruise ship and within nearby surrounding areas, such as a dockside. Once the baggage item is released and checked in for a return flight, for example, or at some other time, the wireless tracking device (175) may be removed and reassigned to another baggage item for the next cruise on the cruise ship.

For example, a cruise ship area (i.e., designated area D10) may include a cruise ship and a 100-foot diameter surrounding the cruise ship. The cruise ship area (i.e., designated area D10) may have receivers or network communication devices that receive signals from a wireless tracking device (175). The diameter may be 10 to 50 feet, 10 to 75 feet, or 10 to 100 feet. The diameter may be up to 200 feet, up to 300 feet, up to 500 feet, or up to 1000 feet surrounding the cruise ship.

Without limitation, long-range communication devices, such as AIRTAG, Global Positioning System (GPS) trackers, Global System for Mobile Communications (GSM) trackers, and GSM-5G trackers by APPLE Inc., may communicate with cellular, satellite, and GSM communication service providers. The location signals may be transmitted to a server (148) or other designated computing device for access by and/or storage in the LIB (2450). In one or more embodiments, the long-range communication devices may also be configured to communicate using short-range communication protocols. In such a case, the wireless tracking device (175) may communicate in the designated area D10 using short-range communication protocols or long-range communication protocols using remote network devices (127).

The wireless tracking device (175) can be used to track its location while traveling in any travel mode or subsequent travel modes using long-range or short-range communications depending on the configuration of the wireless tracking device (175).

The system can obtain passenger information by scanning a barcode or quick-response (QR) code associated with the original flight's boarding pass. In some cases, the passenger's ticket may include information associated with a 10-digit number plate, which can be retrieved from the passenger and placed on the passenger's luggage without the need to print the MK (136). For example, a passenger may receive a marker with an adhesive backing from an airline agent when checking in their luggage at the airport.

These markers may include a 10-digit number plate or other information. These markers may be used by passengers to identify their baggage, for example, in the event of loss.

The system may include generating an MK (136) having a marker identifier linking a passenger manifest record to a first baggage item when an originating paper bag tag identifier (OP-BTI) associated with or on a printed bag tag of the first baggage item is either damaged or missing, by a printing device in communication with at least one processor; and populating the passenger manifest record with the marker identifier. The marker identifier may be a barcode readable by a barcode scanning device, wherein the marker identifier includes either the OP-BTI or a new passenger tracking identifier.

The computing device (122) can communicate with the scanner (116), the photographing device (118), and/or the printing device (120) using, without limitation, near-field communications (NFC) protocols, such as BLUETOOTH. The computing device (122) can communicate with the scanner (116), the photographing device (118), and/or the printing device (120) using wireless fidelity (WI-FI) communications based on Institute of Electrical and Electronic Engineers (IEEE) 802.11 standards. The computing device (122) can communicate with the scanner (116), the photographing device (118), and/or the printing device (120) using, for example, ZIGBEE wireless technology compatible with IEEE 802.15. The computing device (122) may communicate with the scanner (116), the photographing device (118), and/or the printing device (120) using long-range communication protocols, short-range communication protocols, cellular radio frequency protocols, or other mobile radio frequency protocols.

In other embodiments, the scanner (116) may be a software application stored on the computing device (122) and programmed to interact with a video device or camera device that is integrated into, integrated with, or connected to the computing device (122) via a cable. In one or more embodiments, the computing device (122), the imaging device (118), and the scanner (116) may be a single device, such as a smart phone, tablet, or other video-enabled handheld computing device, hereinafter referred to as a “smart communication device.” In one or more embodiments, the system (100) may include a local computing device or server (148) to communicate with the smart communication device(s) and the travel information systems (108, 110, and/or 128). The local computing device (i.e., the server (148)) communicates with at least one smart communication device and/or travel information system (108, 110, or 128) using wired or wireless communication.

The computing device (122) and/or server (148) may communicate with the mobile communication device (15) or other wired or wireless communication devices.

In one or more embodiments, the computing device (122), the photographing device (118), the scanner (116), and the RFID-R (150) may be a single device, such as a smart phone, tablet, or other video-capable handheld computing device, also referred to hereinafter as a “smart communication device.”

The photographing device (118), scanner (116), and RFID-R (150) may be electronic devices (i.e., acquisition devices) that acquire barcodes or other information associated with an IATA license plate, such as a 10-digit license plate. As should be understood from the present disclosure, the IATA standard uses a 10-digit license plate, but other license plate formats with more or fewer digits may be used. For example, the 10-digit license plate may be acquired by optical character recognition, a computer vision machine learning algorithm, or another artificial intelligence algorithm that can recognize alphanumeric characters and convert the recognized characters into, for example, machine-encoded text.

Acquisition devices may, for example, provide Extended B-Type messages from outside the airport infrastructure to the server (148) of the system (100). However, to the extent that some acquisition devices overlap with the airport infrastructure, such acquisition devices may provide Extended B-Type messages from inside the airport infrastructure to the server (148), for example. As a non-limiting example, an Extended Baggage Processed Message (BPM) may be generated by the acquisition devices, wherein the BPM includes at least a recycled IATA license plate number and a passenger name. The Extended BPM may include a unique identifier and location data of the acquisition device. The Extended BPM may be transmitted to the server (148) associated with the system (100) so that the location data may be updated in the LIB (2450) and/or the Extended B-Type message described in connection with FIGS. 14C-14E. Although the Extended BPM is described, other Extended B-Type messages may be generated by the system (100) and transmitted to the server (148), and these messages may be generated after a baggage item arrives at the DP (107) and also after the recycled IATA number plate of the corresponding baggage item is used. For example, the Extended B-Type may be used to update location data from an acquisition device in the LIB (2450) and/or to trigger the process described herein for the delivery and handling of a baggage item independently of the passenger. In one or more embodiments, the Extended B-Type messages may use IATA compatible coding format structures. Alternatively, the Extended B-Type messages may use a coding format structure that is different from the IATA coding format but conveys similar message structures.

Components of the system (100) may include an optional baggage receiver (124) for transporting received baggage, such as on a conveyor belt. While passenger baggage (138) moves on the conveyor belt, at least one scanner (116) and at least one photographing device (118) may scan or photograph information representing the O-BTI (114). In one or more embodiments, the photographing device (118) may capture images of one or more passenger bags (138). Additionally, the RFID-R (150) may also read an RFID tag or NFC tag placed on the baggage receiver (124). In one or more embodiments, the scanner (116) may scan a QR code-enabled bag tag. RFID, NFC, and QR code-enabled bag tags may include specific personal information or PU. This personal information of the passenger and information in the PNR (112) may be used to verify the personal information. The RFID tag or NFC tag must be compatible with, for example, IATA RP 1740c. The PNR (112) represents a storage location where an airline operator can store its passengers' PNRs. The PNR number (230) is also known as a PNR locator. PNR data can be located using at least the PNR number (230). As a non-limiting example, the PNR data can be stored in a passenger service system (PSS) or an order management system (OMS). However, the location of storage devices for PNR data can change over time. Therefore, the system can use and update PNR access commands according to each airline operator to determine how to navigate the PNR (112). Communication exchanges can include Internet Protocols (IP), Extended Markup Language (XML) standards, and XML messaging.

In other embodiments, the baggage receiver (124) may include a designated pad or surface for placement of a single passenger baggage (138) having a scanner, photographing device (118) and/or an RFID-R (150) proximate the pad to scan the O-BTI (114) and/or capture images of the passenger baggage (138). The scanner (116) and the photographing device (118) may be the same device, but may be operated in one process and in a second optional process to locate and scan a barcode with the O-BTI (114) to locate a portion or side of the body of the passenger baggage (138) and capture baggage identification features. In one or more embodiments, the scanned O-BTI data receiver (402A) may be bypassed if the printed BT (142) is unreadable. In this case, the user can directly input a 10-digit license plate (210), which is then input into the license plate parser (404A) to identify the travel operator and the passenger's baggage number. The scanner (116), the photographing device (118), and the RFID-R (150) can be integrated into the same device, and the RFID-R (150) will read the RFID tag or NFC tag if a printed bag tag is not present to develop personal information for the list.

In the process of capturing baggage features, such as those using computer vision, a determination may be made that the passenger baggage (138) does not contain the original paper bag tag. In such cases, information received from the RFID-R (150) may be used. In some cases, the passenger baggage (138) may have both an RFID tag or NFC tag and the original paper bag tag, since the original paper bag tag may contain information associated with the travel operator for the return leg that is local to the home (102).

According to one or more embodiments, the computing device (122) and/or server (148) of the system (100) may create a communication session with the travel information system (108 or 110) to access the PNR (112) based on the scanned BT (142) to obtain information representing the original O-BTI (114) having an embedded code of the passenger's baggage number, as described later.

According to one or more embodiments, the computing device (122) and/or server (148) of the system (100) may create a communication session with the travel information system (108 or 110) to access a PNR (112) based on an image of the BT (142) to obtain passenger information, including at least a PNR number captured from the BT (142), as described later.

The travel information system (108 or 110) may generate a communication with passenger file data (132) containing the passenger's return segment information while maintaining PII confidentiality in the PNR. The received passenger file data (132) is assembled into a list file (134) or transmitted to the travel information system (128) where the list file (134) is generated. In some cases, the server (148) may generate the list file. One of the computing devices (122) and/or the server (148) may communicate the list file to the travel information system (128) of the lodging provider (126).

The computing device (122) and/or server (148) may merge all passenger file data (132) into a single list file (134) of checked-in passenger baggage and/or passengers. The computing device (122) and/or server (148) will then communicate the list file (134) to a travel information system (128) for the lodging provider (126).

A Departure Control System (DCS) may control the management of the check-in process for an airline travel agent. The travel information system (108 or 110) may include a check-in indicator (144) indicating that a passenger and/or their baggage item(s) are checked in for a trip within a specific window. In one or more embodiments, the travel agent may maintain a check-in database (146) for these passengers and/or their baggage checked in for a trip.

Example 1

An exemplary scenario will now be described in detail. A passenger, ready for a travel itinerary, begins, for example, at a departure point (102) where passenger baggage (138) departs, traveling on segment L1 of a travel itinerary (140). The passenger baggage (138) may travel with the passenger or via a baggage transport service to a first-mode travel operator (104), which begins segment L2 of the journey. Assume that the first-mode travel operator (104) is an airline. At the first-mode travel operator (104), the passenger baggage (138) receives a BT (142), as illustrated in FIG. 2A. The BT (142) includes printed information representing an O-BTI (114) compatible with the International Air Transport Association (IATA) baggage tag format. The BT (142) may be printed on paper or a composite paper at the airline counter by an airline agent, a baggage transport service, or by the passenger at a kiosk. The BT (142), when used, remains on the passenger's baggage (138) while traveling on segment L3 of the trip, as described later. In one or more embodiments, once the BT (142) is printed, the passenger may capture at least one image of the BT (142) and/or the printed device, as described later, and communicate the at least one image to a computing device (122) or server (148).

The passenger's travel itinerary will include a lodging establishment (126). In this example, the lodging establishment (126) is assumed to be a cruise ship. In one or more embodiments, prior to the passenger entering the cruise (i.e., lodging establishment (126)), the BT (142) containing the O-BTI (114) is scanned by a scanner (116) to digitize the printed representation of the O-BTI (114), or is photographed by an imaging device to digitize the passenger's personal information printed on the BT (142). The passenger's personal information may include their unique PNR number. The passenger's personal information may include the passenger's name. The passenger's personal information may include the O-BTI (114) generated by optical character recognition, for example, in a machine-encoded text format.

In various scenarios, a passenger's travel itinerary may include travel segment L2 and travel segment L3. For example, if only a first-mode travel operator is present, then travel segment L3 is omitted. In this case, the first-mode travel operator may offer direct flights to a city or destination that is close to or local to the lodging establishment (126). In other examples, the passenger's travel itinerary may include an intermediate travel operator (106) that provides travel segment L3. For example, the passenger's travel itinerary may include at least one connecting flight or travel segment to a city or destination close to the lodging establishment (126). The connecting travel segment may be denoted as travel segment L3, which begins at the end of segment L2 and ends at DP (107).

FIG. 2A illustrates a partial view of a prior art conventional airline IATA bag tag (200) being printed (i.e., BT 142). The IATA bag tag (200) is one half of a bag tag. The IATA bag tag (200) includes two sides that may be mirror images of each other such that the ends of the IATA bag tag (200) may be attached together. In the illustrated example, the IATA bag tag (200) includes an origin airport flight identifier (202) represented by three numbers and a destination airport flight identifier (204) represented by three numbers. The IATA bag tag (200) includes at least one barcode flight identifier (206). In this example, the IATA bag tag (200) includes a first barcode flight identifier (206) having bars of the barcode oriented in a first orientation and a second barcode flight identifier (208) having bars of the barcode oriented in a second orientation different from the first orientation. The format of bag tags may vary slightly from country to country and travel operator to travel operator.

In one or more embodiments, the passenger's name may be on the IATA bag tag (200).

The IATA bag tag (200) includes a 10-digit license plate (210) compatible with IATA regulations. The 10-digit license plate number includes a first integer in the range of 0 to 9, followed by a 3-digit airline code, and then six digits of the license plate number. The last six digits of the license plate number correspond to the passenger bag number. The font of the digits may be difficult to capture. The 10-digit license plate (210) is adjacent to a first barcode flight identifier (206) and/or a second barcode flight identifier (208).

The human-readable license plate will have a two-character or three-digit IATA carrier code. For example, it could be "AA509795" or "001509795." "AA" would be the two-character IATA code for American Airlines®, and "001" would be the three-digit IATA carrier code. However, the barcode will always be 10 digits long.

The first barcode flight identifier (206) is a label that hides personal information and flight information. For example, the first barcode flight identifier (206) is coded to include the passenger's name, information regarding where the baggage is to be transported (i.e., the destination), and other information. This includes the name of the arrival airport, departure time, the IATA airport code of the arrival airport, the airline code, the flight number, and the passenger's name (first and last name) identified by the baggage. The first barcode flight identifier (206) is a modified version of the license plate (210).

The bag tag number includes a two-letter airline code and six numbers. The six numbers represent the passenger's bag number. Using the passenger's bag number, the PNR (112) can be discovered by accessing the B-Type message containing the PNR number, as described in more detail below. In one or more embodiments, the passenger's bag number also conceals the passenger's personal information.

Airline operators generate and store one or more B-Type messages (152). These B-Type messages (152) may include one or more of a baggage transfer message (BTM), a baggage source message (BSM), a baggage processed message (BPM), a baggage unload message (BUM), a baggage not seen message (BNS), a baggage control message (BCM), a baggage manifest message (BMM), and a baggage request (BRQ). The baggage tag number is part of the baggage messages. In one or more embodiments, the B-Type messages may include the passenger's name and PNR number. This allows other information to be accessed based on the baggage tag number.

The number plate (210) embedded in the first barcode flight identifier (206) or the second barcode flight identifier (208) is known as an index number (IN) that links to a baggage source message (BSM) transmitted by the departure control system (DCS) of the operator to the baggage handling system of the airport, wherein each number in the number plate (210) has a specific meaning. For example, the BSM includes flight details and passenger information from the second leg L2.

The inventors have determined that the IN (index number), the first barcode flight identifier (206) or the second barcode flight identifier (208) embedded in the license plate (210) can be used to access the passenger's PNR (112).

The example in Figure 2a is a self-tagging airline baggage tag printed by passengers at a kiosk in an airport. All airline baggage tags will include at least one IATA number plate format. However, as shown in Figure 2d, each airline may arrange passenger/airline information differently on the printed baggage tag.

In FIG. 2A, a passenger name record (PNR) number (230) may be present at the top of the bag tag (200). The presentation of the PNR number (230) may vary by airline operator. In this example, the PNR number (230) is preceded by the code term "PNR" (231), hereinafter referred to as a "PNR indicator." The PNR indicator is followed by a colon ":". However, not all airlines use a PNR indicator as explicit as "PNR." In such cases, the PNR number may need to be extracted based on expected information above, below, and/or to the side of the PNR number for a specific airline operator.

The baggage tag (200) may also include the passenger's name (235). However, each airline may place the PNR number (230) and the passenger's name (235) in different locations. Additionally, the PNR number (230) may be preceded or followed by characters that may be alphabetic, numeric, or alphanumeric sequences. Therefore, in some cases, locating the PNR number (230) may be difficult unless the airline operator is known to have a common layout template.

The passenger's name (235) may, for example, appear on the lower portion of the bag tag (200). However, in some cases, at least one conventional airline tag marker (212) may be printed just before the end of the bag tag (200) and removed before or after the bag tag is attached to the baggage item. The conventional airline tag marker (212) may be provided to the passenger as a receipt, together with at least the IATA bag tag number plate and a barcode located thereon.

The layout may place the passenger's name (235) close to the PNR number. The passenger's name (235) may appear above or below the PNR number. The name may be displayed in a format that includes first and last names, where the names only contain alphabetic characters.

Figure 2b illustrates a conventional airline tag marker (212). The airline tag marker (212) may include a passenger's name (214), a departure airport flight identifier (216), a destination airport flight identifier (217), a 10-digit license plate (218), and an adjacent barcode flight identifier (220).

In one or more embodiments, the airline bag tag marker (212) is attached to the end of a conventional airline bag tag (200) and can be detached for the passenger to retain. The airline bag tag marker (212) is also printed on paper or a paper composite.

The MK (136) printed by the printing device (120) may include personal information for filling in the passenger's name in the PNR (112). In some cases, the MK (136) may include a temporary baggage tag with an embedded code for the accommodation provider (126) or the return segment.

The layout of the airline tag marker (212) (i.e., printed device) may vary slightly.

FIG. 2D illustrates a partial view of another prior art airline bag tag (200'). As can be seen from the example, the layout of the Southwest Airlines® departure hardcopy bag tag (200') differs from that of American Airlines®. FIGS. 2A and 2D are just two examples of many different layouts. The IATA two-letter code for Southwest Airlines® is "WN." The IATA license plate number is "0526371073." The three-digit numeric IATA code for Southwest Airlines® is "526." In certain instances, the airline name, Southwest Airlines®, appears along the edge of the bag tag (200') in a vertical orientation.

The airline code "WN," the passenger's name, and the PNR number are set off in the dashed boxes. The IATA number plate is also set off in the dashed boxes, for illustrative purposes only. In this example, the PNR indicator is not provided before the PNR number "3UPQFT." However, the PNR number is on a line with characters expressed in a date format such as XX/XX/XXXX without limitation. Additionally, the IATA number plate numbers are located below the PNR number. Therefore, this layout can be used to locate the numbers of the PNR number in the absence of an explicit PNR indicator.

FIG. 3A illustrates a scanner (116) according to an embodiment. The scanner (116) includes a software application (i.e., a scanner application (310)) loaded on a computing device (302), such as a computing device (122). A user of the scanner (116) will point a camera lens (308) in the direction of a printed bag tag (200). The camera lens (308) is on a rear-side of the device opposite the side of the display screen (304). A processor of the computing device causes an image (input) representing the printed bag tag (200) captured by the camera lens (308) to be displayed on the display screen (304).

The scanner application (310) may provide a barcode window (306) represented by dashed lines, for example, to highlight and identify a printed barcode in an image or to orient a user toward the barcode, such that the barcode window (306) is positioned to capture all of the bars of the second barcode flight identifier (208). Alternatively, or in addition, the scanner application (310) may scan the first barcode flight identifier (206). The barcode window (306) may be automatically displayed upon startup of the scanner application (310). The scanner application (310) may scan a linear or 1D barcode, for example, to convert the barcode of the first barcode flight identifier (206) or the second barcode flight identifier (208), and produce a series of numbers representing, for example, a license plate (210). A person may view the license plate (210). However, entering each number may be time consuming and susceptible to human error.

The first barcode flight identifier (206) or the second barcode flight identifier (208) associated with the license plate (210) may be used as an index number (IN) to link to a Baggage Source Message (BSM) with passenger information, for example, to locate and access the PNR (112) for the passenger and their return flight information.

In one or more embodiments, the scanner application may also be used to capture a QR code bag tag identifier on a QR code bag tag attached to passenger baggage (138). This information may be used to verify a PNR (112) or access personal information.

Example 2

Another exemplary scenario using image data to acquire one or more of a PNR number, passenger name, and/or IATA number plate will be described with reference to FIG. 3B. This information may be used, for example, to initiate a process for constructing a LIB (2450). This data may be used for various tasks, as described herein. Furthermore, as a journey segment or a journey mode ends, the LIB (2450) may be moved to the next journey mode, leaving behind expired journey mode data.

FIG. 3B illustrates an electronic capture device (i.e., a photographing device (118)) that captures an image (340) of a departure hardcopy bag tag (200) according to an embodiment. The photographing device (118) may be integrated with a computing device (i.e., a mobile communication device (15)). The photographing device (118) may be part of the system (100). The image (340), in this case, has a gray background within the display screen (304). However, the background within the display screen (304) may include other items and colors within it, such as those occurring when capturing an image from a surrounding background. The photographing device (118) includes a software application (i.e., an application (311)) loaded on a computing device (302), such as a computing device (122) or a mobile communication device (15). In one or more embodiments, the application (311) running on the computing device (122) may be configured to perform optical character recognition (OCR). In one or more embodiments, an application (311) running on a mobile communication device (15) may be configured to perform optical character recognition (OCR) and transmit both at least one image and a DPI data record, the DPI data record being stored in the LIB (FIG. 1A). The application (311) may be downloaded onto the mobile communication device (15) via the system (100), such as by using a server (148).

The image may include at least one image (340) of printed passenger information associated with an airline travel agent on a hard copy bag tag (200) from different locations. The bag tag may be long and some printed text may not be readily visible. The printed passenger information associated with the airline travel agent may include printed BSM data, such as, without limitation, an International Air Transport Association (IATA) license plate number. In one or more embodiments, the license plate number may include a two-digit airline alphanumeric code or a three-digit numeric code. The printed passenger information associated with the airline travel agent may include a passenger name record (PNR) number. The printed information associated with the airline travel agent may include an airline code or an airline name. The printed passenger information associated with the airline travel agent may include a passenger name.

Printed passenger information associated with an airline travel operator may include a unique identifier associated with the passenger's itinerary or may be used to navigate to stored return flight information for the passenger on a given travel operator.

Printed passenger information associated with an airline travel agent may include a unique identifier, which is a linking index to the passenger's itinerary, or passenger return flight information from a computer system associated with the airline travel agent. In one or more embodiments, the unique identifier is a Super PNR number. In multi-segment flights or multiple airline operators, the Super PNR number may link all PNRs for each segment. Each operator may have a different PNR for each flight segment.

The digital passenger information (DPI) data record linked to the airline travel operator may include, for example, an International Air Transport Association (IATA) license plate number, a passenger name record (PNR) number, an airline code, an airline name, a passenger name, or any combination thereof. Examples of printed passenger information in the image of the departure hardcopy bag tag (200) are set off in the dashed boxes. In one or more embodiments, once the airline name or airline code is identified, the system may no longer be required to search for any of the airline codes. The airline code or airline name may be used to determine the airline's bag tag (BT) layout of the departure hardcopy bag tag (200), such as to facilitate locating specific printed passenger information in the image.

In one or more embodiments, the DPI data record may include a passenger name record (PNR) number and an airline code or airline name. In some examples, the DPI data record may include a passenger name record (PNR) number, an airline code or airline name, and the passenger's name. These DPI data records allow the system or server (148) to directly access the PNR (112).

DPI data records may include digital baggage item records.

While certain embodiments may scan the barcode of an IATA bag tag to obtain specific information, the use of an image may be used to obtain the 10-digit number plate and, if necessary, derive the airline code using a portion of the 10-digit number plate. As previously mentioned, bag tags or portions thereof may be damaged. Therefore, alternative mechanisms for deriving passenger/airline information in a hands-free and accurate manner are proposed herein. Furthermore, in one or more embodiments, the image may be used to generate the 10-digit IATA number plate, which may be accessed through a B-Type message to obtain PNR information leading to the passenger's PNR (112).

The departure hardcopy bag tag (200) may include space in the layout for printing auxiliary information at the discretion of the airline operator. The printed passenger information and resulting DPI data record in the image may also include auxiliary information for navigation to a memory device storing passenger return flight information for the return flight.

The image may be captured in an application (311) that allows a passenger or other user to transmit the image to the system (100) (i.e., server (148)) via a transmit button (360). In one or more embodiments, the capturing device (118) may be part of the system (100) or part of a mobile communication device (15).

FIG. 3C illustrates an electronic capture device (118) for capturing an image of a departure hardcopy bag tag (200') according to an embodiment. The embodiment of FIG. 3C for capturing an image of a departure hardcopy bag tag (200') by an electronic capture device is essentially the same as the embodiment described above in FIG. 3B. Therefore, only the differences will be described. The image may be captured by a mobile communication device (15).

The departure hardcopy baggage tag (200') shown on the display screen (304) is an exemplary departure hardcopy baggage tag from another airline operator with a different layout. The PNR number and 10-digit IATA number plate may need to be located based on the layout for a specific airline, for example.

Example 3

Another exemplary scenario of obtaining one or more of a PNR number, a passenger's name, and/or an IATA number plate using image data from a marker will be described with reference to FIG. 3d.

FIG. 3D illustrates an electronic capture device (i.e., a photographing device (118)) that captures an image of a printed device having at least a portion of passenger information on a departure hardcopy baggage tag according to an embodiment. In this example, the printed device is displayed on a display screen (304) and includes a marker (212) as described in connection with FIG. 2C . In one or more embodiments, other printed devices, such as those printed by passengers at home, may be used. In this example, the application (311) may optically recognize some or all of the characters of the text on the marker (212), which are indicated by dashed boxes.

In such cases, at least the 10-digit license plate number may include a DPI data record. The DPI data record may, for example, include the passenger name for additional verification to locate the PNR number in B-Type messages, enable subsequent navigation to the PNR (112), and generate a digital baggage item record.

Example 4

The example illustrated in FIG. 3e provides transmission location data, such as when an IATA number plate (200), marker (212), MK (136), or other barcoded identifier associated with a baggage item is scanned. The location data may be, for example, the current status of a room or cabin.

In FIG. 3E, the computing device (302) displays a displayed message (360) according to an embodiment. The message (360) may include text indicating a room number for the printed bag tag to be delivered to the baggage items scanned in 3A. The displayed message may also include a message (355) indicating that a room is ready. In one or more embodiments, the displayed message may include a message (350) indicating the name of the accommodation provider. Still further, the displayed message may include the scanned bag number.

For other lodging establishments, such as hotel resorts, the room number may be replaced with a room number, or a building number, floor number, and room number. In one or more embodiments, messages (350, 355, and/or 360) may be generated and communicated by a messaging system (2790) via server (2710) of FIG. 27.

Digital BTI data

FIG. 4A illustrates a block diagram of programming modules (400A) for checking in baggage items or baggage items and passengers for a return flight using departure baggage tag identifiers according to an embodiment and generating a list for entering a travel segment. The programming modules (400A) may reside on a computing device (122), a server (148), or a combination thereof.

One or more programming modules (400A) may include software, hardware, firmware, or a combination of software, hardware, and firmware. The computing device (122) and/or server (148) may include at least one processor and/or hardware that executes instructions of the programming modules (400A).

The programming module (400A) may include a scanned O-BTI data receiver (402A) and a license plate parser (404A). The scanned O-BTI data receiver (402A) may include program instructions that, when executed, cause the reception of ten digits embedded in the captured barcode of the first barcode flight identifier (206) or the second barcode flight identifier (208). The license plate parser (404A) may include program instructions that, when executed, parse a series of digits received from the scanner application program (310). The license plate parser (404A) may include program instructions that, when executed, trace the digits to locate a travel business identification (ID) by a travel business ID locator (420A). The license plate parser (404A), when executed, may include program instructions that track digits, such as the last six digits, to locate the bag number by the bag number locator (422A).

The license plate parser (404A) may include program instructions that, when executed, extract the first digit of the converted barcode. In this case, this is the number 7. This digit may be discarded. Next, the license plate parser (404A) may include program instructions that, when executed, extract the next three digits using the travel operator ID locator (420A). In this case, the next three digits include "001," which corresponds to the travel operator ID. In this case, the travel operator ID corresponds to American Airlines®. The license plate parser (404A) may include program instructions that, when executed, use the baggage number locator (422A) to extract the next six digits, which include "509795." These six digits correspond to the baggage number for the passenger.

In one or more embodiments, the scanned O-BTI data receiver (402A) may be bypassed if the printed BT (142) is unreadable. In such cases, the user may directly input the 10-digit license plate (210) received next by the license plate parser (404A) to identify the travel operator and the passenger's baggage number.

The programming modules (400A) may include program instructions that, when executed, cause the communication session generator (406) to communicate with at least one of the first-mode travel operator (104) and/or the intermediate travel operator (106). The communication session generator (406) may include a travel operator Internet Protocol (IP) address lookup database (424) and PNR access instructions (426). The travel operator ID of the license plate (210) may be used to locate predetermined instructions for generating an electronic communication packet to a server of the first-mode travel operator (104) and/or the intermediate travel operator (106) associated with the travel operator ID. The communication session generator (406) may include program instructions that, when executed, are configured to further extract stored instructions for accessing return segment information from the stored PNR access instructions (426) using a digitally generated passenger bag number extracted from a first barcode flight identifier (206) or a second barcode flight identifier (208) associated with the license plate (210). The communication instructions may identify information associated with tools (i.e., programming instructions) compatible with transmission control protocol/internet protocol (TCP/IP), file transfer protocol (FTS), hypertext transfer protocol (HTTP), hypertext transfer protocol secure (HTTPS), secure socket layer (SSL), secure file transfer protocol (SFTP), and user datagram protocol (UDP).

In one or more embodiments, the instructions may identify a link in a Baggage Source Message (BSM) to a scanned license plate (210) with passenger information to locate and access the passenger's PNR (112) and their return flight information. This link may, in one or more embodiments, be an HTTP compatible link, without limitation.

During the communication session, the computing device (122) may execute programming instructions of the passenger travel return segment finder (408), wherein the return segment is a portion of the route traveled or itinerary for returning home (102). For example, if the passenger is returning home using the same travel operator as the originally printed baggage tag, the PNR (112) will include the return flight information. Otherwise, the return flight information may be marked as null by the system (100).

The programming modules (400A) may include program instructions that, when executed, cause the baggage identification module (410) to recognize baggage items from stored images. Image data from the photographing device (118) may be processed by machine learning software to generate an image of passenger baggage (138). This image may be stored in a database for the passenger baggage identification process. In some cases, a passenger's baggage may need to be located or identified. The computing device (122) or server (148) may store an image of the passenger baggage (138) for later retrieval. Machine learning algorithms may then be used to recognize the baggage and match the passenger with their baggage. The image data of the baggage item may be stored as baggage feature data (411A). The baggage feature data (411A) may also include a barcode of an IATA license plate or features of the baggage item itself. The features may include color, texture, shape, brand, and other distinguishing characteristics of the baggage item body. Baggage identification data (411A) may be used to unlock access to specific information in a baggage item manifest record. For example, baggage identification data (411A) may be required to access return flight information for checking in a baggage item. The baggage identification module (410) may include program instructions that, when executed, store passenger image data as passenger biometric data (411B) linked to the baggage item manifest record. Passenger biometric data (411B) may be used to unlock access to specific information in a baggage item manifest record. For example, passenger biometric data (411B) may provide access to return flight information for checking in a baggage item. In one or more embodiments, passenger biometric data (411B) may be verified when an outbound hardcopy bag tag, marker (212), and/or MK (136) is missing or damaged.

In this scenario, a baggage item may have only one of the departure hardcopy bag tag, marker (212), or MK (136). As a non-limiting example, marker (212) may be the only tag on the baggage item and not have the passenger's name printed on it. In this example, even if marker (212) is on the baggage item, the passenger may still need to be verified if the passenger's name does not exist on the airline's original printing device to unlock the baggage item manifest record and subsequent check-in of the baggage item.

In one or more embodiments, even if an outbound hardcopy bag tag is on a baggage item, the passenger may need to be verified if the passenger's name is not present on the airline's outbound hardcopy bag tag to unlock the baggage item manifest record and subsequent check-in of the baggage item.

A computing device (122) or server (148) may use machine learning algorithms to identify whether a particular baggage item has been processed by one or more components of the system (100).

Captured image data of a baggage item may, in some cases, be used to unlock a baggage item inventory record, such as for check-in purposes.

The programming modules (400A) may include a marker generator (412). The marker generator (412) may include program instructions that, when executed, generate a barcode for use in the format of an MK (136) that may be printed by the printing device (120) and affixed to passenger baggage (138). As previously discussed, the MK (136) may be used when the original bag tag or airline marker is not available or scannable, such as due to damage.

The programming modules (400A) may include a passenger list record generator (414), a return segment list generator (416), and a list communicator (418). A passenger list generated from the original printed bag tags that have not been discarded may be used to coordinate passengers arriving at the lodging facility and determine room or cabin numbers. The printed bag tags that have not been discarded and filled in the list may be used, for example, to bring passengers' luggage to their rooms and/or the lodging facility without the need to generate temporary valet tags. The printed bag tags that have not been discarded may also be used for departures of passengers from the lodging facility, for example, to return home, without the need to print another temporary valet tag.

The passenger list record generator (414) may include program instructions that, when executed, store passenger information (428) and associated PNRs (112) for passengers having passenger baggage (138) scanned by the system (100) in one or more files. The passenger information may include the passenger's first name, middle name or initial, last name, and contact information. For example, the contact information may also include the passenger's address. The passenger information may include personally identifiable information (PII).

Components of the system (100) may store a list of passengers for one or more lodging providers (126) local to the DP (107), so that passenger baggage (138) for passengers not intended to travel through the lodging provider (126) will not be mixed with passenger baggage (138) for the lodging provider (126). In one or more embodiments, passenger information (428) may include passenger information associated with a prepaid service with a third-party service provider, a first-mode travel operator (104), or a lodging provider (126). In one or more embodiments, files of passenger information (428) may include assigned room numbers for passengers. Accordingly, the marker generator (412) may include program instructions that, when executed, communicate with the passenger list record generator (414) to obtain information such as room numbers and passenger names to format and populate fields of markers printed by the marker generator (412).

The marker generator (412) may include program instructions that, when executed, cause the printing of the passenger's name, room number, IATA number plate of the departure hardcopy baggage tag, and/or a barcode of the associated 10-digit IATA number plate. The IATA number plate or IATA barcode of the departure hardcopy baggage tag may be used as a primary key to information about the baggage item for one's own travel experience, including check-in for the return flight.

The return segment list generator (416) may include program instructions that, when executed, extract information from a PNR (112) that includes return segment travel information, including, without limitation, an estimated number of baggage bags that need to be checked in for the return segment home, a flight number, a departure time of the return segment travel mode, and/or a travel operator of the return segment travel mode. The return segment list generator (416) may include program instructions that, when executed, populate corresponding data fields of a list file with return segment travel information.

DPI data recording

FIG. 4B illustrates a block diagram of programming modules (400B) for checking in baggage items or baggage items and passengers and generating a list for entering a travel segment using digitized departure passenger information associated with a first-mode travel operator on a departure hardcopy printed baggage tag according to an embodiment. Programming modules (400B) may include program instructions that, when executed, generate a DPI data record for a digital baggage item record.

Figures 4a and 4b are similar. Therefore, only the differences will be described in detail. The programming modules (400B) may be located on a computing device (122), a server (148), or a combination thereof.

One or more programming modules (400B) may include software, hardware, firmware, or a combination of software, hardware, and firmware. The computing device (122) and/or the server (148) may include at least one processor and/or hardware that executes instructions of the programming modules (400B). One or more of the programming modules (400B) associated with generating machine-encoded text from an image of a bag tag may be included in software, firmware, hardware, or a combination thereof in the mobile communication device (15).

The programming modules (400B) may include an image data receiver (402A). The image data receiver (402A) may include program instructions that, when executed, cause the reception of an image of a printed device having a departure hardcopy bag tag or a portion thereof or at least a portion of printed information from a departure hardcopy bag tag. The programming modules (400B) may include a passenger/airline information parser (404B). In one or more embodiments, the passenger/airline information parser (404B) may include program instructions that, when executed, optically recognize text characters in the image and convert them into searchable text sequences (i.e., machine-encoded text) for locating a travel operator code and/or name by the travel operator locator (420B). The travel operator locator (420B) may include program instructions that, when executed, access an airline code list database (432) to determine available airline codes and matching airline names. Alternatively, if the airline name is found, the airline's two-letter alphabetic code or three-digit numeric code may also be found to verify the airline associated with the departure hardcopy baggage tag. The travel operator locator (420B) may include program instructions that, when executed, locate an airline code and verify it by finding the airline name or other airline codes in the expected location or on the license plate.

The passenger/airline information parser (404B) may include program instructions that, when executed, cause a lookup of a BT layout in a BT layout database based on the identified airline code and/or airline name. In one or more embodiments, the BT layout may indicate formats for a PNR number, including whether a PNR indicator is present. The BT layout may identify lines of text, the positions of those lines, and the expected text on those lines. In one or more embodiments, the BT layout may identify text constraints, such as presenting a passenger's name as having a last name followed by a first name and separated by a "/" (i.e., a forward slash). These are merely examples of layout possibilities, as each airline may present specific information at its own discretion.

The passenger/airline information parser (404B) may include program instructions that, when executed, optically recognize text characters in the image and convert them into searchable text sequences (i.e., machine-encoded text) to locate the passenger's name by the passenger name locator (421B).

The passenger/airline information parser (404B) may include program instructions that, when executed, optically recognize text characters in the image and convert them into searchable text sequences (i.e., machine-encoded text) to locate a PNR number by the PNR number locator (422B).

The passenger/airline information parser (404B) may include program instructions that, when executed, optically recognize text characters in an image and convert them into searchable text sequences (i.e., machine-encoded text) to locate an IATA license plate. Currently, an IATA license plate consists of 10 digits and may be expanded over time. If necessary, a travel operator code may be determined from the IATA license plate.

The programming modules (400B) may include program instructions that, when executed, cause the communication session generator (406) to communicate with at least one of the first-mode travel operator (104) and/or the intermediate travel operator (106). The communication session generator (406) may include a travel operator Internet Protocol (IP) address lookup database (424) and PNR access instructions (426). The travel operator ID of the license plate (210) may be used to locate predetermined instructions for generating an electronic communication packet to a server of the first-mode travel operator (104) and/or the intermediate travel operator (106) associated with the travel operator ID. The communication session generator (406) may also include program instructions that, when executed, are configured to extract stored instructions for accessing return segment information from the stored PNR access instructions (426) using the DPI data record. If the DPI data record does not include the PNR number from the outbound hardcopy bag tag, then the license plate number can be used to access the PNR number in the B-Type message, where the B-Type message includes the license plate number as a linking index to the PNR number (locator). On the other hand, if the DPI data record includes the PNR number from the outbound hardcopy bag tag and the airline name or airline code, the command to access the PNR (112) can be looked up without having to use the B-Type message to obtain the PNR number.

Communication commands can identify information associated with tools (i.e., programming commands) compatible with TCP/IP (transmission control protocol/internet protocol), FTS (file transfer protocol), HTTP (hypertext transfer protocol), HTTPS (hypertext transfer protocol secure), SSL (secure socket layer), SFTP (secure file transfer protocol), and UDP (user datagram protocol).

In one or more embodiments, the programming modules of 400A and 400B overlap. This may occur in instances where certain data is no longer readable by scanning a barcode to access a baggage item data record in a baggage manifest, but can be obtained, for example, by optical character recognition. The programming modules (400A, 400B, and 400C) may be combined in one or more embodiments.

The manifest file includes a forwarder for checking in baggage items of multiple passengers with designated return travel operators. The forwarder may include a graphical user interface for remotely checking in each passenger departing the accommodation provider within a designated window prior to the return flight. In one or more embodiments, the passenger manifest record may include digital BTI data, DPI data records, and/or data for checking in baggage or passengers for the return trip segment with designated return travel operators for the return flight from the accessed PNR. The passenger manifest record may include, for example, passenger names and other information such as airline codes or airline names. The passenger manifest record may include a DPI data record.

The list communicator (418) may include program instructions that, when executed, are configured to establish a communication session with a travel information system (128) associated with a lodging provider (126). The list communicator (418) may have different instructions for each travel information system (128) of a plurality of cruise ship operators. The communication instructions may identify information associated with the tools (i.e., programming instructions) described herein.

As described with respect to Figure 1A, certain data may be marked as "PENDING." However, if an IATA barcode is scanned by an acquisition device associated with the license plate or received by an RFID receiver/NFC receiver associated with or linked to the system (100), the LIB (2450) may be activated for the registered baggage item.

Extended B-Type Message (Outside Airports)

Figure 4C illustrates a block diagram of programming modules (400C) for checking in a passenger's baggage, generating a list for entering a travel segment, and generating an extended B-Type message according to an embodiment. Programming modules (400C) may reside on a computing device (122), a server (148), or a combination thereof. To the extent programming modules (400C) are similar to programming modules (400A or 400B), some repeated discussion may be omitted.

The programming module (400C) may include a scanned O-BTI data receiver (402C) and a license plate parser (404C). The scanned O-BTI data receiver (402C) may include program instructions that, when executed, cause the reception of ten digits embedded in the captured barcode of the first barcode flight identifier (206) or the second barcode flight identifier (208). The license plate parser (404C) may include program instructions that, when executed, parse a series of digits received from the scanner application program (310). The license plate parser (404C) may include program instructions that, when executed, trace the digits to locate a travel business identification (ID) by a travel business ID locator (420C). The license plate parser (404C), when executed, may include program instructions that track digits, such as the last six digits, to locate the bag number by the bag number locator (422C).

The license plate parser (404C) may include program instructions that, when executed, extract the first digit of the converted barcode. In this case, this is the number 7. This digit may be discarded. Next, the license plate parser (404C) may include program instructions that, when executed, extract the next three digits using the travel agent ID locator (420C). In this case, the next three digits include "001," which corresponds to the travel agent ID. In this case, the travel agent ID corresponds to American Airlines®. The license plate parser (404C) may include program instructions that, when executed, use the baggage number locator (422C) to extract the next six digits, which include "509795." These six digits correspond to the baggage number for the passenger.

In one or more embodiments, the scanned O-BTI data receiver (402C) may be bypassed if the printed BT (142) is unreadable. In such cases, the user may directly input the 10-digit license plate (210) received next by the license plate parser (404C) to identify the travel operator and the passenger's baggage number.

The programming modules (400C) may include program instructions that, when executed, cause the communication session generator (406) to communicate with at least one of the first-mode travel operator (104) and/or the intermediate travel operator (106). The communication session generator (406) may include a travel operator Internet Protocol (IP) address lookup database (424) and PNR access instructions (426). The travel operator ID of the license plate (210) may be used to locate predetermined instructions for generating an electronic communication packet to a server of the first-mode travel operator (104) and/or the intermediate travel operator (106) associated with the travel operator ID. The communication session generator (406) may also include program instructions that, when executed, are configured to extract stored instructions for accessing return segment information from the stored PNR access instructions (426) using a digitally generated passenger bag number extracted from the first barcode flight identifier (206) or the second barcode flight identifier (208) associated with the license plate (210). The communication instructions may identify information associated with the tools (i.e., programming instructions) described herein.

In one or more embodiments, the instructions may identify a link in a Baggage Source Message (BSM) to a scanned license plate (210) with passenger information to locate and access the passenger's PNR (112) and their return flight information. This link may, in one or more embodiments, be an HTTP-compatible link, without limitation. Each airline may format its own BSM or other B-Type message with additional data fields. However, the B-Type message is compatible with IATA B-Type codes.

During the communication session, the computing device (122) may execute programming instructions of the passenger travel return segment finder (408), wherein the return segment is a portion of the route traveled or itinerary for returning home (102). For example, if the passenger is returning home using the same travel operator as the originally printed baggage tag, the PNR (112) will include the return flight information. Otherwise, the return flight information may be marked as null by the system (100).

The programming modules (400C) may include program instructions that, when executed, cause the passenger baggage identification module (410) to recognize baggage items from at least one image of baggage. Image data from the photographing device (118) or other camera-enabled device may be processed by machine learning software to generate an image of the passenger baggage (138). This image may be stored in a database for the passenger baggage identification process. In some cases, the passenger's baggage may need to be located or identified. The computing device (122) or server (148) may store the image of the passenger baggage (138) for later retrieval. In one or more embodiments, machine learning algorithms may then be used to recognize baggage and match passengers with their baggage.

A computing device (122) or server (148) may use machine learning algorithms to identify whether a particular baggage item has been processed by one or more components of the system (100).

The programming modules (400C) may include a marker generator (412). The marker generator (412) may include program instructions that, when executed, generate a barcode for use in the format of an MK (136) that may be printed by the printing device (120) and affixed to passenger baggage (138). As previously discussed, the MK (136) may be used when the original bag tag or airline marker is not available or scannable, such as due to damage.

The marker generator (412), when executed, includes instructions for associating a unique identifier of a marker device with a baggage item without a bag tag or marker, or with a baggage item with a bag tag or marker but without a passenger name. The marker device may be a paper tag or an electronic tag that can be used as a temporary basis for associating a unique identifier with a baggage item. The intended operation of the system (100) is to maintain a departure bag tag, marker, or bingo marker on a baggage item. However, such paper items may be damaged or missing. In such cases, the scan used to capture the IATA bag tag may be overridden to scan a replacement unique identifier to replace the missing IATA bag tag.

LIB (2450) can be generated using these alternate or temporary unique identifiers. In some cases, the unique identifier may be used by the travel agency to generate a LIB (2450) for a baggage item when the baggage item does not have any other travel segments. The system within the accommodation provider may use the unique identifier as a primary key.

The programming modules (400C) may include a passenger list record generator (414), a return segment list generator (416), and a list communicator (418). A passenger list generated from the original printed bag tags that have not been discarded may be used to coordinate passengers arriving at the lodging facility and determine room or cabin numbers. The printed bag tags that have not been discarded and filled in the list may be used, for example, to bring passengers' luggage to their rooms and/or the lodging facility without the need to generate temporary valet tags. The printed bag tags that have not been discarded may also be used for departures of passengers from the lodging facility, for example, to return home, without the need to print another temporary valet tag.

The passenger list record generator (414) may include program instructions that, when executed, store passenger information (428) and associated PNRs (112) for passengers whose baggage (138) is scanned by the system (100) in one or more files. The passenger information may include the passenger's first name, middle name or initial, last name, and contact information. For example, the contact information may also include the passenger's address. The passenger information may include private information, such as PII. However, the PII in a given list may be secured and not shared. The IATA license plate number, the passenger's name (optional), and the PNR number may be used as links to keep the PII private.

Components of the system (100) may store a list of passengers for one or more lodging providers (126) local to the destination point DP (107), so that passenger baggage (138) for passengers not intended to travel through the lodging provider (126) will not be mixed with passenger baggage (138) for the lodging provider (126). In one or more embodiments, passenger information (428) may include information associated with prepaid services with third-party service providers, first-mode travel operators (104), or lodging providers (126). In one or more embodiments, passenger information (428) may include assigned room numbers for the passengers. Accordingly, the marker generator (412) may communicate with the passenger list record generator (414) to obtain information such as room numbers and passenger names to format and populate fields in markers printed by the marker generator (412).

The marker generator (412) may include program instructions that, when executed, cause the generation of a marker indicating whether a baggage item can bypass security screening for the next travel mode. These instructions may also generate information regarding the next travel mode, such as a room number or cabin number, and/or other baggage item delivery information. In an alternative embodiment, if the baggage item fails the security screening process by the ISSS (2670), the MK (136) may indicate a screening failure and the need to forward the baggage item to security screening for the next travel mode.

The return segment list generator (416) may include program instructions that, when executed, extract information from a PNR (112) that includes return segment travel information, including, without limitation, an estimated number of baggage bags that need to be checked in for the return segment home, a flight number, a departure time of the return segment travel mode, and/or a travel operator of the return segment travel mode. The return segment list generator (416) may include program instructions that, when executed, populate corresponding data fields of a list file with return segment travel information.

The manifest file may include a forwarder for checking in baggage for multiple passengers with a designated return travel operator. The forwarder may include a graphical user interface for remotely checking in each baggage item for passengers departing the accommodation provider within a designated window prior to the return flight. In one or more embodiments, the passenger manifest record includes digital BTI data, a PNR number, and data for checking in passengers or their baggage items for the return journey segment with the designated return travel operator.

In one or more embodiments, the server (148) and the server (2710) may include messengers for checking in the passenger's baggage with at least the airline carrier for the return flight.

The list communicator (418) may include program instructions that, when executed, are configured to establish a communication session with a travel information system (128) associated with a lodging provider (126). The list communicator (418) may have different instructions for each travel information system (128) of a plurality of cruise ship operators. The communication instructions may identify information associated with the tools (i.e., programming instructions) described herein.

The programming modules (400C) may include an extended B-Type message generator (430). B-Type messages are baggage information messages. Baggage information messages may have an IATA, extended format, or other format. As will be described in detail later, an exemplary extended B-Type message is illustrated in FIG. 14C. The programming modules (400C) may include an outbound IATA baggage tag recycler (409A) and a return flight outbound IATA baggage tag recycler (409B). The return flight outbound IATA baggage tag recycler (409B) may include program instructions that, when executed, are configured to initiate expansion of a B-Type message generated for a return flight. The outbound IATA baggage tag recycler (409A) may include program instructions that, when executed, are configured to initiate expansion of a B-Type message for an outbound flight. Once the return flight check-in baggage process begins, recycling by, for example, the outbound IATA bag recycler (409A) needs to be completed.

The programming modules (400) may include program instructions that, when executed, cause the simulated B-Type message generator (431) to generate a simulated B-Type message for an inbound flight or for an outbound flight, as illustrated and described in connection with FIG. 14B . According to one or more embodiments, the extended B-Type message may include at least three data fields from an airline's B-Type message. A first field may include a field having an IATA bag tag number. A second field may include a passenger name. A third field may include a PNR. These fields allow for retrieval of return flight information at any time using the outbound IATA bag tag number, including any updates. In one or more embodiments, if the IATA bag tag number is not available when the simulated B-Type message is generated, a temporary unique identifier is used in a field or line having the prefix ".N/" used for the sequence of digits representing the bag tag number. In the example of an outbound flight, the field or line with the ".N/" prefix may contain a temporary unique identifier until the IATA bag tag number can be obtained from the airline's DCS or a simulated DCS that remotely generates the IATA bag tag number from the airline or airport infrastructure. In one or more embodiments, the simulated DCS may have its own IATA 2 alphanumeric code.

A simulated B-Type message or simulated BSM can be used as a placeholder to pre-populate a BSM or other B-Type message for checking in a baggage item that is assigned an IATA plate number. The simulated BSM can be used to print a marker for the baggage item, as described in connection with FIG. 15 . In one or more embodiments, a marker (i.e., MK) needs to be printed because the departure baggage tag is damaged or missing. The simulated BSM can be generated to generate a marker MK (136) ( FIG. 1B ) to be attached to the baggage item if the baggage item does not have a bag tag associated with it, as may be required for a new baggage item.

The programming modules (400A, 400B) may also have program instructions that, when executed, cause the simulated B-Type message generator (431) to generate a simulated B-Type message for a return flight or for an outbound flight as illustrated and described in connection with FIG. 14B.

The programming modules (400C) may include program instructions that, when executed, cause the multi-mode reservation synchronizer (433) to synchronize reservations for baggage items or travel itineraries for passengers and their baggage items. Each passenger's itinerary to a lodging facility, such as a resort or cruise ship, may include different travel modes selected from air travel and bus travel operators, train travel operators, additional air travel operators, and ship travel operators. Ships may include lodging accommodations traveling from one port to another. These ports may be in different countries. This type of travel differs from a cruise, where passengers depart from and return to the same port.

A passenger's itinerary may include multi-modal reservations with multiple accommodations, spanning multiple states or countries. The original bag tag number from the printed airline license plate and/or the associated RF unique code representing the original bag tag number linked to the baggage item can be used as a primary key to record and track all travel reservations and updates accessible via recycled, non-discarded, machine-readable bag tags.

The system (2700) may include a universal travel passenger itinerary (2714). The stored data of the universal travel passenger itinerary (2714) may be modified before entering the first travel segment, after entering the first travel segment and arriving at the destination point, or before entering any travel segment on the return route, which is the journey home. The systems (100, 2700, and/or 3100) may synchronize travel modes by updating the reservation information data with updates in the universal travel passenger itinerary (2714) and communicating these updates to the passenger.

In one or more embodiments, prior to the start of a travel segment, the server (148 or 2710) may contact any of the reservation systems associated with the universal travel passenger itinerary (2714) to obtain any changes to flight information, bus information, train information, or accommodation information. The extended B-Type message may be updated.

The programming modules (400C) may include program instructions that, when executed, cause the baggage tracker (434) to track the locations of baggage items. The original IATA bag tag is used as a reusable machine-readable tag that remains on the baggage item until the passenger, for example, leaves the accommodation and begins the return journey home, without the need for any other tags on the baggage item, unless the original IATA bag tag is damaged or missing. When the reusable unique identifier of the non-discarded machine-readable bag tag is acquired, such as by scanning or via an RF communication device, a location code or geotag may be appended to the generated communication stream of image data and logged as data. This allows the locations through which the baggage item has traveled to be tracked by acquisition devices.

Recycling IATA bag tags for use outside the airport

The LIB (2450) and the extended B-Type message described herein are examples of mechanisms that provide an electronic brain to baggage items linked to passengers. The extended B-Type message provides an exemplary coding scheme. While airlines allow baggage items to be checked in for airline flights at non-airport locations (i.e., cruise ships and train stations) using remote check-in procedures, the inventors have determined that the outbound printed bag tag can be used as a marker and conduit to allow baggage to be checked in for the return flight, such as after the flight. The remote check-in process at non-airport locations requires robust workstations and printers. These printers, which can print IATA bag tags at non-airport locations, are very expensive and can sometimes be overloaded. The inventors have determined that reusing the outbound IATA printed bag tag and associated unique identifier to access return flight information, such as within a prescribed check-in window, and printing the return flight bag tag at a designated printing location remote from the cruise ship, expedites the baggage check-in process and eliminates the need for valet tags.

As a non-limiting example, passengers departing a cruise ship may need their luggage processed within 24 or 48 hours. This may require printed boarding passes, valet tags, and bag tags, or any combination thereof. However, cruise ships can carry thousands of passengers, each with multiple items of luggage. One attempt to address this logistical challenge was the "Detachable, Single Page Printable Boarding Pass And Tag Identifier Document," disclosed in U.S. Patent No. D862,590, issued October 8, 2019. This document allowed boarding passes and bag tags to be printed on a single document. This document had perforations for removal and an adhesive for attaching the bag tags to the luggage. However, these advances in saving human resources, paper resources, and other processing infrastructure were still insufficient to handle the thousands of passengers departing cruise ships or other large resorts, much less delays in resolution due to equipment malfunctions or other computer glitches caused by radio outages, inclement weather, and the like. Furthermore, printing bag tags on cruise ships still required on-board real estate that could otherwise be used for other revenue streams, for example.

In one or more embodiments, passengers may travel on different routes with their baggage items during a portion of their itinerary. Current processes do not provide seamless baggage identification throughout the travel experience. This can lead to cumbersome and costly travel experiences for all parties involved in the travel and destination networks. For example, this can result in a reduced seamless travel experience for baggage due to lost or delayed baggage or schedule changes. A delayed arrival at a departing cruise ship or loss of baggage during the itinerary can be a shock to passengers.

The inventor determined that the printed departure baggage tag attached to the baggage item should remain on the baggage item until it is checked in for the return flight and should be recycled. This preserves the departure IATA baggage tag number on the machine-readable device, which is already printed and linked to the confirmed passenger's identity.

Before a passenger disembarks from their outbound flight, the system (100 or 2700) can initiate a recycling process to recycle the outbound IATA bag tag number into a universal bag tag unique identifier for use outside of the airport infrastructure. The transition to a universal bag tag unique identifier is seamless and can be used in off-airport locations as soon as the passenger's baggage is unloaded from the aircraft of the first-mode travel operator or an intermediate travel operator and leaves the airport infrastructure without the passenger's presence.

The (recycled) departure IATA bag tag number can be captured by an acquisition device at an off-airport location to create a digital data record for use as a primary key or unique identifier, and to log the location and timestamp of any travel mode of the baggage or location along the itinerary. This can trigger updates in the information to locate the baggage item without the passenger's presence. The acquisition device (i.e., scanning device, mobile communication device, video-enabled computing device, RF communication device) can provide the geolocation code by communicating with image data captured by the acquisition device or by RF communication from the RF communication device.

The programming modules (400C) may include program instructions that, when executed, cause the accommodation coordinator (436) to determine whether any changes have been made to the accommodation reservation, such as the room or room number, and to notify the passenger or baggage handler of any reservation changes prior to unloading baggage. In one or more embodiments, the room or room number may not be cleaned/prepared. Once the room or room number is prepared, the extended B-Type message is updated with the current status. The accommodation coordinator (436) may include program instructions that, when executed, are configured to communicate with or receive communications from the smart baggage travel system (2700). As a non-limiting example, the extended B-Type message may be extended by links to reservation data in the passenger's itinerary.

The programming modules (400C) may include a smart baggage travel communicator (438). When information associated with an extended B-Type message changes, the smart baggage travel communicator (438) may include program instructions that, when executed, are configured to communicate any updated information to a computing device of one of the baggage handlers and the passenger. The computing device may be a mobile communication device or an acquisition device. Details of the communication will be more clearly described below. The communication instructions may identify information associated with the tools (i.e., programming instructions) described herein. The smart baggage travel communicator (438) may communicate with the smart baggage travel system (2700) of FIG. 27, which will be described later. Communication commands can identify information associated with tools (i.e., programming commands) compatible with TCP/IP (transmission control protocol/internet protocol), FTS (file transfer protocol), HTTP (hypertext transfer protocol), HTTPS (hypertext transfer protocol secure), SSL (secure socket layer), SFTP (secure file transfer protocol), and UDP (user datagram protocol).

The methods described herein below describe specific sequences of operations. These sequences may be modified without departing from the scope of the present disclosure. For example, some of the described operations may be performed in parallel or in different sequences without materially affecting the functionality of these methods. In other instances, different components of an exemplary device or system implementing these methods may perform their functions substantially simultaneously or in specific sequences.

Figure 5 illustrates a method (500) for checking in baggage items, passengers, or passengers and baggage items according to an embodiment. In one or more embodiments, passengers may be required to be checked in first, followed by baggage items. In one or more embodiments, passengers may be required to be checked in first with a boarding pass printed or received on a personal computing device (i.e., a mobile computing device), followed by baggage items. The DCS or other designated system may provide sequence numbers used to trigger each step of the check-in process.

The method (500) may include, at block 501, creating a passenger list record using a PNR number to access the passenger's PNR. An exemplary process for performing this function is illustrated in FIG. 10A. In one or more embodiments, at block 501, FIG. 10B may be performed.

The method (500) generates a digital license plate number from a printed BT for use, for example, in obtaining return flight information. In one or more embodiments, the method (500) begins after the passenger's travel segment has completed upon arrival at DP (107).

FIG. 10A illustrates a flowchart of a method (1001A) for generating return flight information from a PNR using a PNR number captured from scanned data, as obtained in FIG. 1A, according to an embodiment. Referring to FIG. 10A, at block 1002A, the method (1001A) begins after completion of a passenger's travel segment with a first-mode travel operator. At block 1004A, the method (1001A) includes obtaining an originating bag tag identifier, such as, for example, a ten-digit license plate. The process of obtaining the originating bag tag identifier may include scanning an originating bag tag identifier (O-BTI) on a printed bag tag of a first baggage item with a scanner to generate scanned or digital BTI data, wherein the printed O-BTI is linked to the first-mode travel operator. As a non-limiting example, the scanner may be a barcode scanner.

In some cases, obtaining the departure baggage tag identifier may include receiving an RFID signal containing information representing the departure baggage tag identifier. In other embodiments, obtaining the 10-digit number plate may include scanning an airline marker with an adhesive backing that is on or affixed to the baggage. In some cases, the airline marker with an adhesive backing is part of the original boarding pass received from an airline agent at the time of check-in for the original flight.

In summary, it is assumed that the first-mode travel operator is an airline operator. Next, the electronic acquisition may include at least one of: i) scanning, by a barcode scanner, an OP-BTI on a printed paper bag tag from the airline operator attached to the passenger's first piece of baggage; ii) scanning, by a barcode scanner, an OP-BTI on a printed marker from the airline operator attached to the first piece of baggage; iii) reading or acquiring, by an RFID reader, RFID information associated with the OP-BTI; and iv) receiving, by radio-frequency communication, a wireless communication including the OP-BTI.

At block 1006A, the method (1001A) may include extracting, by at least one processor, an IATA number plate of a baggage item from scanned O-BTI data. Block 1006A may include extracting a travel operator code from the scanned or digital BTI data. In one or more embodiments, block 1006A may include extracting printed text by optically recognizing the printed text to locate and locate the printed passenger information and generate a DPI data record therefrom, and converting the text into a searchable text format.

At block 1008A, the method (1001A) may include accessing, by at least one processor, a passenger name record (PNR) from a second processor associated with the first-mode travel operator based on a digitally generated O-BTI or a digitally generated 10-digit license plate number of the passenger's baggage item.

At block 1010A, the method (1001A) may include, by at least one processor, autonomously generating a baggage item manifest record or a passenger manifest record from the accessed PNR (112) for a return travel segment of baggage items or passengers and baggage items with a designated return airline travel provider. The passenger manifest record may include digital BTI data and a PNR, which data is used to check in passengers or their baggage items for the return travel segment with the designated return travel provider. The passenger manifest record may be populated with scanned O-BTI or travel provider codes embedded in the accessed PNR (112). The passenger manifest record may be associated with the digital BTI data of the passenger for tracking and handling of the passenger's baggage items before and after the passenger stays at the mass lodging facility. For example, the mass lodging facility may be located on a Disney® property or other resort destination that has lodging accommodations.

The passenger manifest record may contain different information than the baggage item manifest record. For example, in one embodiment, a passenger may be departing a cruise ship but arriving a day earlier and having a rental car. In this scenario, the passenger may arrive at a hotel for one night without having to check in their baggage. The baggage manifest may not require information about the rental car. Furthermore, the baggage item may travel independently of the passenger, skipping the hotel trip and proceeding directly to the cruise ship.

At block 512, the method (500) may include repeating block 501 for passengers entering a travel segment with multiple baggage items and/or accommodations.

The method (500) may include, at block 514, setting an originating hardcopy bag tag identifier (OP-BTI) as a baggage item primary key (i.e., a 10-digit number plate) for baggage item handling and tracking.

The method (500) may include, at block 516, generating a simulated Baggage Source Message (BSM) populated with digital BTI data records and/or machine-encoded text from the departure hardcopy bag tags for each passenger of the plurality of passengers added to the list. Block 516 may be performed when a baggage item and/or passenger cannot be checked in for a return flight. For example, a passenger may be departing a cruise ship and staying at a nearby lodging facility. The system (100) may generate the simulated BSM as a placeholder for checking in the baggage item and/or passenger for their return flight within the required check-in window.

The method (500) may include, at block 518, electronically acquiring, by at least one electronic acquisition device, an originating hardcopy bag tag identifier (OP-BTI) associated with or printed on an outbound hardcopy bag tag on a passenger's baggage item to create a digital BTI data record within a check-in window to check in the baggage item or the passenger and baggage item, from an airline travel operator. In one or more embodiments, a simulated BSM may be accessed to retrieve the information.

In other embodiments, a designated button in the GUI or a key on the keyboard may be used as a trigger. In block 518, the acquired OP-BTI may be on the MK (136), as described in FIG. 15. The OP-BTI may be on a printed device, such as a marker (212). The OP-BTI may be associated with an RFID or NFC device.

At block 520, the method (500) may include performing a check-in process for the return segment with each passenger's designated return travel operator using a graphical user interface (GUI) associated with the OP-BTI obtained and populated with information from the passenger list record.

Block 501 may be repeated for each baggage item of a plurality of passengers commencing a stay associated with the lodging provider to autonomously form a baggage manifest file having a forwarder for checking in a plurality of baggage items with a designated return travel provider or a passenger manifest file having a forwarder for checking in a plurality of passengers with a designated return travel provider.

In one or more embodiments, the method (1001A) may include populating, by at least one processor, a list file with each generated passenger list record or baggage item list record for the lodging provider.

Block 1008A of method (1001A) may include identifying a travel agent from the scanned O-BTI data and identifying stored communication session procedures for communicating with the travel agent based on the scanned or digital O-BTI data. The stored communication session procedures may identify a communication protocol for accessing a passenger name record (PNR) from a remote second processor (i.e., a travel information system (108 or 110)) associated with the travel agent over a communications network, using communication formats described herein, by at least one processor.

For the return leg, the process for executing the check-in process of block 520 with the designated return travel operator may also use stored communication instructions to control a remote second processor to check in the passenger for the return leg of the return journey, for example, within a predetermined check-in window. The check-in process executed may be for a baggage item, a passenger, or both a baggage item and a passenger. For example, passengers may check themselves in online using standard processes defined by airline travel operators and the airline industry. Accordingly, the system (100) may only need to check in baggage items for the return flight. However, if the passenger does not check in themselves before the system (100) is ready to check baggage items for the return flight, the system (100) may then check in both the passenger and baggage items for the return flight.

For example, passengers can check in with the airline or another carrier for their return leg of the flight using a computing device or mobile communication device, such as a smartphone, tablet, laptop, or notebook. Passenger check-in may be completely independent of the baggage check-in process. In one or more embodiments, passengers may be checked in using, for example, the computing system of a lodging provider that communicates with the return leg of the flight.

FIG. 10B illustrates a flowchart of a method (1001B) for generating return flight information from a PNR using a PNR number captured from image data according to an embodiment. In an example, the method (1001B) may be performed in method (500), at block 501. At block 1002B, the method (1001B) may begin after printing an outbound hardcopy baggage tag associated with a first-mode (outbound) travel operator, such as an airline operator, for checking in a passenger's baggage item. The image may be captured at any time. Alternatively, the image may be of a printed device having at least a portion of the passenger/airline information on the outbound hardcopy baggage tag.

It should be understood that the methods described herein can be performed by any travel operator to produce hard copy bag tags and structured numerical sequences for identification of bag tags attached to items of baggage.

At block 1004B, the method (1001B) may include electronically receiving, by at least one processor, image data representing at least one image of printed passenger information associated with an airline travel operator on a printed device having at least a portion of the passenger information on the departure hardcopy bag tag or the departure hardcopy bag tag to create a digital passenger information (DPI) data record linked to the airline travel operator. The departure hardcopy bag tag may be issued by the departure airline travel operator for a checked baggage item of the passenger.

The method (1001B) may include, at block 1006B, accessing, by at least one processor, passenger return flight information from a computer system associated with an airline travel operator based on the DPI data record.

FIG. 6 illustrates a block diagram of a programming module (600) for generating a master list according to an embodiment. The programming modules (600) may communicate with a plurality of computing devices having programming modules (400A) (or alternatively, programming modules (400')) running thereon. The programming modules (600) may be stored by a computing device associated with a travel information system (128) or another travel management system. In one or more embodiments, one or more of the programming modules (600) may be stored on a server (148).

In one or more embodiments, the server (148) and the travel information system (128) may be integrated into the same computing system. In other embodiments, the server (148) may be integrated into the travel information system (108 or 110).

The programming modules (600) may include a list merger (602), a master list generator (604), and a return segment sorter (606). One or more of the programming modules (400A, 400B) (or, alternatively, 400C) may include software, hardware, firmware, or a combination of software, hardware, and firmware. A computing device associated with the travel information system (128) may include at least one processor and/or hardware that executes instructions of the one or more programming modules (600).

The programming module (600) may include a list graphical user interface (GUI) (608) that may include program instructions that, when executed, cause the list merger (602) to merge passenger list files from a plurality of computing devices (122), servers (148), or systems (100) for the current voyage. For example, a computing device associated with a travel information system (128) may be in communication with a plurality of systems (100), and each system (100) may have a plurality of computing devices (122). The passenger list files include a plurality of passenger list records generated by a passenger list record generator (414) and a return segment list generator (416) populated with information accessed from a PNR (112). The passenger list record generator (414) may be used to generate a baggage list (FIG. 1A or FIG. 1D) that is linked to the passenger list. The baggage manifest may include return segment information for a return flight with a designated return airline travel operator or other travel mode and any designated government screening points for entering or exiting the country prior to the next travel mode.

It should be understood from the disclosure herein that there may be multiple local destination points, each serviced by a different system (100). For example, DP (107) may be at a local train station local to the port of the lodging establishment (126). DP (107) may be at a local bus station local to the port of the lodging establishment (126). DP (107) may be at each local airport local to the port of the lodging establishment (126). The term "local" means, for example, a travel distance of less than 5 to 20 miles, 20 to 50 miles, or 51 to 100 miles to the lodging establishment (126). For example, a lodging establishment may be docked at a port with multiple airports, multiple train stations, multiple bus stations, etc., any of which may be used by passengers to arrive as close to the port as possible based on their own point of departure and travel cost.

The list GUI (608) may interface with a master list generator (604) and a return segment sorter (606). The master list generator (604) may include program instructions that, when executed, merge these files received from one or more systems (100) and a list of booked passengers stored by a travel information system (128) into a master list file populated with information derived from digitized O-BTI or DPI data records. The master list file is populated with accessed information from PNRs (112) relating to return trip segments for these passengers whose BTs (142) are scanned or photographed and processed by the system (100).

For example, at a cruise ship port, some passengers arrive on the same day as the cruise ship's departure. In other instances, passengers may arrive more than one day before departure. Additionally, the PNRs (112) of passengers on the same cruise voyage may be merged into a master list file. As a non-limiting example, a third-party service provider may manage baggage for multiple cruise ships in port.

Each cruise ship will have its own master list file. The list passenger records, populated based on information in the PNR (112), can be displayed on a display device using the list GUI (608). The list GUI (608) is a computer program that allows a user to view, for example, passenger information records and their return leg flight information. The passenger records may also include the cabin numbers of passengers on the current voyage. The return leg flight information may include, without limitation, one or more of travel provider information, travel provider geographic location, flight number, flight departure time, and flight arrival time. The list GUI (608) can display the information used to generate the DPI data record.

The master list generator (604) may include program instructions that, when executed, cause the display of a master list file generated using the list GUI (608) on a display device. The list GUI (608) may also include program instructions that, when executed, cause the return segment sorter (606) to sort the list by data associated with return flights or return segment travel modes that satisfy a check-in window for the return travel segment.

While not wishing to be bound by theory, accessing data from PNRs (112) based on digital reproduction of the 10-digit license plate number or PNR number on the bag tag to automate the process of populating the list and/or check-in of passengers (or their baggage) for their return journey segment using the accessed data saves valuable human resources on the cruise line and resources of the return journey operator.

Passengers' departure schedules for cruise ships (i.e., accommodations) may vary. Some passengers may wish to explore the state, city, or town where the cruise ship docks and arrive earlier than departure.

In one or more embodiments, the system (100) may, via the server (148), initiate receipt or capture of termination B-Type messages, such as when a passenger's baggage items are being handled for a current travel segment, such as during a first-mode trip, from a computer system associated with the airline travel operator or a baggage handling system issuing the B-Type message. In other embodiments, the system (100) may access, via the server (148), such termination B-Type messages stored in the computer system associated with the airline travel operator or the baggage handling system issuing the B-Type message.

The server (148) can sort the terminated B-Type messages and match the passenger's name in the B-Type message with the passenger's name in the list file.

The processor(s) may use the list GUI (608) to sort the master list file with information associated with the passenger list records by return segment flight times or other indicated times. The processor(s) may perform a check-in process for the return segment with each passenger's designated return travel provider based on the sorted master list file. In one or more embodiments, the master list file is for a resort destination that may include at least one hotel.

In one or more embodiments, data for baggage check-in for a return journey segment may include at least return journey flight times, an airline operator, and a PNR number. The methods of the present disclosure may include, by at least one processor, sorting a master list file with information associated with return journey flight times for a plurality of passengers; and, by at least one processor, executing a remote check-in process for baggage for the return journey segment with a designated return journey operator for each passenger based on the sorted master list file.

computer hardware

Referring now to FIG. 7, in a basic configuration, the computing device (700) (i.e., the computing device (122) or local computing device) may include any type of fixed computing device, server (148), personal computer (PC), or mobile computing device.

A computing device (700) may include one or more processing devices (706) and system memory in the form of a hard drive. Depending on the exact configuration and type of the computing device (700), the system memory may be volatile (such as RAM (702)), non-volatile (such as read only memory (ROM) (704), flash memory, etc.), or some combination of the two. The system memory may store an operating system and one or more applications (724), and may include program data for performing at least one of the programming modules (149) described above with respect to FIGS. 1A and 1D , 400A-400B (and 400C) described above with respect to FIGS. 4A-4C , the programming modules (600) described above with respect to FIG. 6 , the programming modules (2000) described above with respect to FIG. 20 , and the programming modules (2400) described above with respect to FIG. 24 .

The computing device (700) can perform one or more blocks of the method (500) in FIG. 5, the methods (800A and 800B) in FIGS. 8A and 8B, the methods (900A, 900B, 900C, and 900D) in FIGS. 9A through 9D, the method (1001A or 1001B) in FIG. 10A or 10B, the method (1100) in FIG. 11, the method (1102) in FIGS. 12A through 12C, and the method (1300) in FIG. 13, as described herein, via the application (724). The computing device (700) can perform one or more blocks of the method (1800) of FIGS. 18A and 18B, the method (1900) of FIG. 19, the method (2200) of FIG. 22, the method (2300) of FIG. 23, and the methods (2600A and 2600B) of FIGS. 26A and 26B, the method (2800) of FIG. 28, the method (3300) of FIG. 33, the method (3302) of FIG. 34, and the method (3500) of FIG. 35 via applications (724). The computing device (700) can also have additional features or functionality. By way of non-limiting example, the computing device (700) can also include additional data storage media devices (708) (removable and/or non-removable), such as, for example, a magnetic disk, an optical disk, or a tape. Computer storage media devices (708) may include volatile and non-volatile, non-transitory, removable and non-removable media implemented in any method or technology for storage of data, such as computer-readable instructions, data structures, program modules or other data. System memory, removable storage and non-removable storage are all non-limiting examples of computer storage media. Computer storage media may include, but is not limited to, RAM (702), ROM (704), Electrically Erasable Programmable Read-Only Memory (EEPROM), flash memory or other memory technology, compact-disc-read-only memory (CD-ROM), digital versatile disks (DVD) or other optical storage, magnetic cassettes, magnetic tape, magnetic disk storage or other magnetic storage devices, or any other physical medium that can be used to store the desired data and that can be accessed by the computing device (700). Any such computer storage media may be part of the device.

The computing device (700) may also include or have input/output (I/O) interfaces (712) for input modules (714), such as a keyboard, mouse, pen, voice input device, touch input device, and the like. The input modules (714) may include a video device, an image capture device (118), and/or a scanner (116), as illustrated in FIG. 1B. The computing device may include or have I/O interfaces (712) for connection to output device(s), such as a display, a presentation module (716), a speaker, and the like. A graphical user interface (GUI) (718) may be displayed on the presentation module (716). The computing device (700) may include a peripheral bus (710) for connecting to peripheral devices. The computing device (700) may include communication connection(s) that allow the device to communicate with other computing devices, such as over a network or a wireless network.

By way of example and not limitation, the communication connection(s) may include wired media, such as a wired network or direct-wired connection, and wireless media, such as acoustic, radio frequency (RF), infrared, and other wireless media. The computing device (700) may include a network interface (720), such as a network interface card, for connecting (wired or wireless) to a network or other communication carriers (722).

In an embodiment, the computing device (700) may also include accelerometers (ACC) (735), gyroscopes, a Global Positioning System (GPS) (737), and/or an Inertial Navigation Unit (INU) (740) to determine the location of the computing device (700), such as a mobile communication device, a scanning device, a computing device, or other RF communication devices. The location data of the computing device (700) used to obtain the OP-BTI includes location data of the baggage item and a time stamp associated with the location data.

The computer program code for performing the operations described above may be written in various programming languages, including but not limited to high-level programming languages such as C or C++, Python, and Java, for development convenience. In addition, the computer program code for performing the operations of the embodiments described herein may also be written in other programming languages, including but not limited to interpreted languages. Some modules or routines may be written in assembly language or even microcode to enhance performance and/or memory usage. It will be further understood that the functionality of any or all of the program modules may also be implemented using individual hardware components, one or more application specific integrated circuits (ASICs), or a programmed digital signal processor (DSP) or microcontroller. The code for describing the programs of the embodiments may be included as firmware in RAM, ROM, and flash memory. Alternatively, such code may be stored on a type of computer-readable storage medium, such as magnetic tape, a flexible disk, a hard disk, a compact disc, a magneto-optical disk, and a digital versatile disc (DVD).

Embodiments may be configured for use in a computer or data processing device that includes a central processing unit (CPU), memory such as RAM and ROM, as well as storage media such as a hard disk.

In one or more embodiments, if the computing device is a server, such servers may be one or more servers, and such servers may be virtual servers.

FIG. 8A illustrates a flowchart of a method (800A) for checking in baggage (i.e., baggage items) of a passenger departing or departing from a lodging establishment according to an embodiment. While the exemplary method (800A) in this disclosure depicts a specific sequence of operations, such sequence may be modified without departing from the scope of this disclosure. For example, some of the depicted operations may be performed in parallel or in a different sequence without substantially affecting the functionality of the method (800A). In other examples, different components of an exemplary device or system implementing the method (800A) may perform functions substantially simultaneously or in a specific sequence. In one or more embodiments, one or more blocks disclosed herein may be omitted, or additional blocks may be added.

According to some examples, method (800A) includes, at block 802, checking in baggage of passengers from a lodging provider for a return flight. If the first-mode travel operator is an airline, method (800A) may then determine whether a check-in window for baggage is open. For example, passengers and/or their baggage for a flight may be allowed to be checked in within 24 to 48 hours of the departure of the return flight. Train operators may have different check-in windows.

In some examples, method (800A) includes, at block 804, causing the creation of a baggage tag identifier and an IATA number plate. In some examples, the return flight IATA number plate may be created by the DCS or another airline host computer system designated to create IATA numbers for the airline operator. "Creation" may vary from airline to airline, mode to mode, and situation to situation. For example, server (2710) or server (148) may include programming modules for assigning a unique identifier compatible with the IATA number plate and associated bar codes. Server (2710) or server (148) may include programming modules for formatting a baggage tag in a format compatible with the IATA baggage tag format, such as that illustrated in FIG. 2A or 2D.

According to one or more embodiments, the method (800A) includes, at block 806, printing a bag tag with a license plate by a printing device. When a passenger's baggage is checked in, such as for a flight, one or more IATA B-Type messages are generated that include baggage details, such as inbound and outbound airport codes and dates, a 10-digit bag tag identifier, the passenger's name, and PNR information.

In one or more embodiments, the printing device may print a marker tag that may be adhesively attached to the baggage item.

In one or more embodiments, the method may include communicating to the passenger information associated with the 10-digit bag tag identifier of the return flight to allow the passenger to locate and track their baggage, such as using an IATA 10-digit bag tag identifier, upon return on their final travel segment.

The method (800A) may include, during a remote/return baggage check-in process, obtaining, by at least one processor, airline bag tag information for a return journey segment checked in baggage items for a passenger; and, by a printer, printing, for each checked-in passenger baggage item, a new bag tag for the return journey segment compatible with an IATA license plate number. The system (100) may email or text the printed BSM data, such as an IATA license plate number, to the passenger, similar to a commonly known baggage item or bag tag receipt.

The method (800A) may include replacing the outbound printed bag tag with a new return flight bag tag for the return travel segment.

In one or more embodiments, the new return flight baggage tag may be used to track a passenger's baggage items along different travel modes and to deliver baggage items to designated locations if the original printed baggage tag has been removed and replaced. The new return flight baggage tag may be used to track the location of baggage items for delivery to a lodging facility, home address, another designated address, or other travel mode along the return travel route.

Figure 8B illustrates a flowchart of a method (800B) for checking in a baggage item, a passenger, or a combination of a baggage item and a passenger departing from a lodging facility, according to an embodiment. The process for checking in a baggage item or a passenger and baggage item may be triggered based on a scan of a barcode with an IATA license plate number on an outbound hardcopy baggage tag, a printed device having at least a portion of the passenger information on the outbound hardcopy baggage, or a generated marker having an IATA license plate number associated with the outbound hardcopy baggage tag. In an embodiment, the trigger may be a user interaction with a GUI. The trigger may require verification/confirmation of the passenger's identity, as described in Figure 23.

The method (800B) may determine, at block 801, whether a trigger has been received. If the determination at block 801 is “YES,” the method proceeds to block 802.

At block 801, if the decision is "NO," the method may return to the beginning of block 801 to wait for a trigger, as baggage items may not be checked until the window is opened by the airline operator. In some cases, passengers can check in themselves as soon as the window opens using an online portal with an airline operator known in the art.

According to some examples, the method (800B) includes checking in baggage items or passenger and baggage items from a lodging provider for a return flight, at block 802, as described with respect to FIG. 8A.

According to some examples, the method (800B) may include, at block 804, causing generation of a bag tag identifier and an IATA number plate.

In an embodiment, the system (100) may be a non-flight airline operator configured to internally generate an IATA number plate. In an embodiment, the system (100) obtains IATA baggage tag information for the return flight from the DCS associated with the designated return flight airline travel operator.

The method (800B) may determine, at block 805, whether a trigger has been received. If the determination at block 805 is "YES," the method may proceed to block 806. If the determination at block 805 is "NO," the method may loop back to the beginning of block 805. In an example, block 806 may be triggered in response to acquisition of a subsequent scan or OP-BTI and/or generation of a digital BTI data record during the check-in window for the return flight. This trigger may require a keystroke on the computing device or a scan by a scanning device to trigger printing of a new bag tag stored for the return or return travel segment.

According to some examples, the method (800B) may include, at block 806, printing an IATA bag tag with a license plate. When a passenger is checked in for a flight, one or more IATA B-Type messages are generated that include baggage details such as inbound and outbound flight numbers and dates, a 10-digit bag tag identifier, the passenger's name, and PNR information (i.e., a PNR number). The PNR number is also known as a PNR locator.

The process for checking in passengers and baggage for a return flight may include electronically transmitting the boarding pass to the passenger via their mobile phone or computing device. This communication may include an email containing the boarding pass for the return flight. This communication may also include a text message containing the boarding pass for the return flight.

In one or more embodiments, the communication may include information associated with a 10-digit bag tag identifier, such that the passenger may locate and track their baggage upon return from their final travel segment using an IATA 10-digit bag tag identifier or the like.

According to an example, the method (800B) can be triggered, at block 805, by electronically acquiring, by at least one electronic acquiring device, an originating hardcopy bag tag identifier (OP-BTI) associated with or printed on an outbound hardcopy bag tag on a passenger's baggage item to create a digital BTI data record within a check-in window to check in the baggage item or the passenger and baggage item, from an airline travel operator.

Various remote check-in processes are known. For example, U.S. Patent No. 11,348,040, entitled "INTEGRATED END-TO-END TRAVEL INSTRUMENT (TI) DEVICE GENERATION SYSTEM AND INTEGRATED INSTRUMENT DEVICE," is incorporated herein by reference. U.S. Patent No. 2010/0211418, entitled "BAGGAGE TAGGING SYSTEM AND METHOD HAVING DATA FROM MULTIPLE SOURCES," is incorporated herein by reference.

The method (800A or 800B) may include, during a remote baggage check-in process, obtaining, by at least one processor, airline bag tag information for a return journey segment checked in baggage items for a passenger; and, by a printer, printing, for each checked-in baggage item of the passenger, a new bag tag for the return journey segment that is compatible with an International Air Transport Association (IATA) license plate.

Method (800A or 800B) may include replacing printed bag tags from the first-mode travel operator with new bag tags for the return travel segment.

The method (800A or 800B) may include, during a remote check-in process, obtaining, by at least one processor, boarding pass information for a return travel segment of the passenger; and, by at least one processor, communicating the boarding pass information to the passenger's electronic communication device.

Boarding pass information may include barcoded boarding pass information. Boarding pass information may be in e-ticketing format.

passenger list

Figure 9A illustrates a flowchart of a method (900A) for merging passenger listings and accommodation information according to an embodiment. In some examples, the method (900A) may include, at block 902A, searching and retrieving accommodation information from a lodging provider database for each passenger in the listing file. As a non-limiting example, the lodging provider database may include passenger room, suite, or guest room numbers. The accommodation information may include the lodging address, building numbers, floor numbers, level numbers, and other location delivery identifiers for delivering baggage items. This information may also be communicated to the passenger.

According to one or more examples, the method (900A) may include, at block 904A, updating a list file with accommodation information. In some examples, the method (900A) may include, at block 906A, optionally providing accommodation information to the passenger from the updated list. In some examples, the method (900A) may include, at block 908A, providing the updated list to the accommodation provider. The updated list includes accommodation information from the accommodation provider and passenger information, such as the passenger's name, return flight information for at least the first-mode travel operator, and the original bag tag ID. The list may include a baggage manifest, wherein the baggage manifest includes the baggage items to be delivered to the accommodation provider. The system (100) may prepare a general master baggage item list to track, deliver, and pick up all baggage items under its control. In some cases, the system (100) may assist baggage items in bypassing or expediting customs or border crossing security screening stations.

Data for check-in for a return journey segment may include at least return journey flight times and an airline operator (i.e., a designated return journey operator). The method may include, by at least one processor, sorting a master list file with information associated with return journey flight times for a plurality of passengers; and, by at least one processor, executing a remote check-in process for the return journey segment with each passenger's designated return journey operator based on the sorted master list file.

FIG. 9B illustrates a flowchart of a method (900B) for merging passenger list and accommodation provider information according to an embodiment.

Accommodation providers may include cruise ships, resorts, hotels, short-term rental homestays, long-term rental homestays, residential homes, and buildings.

In some examples, the method (900B) may include, at block 902B, searching and finding accommodation information from a lodging provider database for each passenger in the list file. As a non-limiting example, the lodging provider database may include passenger room, suite, or guest room numbers.

Method (900B) may be an inbound process for handling a passenger's baggage upon arrival at a lodging facility. In one or more embodiments, the passenger need not be present at the destination point or lodging facility for inbound baggage registration, or local to the destination point or lodging facility. The list file (2716) may be from an airport. Other reservation information may be from lists in the railway (train) reservation system (2718), bus reservation system (2720), ship reservation system, and lodging facility reservation system (2722) of FIG. 27. The present disclosure is not limited to these examples.

In one or more embodiments, travel reservations from multiple travel modes and/or accommodation providers may be merged to centralize the delivery and check-in information for passengers and their individual baggage. In some cases, the centralized list may not be tied to any travel mode or accommodation provider.

In some examples, the method (900B) may include, at block 904B, updating a list file with accommodation information. In some examples, the method (900B) may include, at block 906B, optionally providing accommodation information to the passenger from the updated list. In some examples, the method (900B) may include, at block 908B, providing the updated list to the accommodation provider. The updated list includes accommodation information from the accommodation provider and passenger information, such as the passenger's name, return flight information for at least the first mode travel operator, and the original bag tag ID.

In some examples, the method (900B) may include communicating the accommodation information to a B-Type message server (2710) (FIG. 27). In some examples, the method (900B) may include, at block 912B, determining whether an update to the accommodation information is received. If the determination is "YES," the method returns to block 910B, where the updated accommodation information is communicated to the B-Type message server (2710). If the determination is "NO," at block 912B, the method returns to block 912B on line 930B to await any updates.

FIG. 11 illustrates a flowchart of a method (1100) for generating a DPI data record according to an embodiment.

The method (1100) may include, at block 1102, performing image processing on the image to optically recognize printed text of printed passenger information associated with an airline travel operator on a departure hardcopy baggage tag and convert the printed text into searchable machine-encoded text sequences. However, the image may be a printed device having at least a portion of the passenger information on the departure hardcopy baggage tag.

Image processing algorithms for optical character recognition (OCR) may include computer vision machine learning algorithms, deep learning algorithms, or traditional image processing for recognition of printed text.

The method (1100) may include, at block 1104, generating a DPI data record linked to an airline travel operator from machine-encoded text sequences of passenger information to access a return flight with a designated return travel operator.

Printed text vs. machine-encoded text

Figures 12A-12C illustrate a flowchart of a method (1102) for performing image processing of image data associated with an outbound hardcopy bag tag or a printed device according to an embodiment. The method (1102) may include locating an outbound hardcopy bag tag in at least one image. In some examples, this may include using background subtraction machine learning algorithms to isolate pixels of the outbound hardcopy bag tag from the background in the image. In other examples, edge detection algorithms may be used to find the boundaries of the outbound hardcopy bag tag that will isolate pixels of the outbound hardcopy bag tag. Still further, the method (1102) may include locating a printed device in the at least one image.

The type of printed passenger information may indicate the location on the departure hardcopy baggage tag where the printed passenger information of interest can be found. For example, the layout in Figure 2a is typical for some airlines. This layout may include an IATA barcode and license plate facing the bottom of the baggage tag. This layout may include a destination airport field, which in this case is Miami International Airport, with the representative code "MIA" printed. The destination airport field may be located above the IATA barcode(s). Additionally, the destination airport field may include the airline code "AA" printed to designate the airline travel operator through which the baggage item and passenger are traveling to the destination airport.

This layout may include a departure airport field, which in this case is Tampa International Airport, printed with the representative code "TPA." The departure airport field may be located above the destination airport field on the departure hardcopy baggage tag. Additionally, the departure airport field may include the airline code "AA," printed to designate the airline travel operator from which the baggage item and passenger are traveling.

This layout may include additional space for printing the passenger's name on the departure hardcopy bag tag. For example, the passenger's name may be printed below the IATA barcode or IATA number plate.

This layout may include additional space for printing the PNR number on the departure hardcopy bag tag. As a non-limiting example, the PNR number may be printed on the departure hardcopy bag tag above the departure airport field.

This layout may include additional space for printing the airline name on the departure hardcopy bag tag. As a non-limiting example, the airline name may be printed on the departure hardcopy bag tag above the departure airport field.

This layout may include additional space on the departure hardcopy baggage tag for printing other information, at the airline's discretion. This additional information may include supplementary information that can be used to identify the passenger and access passenger travel information stored on a memory device associated with the airline travel agent.

However, as illustrated in Figure 2d, the layout of the departure hardcopy baggage tag varies for different airlines. Therefore, it may be useful to determine the airline code, either alphabetic or numeric, on the departure hardcopy baggage tag or other printed device.

Method (1102) may use optical character recognition (OCR) processes to convert an image of text into a machine-readable text format. The image of the text may be searchable to locate standardized codes within the image of the text to form a DPI data record. However, the departure hardcopy baggage tag may be damaged. Therefore, some or all of the text may not be optically readable using OCR processes. Depending on which passenger/airline information is unavailable, other printed devices that can include portions of the departure hardcopy baggage tag may be used. For example, a baggage tag marker (212) may be used to generate a DPI data record by capturing an image of the baggage tag marker. Method (1102) may be performed using an image of the baggage tag marker. For example, the airline code is embedded in the numbers of an IATA license plate.

The method (1102) may include, at block 1206, optically recognizing text of an airline code or airline name in at least one image of a departure hardcopy bag tag.

The method (1102) may include, at block 1208, forming a machine-encoded text sequence of an airline code image or an airline name. As used herein, the term "forming" is also interchangeable with "converting."

The method (1102) may include, at block 1210, matching the formed airline code with an airline code in a list of airline codes in the database (432). The database (432) contains both information on the airline code for the memory device and the airline name.

The method (1102) may determine, at block 1212, whether an airline code match is found. If the determination at block 1212 is "YES," the method (1102) may retrieve the layout for the airline travel operator at block 1216 and proceed to block 1218 of FIG. 12B . The BT layout may be looked up in a BT layout database (430). The database (430) may include both information regarding the layout of the memory device and baggage tag, as well as information regarding specific passenger/airline information.

At block 1212, if the determination is "NO," the method (1102) may return to block 1206 of FIG. 12A, where another attempt is made to find the airline code. The airline code may be used to locate the printed airline information on the departure hardcopy bag tag and the layout of passenger information associated with the airline. Returning to block 1206 may include decision block 1214, which determines whether the maximum number of attempts has been made. As a non-limiting example, the first attempt to find the airline code may include finding the two-letter airline code in the departure carrier field or finding the two-letter airline code in an image of an IATA-compliant license plate. Other methods for obtaining the printed airline code or airline name may exist based on the descriptions herein.

At block 1214, if the determination is "NO," the method (1102) may proceed to block 1206 of FIG. 12a to continue locating a valid airline code or airline name. At block 1214, if the determination is "YES," the method (1102) may loop to FIG. 13, where another method for finding a PNR number may be used.

The method (1102) may include, at block 1218, optically recognizing printed text of a PNR number in at least one image of an outbound hardcopy bag tag.

The method (1102) may include, at block 1222, forming a machine-encoded text sequence of PNR numbers.

Method (1102) may determine, at block 1224, whether a PNR number is found. A PNR number may be a unique sequence of six alphanumeric characters. In one or more embodiments, the PNR number may be preceded by the phrase "PNR" with or without spaces or other characters, such as hyphens or colons. However, this may be at the discretion of the airline operator. If the determination at block 1224 is "YES," method (1102) may proceed to block 1228. If the determination at block 1224 is "NO," method (1102) may return to block 1218, where another attempt to find a PNR number may be made. However, these attempts are limited to a maximum number of attempts at block 1226. If the determination at block 1226 is "NO," method (1102) may proceed to block 1218. At block 1226, if this determination is “YES”, the method (1102) may proceed to FIG. 13 to use the text of the IATA number plate as a linking index for the PNR information (i.e., PNR number) in B-Type messages.

The method (1102) may include, at block 1228, optically recognizing printed text of the passenger's name in at least one image of the departure hardcopy bag tag.

The method (1102) may include, at block 1232, forming a machine-encoded text sequence of the passenger's name.

The method (1102) may determine, at block 1234, whether the passenger's name is found. If the determination at block 1234 is "YES," the method (1102) may proceed to block 1240 of FIG. 12C. If the determination at block 1234 is "NO," the method (1102) may return to block 1228, where another attempt may be made to find the passenger's name. However, these attempts are limited to a maximum number of attempts at block 1236. If the determination at block 1236 is "NO," the method (1102) may proceed to block 1228. If the determination at block 1236 is "YES," the method (1102) may loop to FIG. 13, or alternatively, if available (now shown in the method), an image of the printed device may be used.

In some cases, a passenger's name can be captured using the IATA number plate and accessing the B-Type message containing the passenger's name. However, the passenger's name can also be extracted or obtained from the printed device if the hard copy departure baggage tag is damaged.

The method (1102) may include, at block 1240, optically recognizing printed text of auxiliary information (AI) in the layout of the departure hardcopy bag tag in at least one image.

The method (1102) may include, at block 1242, forming a machine-encoded text sequence of auxiliary information.

The method (1102) may determine, at block 1244, whether an AI is found. If the determination at block 1244 is "YES," the method (1102) may proceed to block 1248, where another determination is made to determine whether any more AI types are expected to be printed on the bag tag or printed device. If the determination is "YES," the method (1102) returns to block 1240 and searches for more text sequences. If the determination at block 1244 is "NO," the method (1102) forms a DPI data record at block 1250 and ends at block 1252.

Attempts to find AI are limited to a maximum number of attempts at block 1246. If the determination at block 1246 is "NO," the method (1102) may proceed to block 1240. If the determination at block 1246 is "YES," the method may proceed to block 1250, as previously described, and end at block 1252.

FIG. 13 illustrates a flowchart of a method (1300) for forming a machine-encoded text sequence of an IATA number plate according to an embodiment. If the PNR number cannot be obtained from an image of a printed departure hardcopy baggage tag, the PNR number may then be obtained from B-Type messages. The method (1300) may include, at block 1302, optically recognizing printed text of an IATA number plate in at least one image of a departure hardcopy baggage tag. The method (1300) may include, at block 1304, forming a machine-encoded text sequence of the IATA number plate. The method (1300) may also find the passenger's name.

Figure 14A illustrates a conventional BSM (1400A) for an airline operator. The BSM is a B-Type message. A B-Type message may include multiple data fields containing coded characters. For example, the coded characters may include one of, for example, an American Standard Code for Information Interchange (ASCII) code, Baudot, and Padded Baudot. Baggage Information Messages or B-Type message codes and formats are described, for example, in "Recommended Practice 1745 Baggage Information Messages" by IATA in Passenger Services Resolution Manual, June 2010, ^30th Edition, pgs. 1110-1205. B-Type messages can be communicated via the Internet and using messages using Extended Markup Language (XML) messages.

A B-Type message may include a field or line (1402) containing a header. For example, the header may be labeled "BSM," which represents the heading of the beginning of an airline's BSM. Field or line (1404) may include a line preparer ".V/" followed by a set of alphanumeric characters. As a non-limiting example, the line preparer ".V/" may indicate a version and supplementary data. For example, the supplementary data may include a switching station in an airline or airport infrastructure. The .V/data field may indicate whether a B-Type message, such as a BSM, is a terminating BSM. The .V/data field includes a number after the "/" indicating a data dictionary version number. The following characters may be a baggage source indicator, which may be indicated by an "L" indicating Local, a "T" indicating Transfer, an "X" indicating Terminating, or an "R" indicating Remote. The baggage source indicator is followed by a three-digit airport code. In Figure 14a, the BSM is a transition BSM with version number 1 and airport code of JFK.

When sorting on the BSM, BSMs from all carriers are received and sorted. As a non-limiting example, the .V/ field may be searched for a baggage source indicator of "T." Additionally, the system (100) may have multiple site locations. Thus, on a cruise ship departing Tampa, the system would sort on the exiting BSM with the "T" and "TPA" in the .V field in the baggage source indicator and the corresponding airport code numbers.

Other B-Type messages may have or be modified to have similar applications in their baggage source indicators.

Field or line (1406) may include the line preper ".F/" followed by a set of alphanumeric characters representing the outbound flight number and date. The alphanumeric characters may be separated by the symbol "/". For example, the data "22MAY" may represent the arrival date. The code "IST" represents Istanbul Airport.

Field or line (1408) may include the line preppers ".I/" followed by a set of alphanumeric characters representing the inbound flight number and date. The alphanumeric characters may be separated by the symbol "/". For example, the data "12MAY" may represent the departure date. The code "SLC" represents Salt Lake City Airport.

Field or line (1412) may include a line preparer ".N/" followed by a set of numbers representing a digital BTI data record of the OP-BTI. Field or line (1410) may include a line preparer ".P/" followed by a set of characters representing the passenger's name. The name may be separated from the surname by the symbol "/".

Field or line (1418) may include the line preparer ".L/" followed by a set of alphanumeric characters representing a passenger name record number or PNR number. Field or line (1420) may include an end-of-message indicator, such as "ENDBSM."

Between lines (1402 and 1420), there may be other fields or lines, such as fields (1414 and 1416). Field or line (1414) has a prefix of ".S/" and relates to adjustment data. Field or line (1416) has a prefix of ".W/" and relates to weight, pieces, dimensions, and type data of baggage items. Since airline B-Type messages are known in the art, further description of B-Type messages will not be given. Some of the fields/lines are required, while others are optional depending on the B-Type message.

However, the system (100) may access other B-Type messages from a computer system associated with the airline operator to determine, for example, whether a baggage item is missing or not found. The system (100) may access other B-Type messages stored on a computer system associated with the airline operator to determine the status of baggage, for example, before a passenger begins their stay at a lodging establishment, or at other times to track the status of baggage as it moves through the airport environment.

The exemplary conventional BSM (1400A) is provided for illustrative purposes and is not intended to be limiting. Each airline may have variations to its BSM.

Simulated BSM template

Figure 14B illustrates a simulated BSM (1400B) for a return flight that can be generated within or outside of a prescribed check-in window according to an embodiment. The simulated BSM (1400B) can serve as a placeholder for generating a larger BSM, for example, within or outside of an airline's prescribed check-in window, or for other travel modes. The simulated BSM (1400B) is a template.

In one or more embodiments, the airline operator's computer system may generate a simulated BSM (1400B). In one or more embodiments, the processor of the system (100) may generate the simulated BSM (1400B).

A B-Type message may include a field or line (1422) containing a header. For example, the header may be labeled "SBSM," representing the beginning of an airline's BSM, or may include another B-Type message header. For purposes of illustration and explanation, the simulated BSM in this example may have the same format and layout as the BSM in FIG. 14A. Therefore, only the differences will be described. For simplicity, identical code references may be used. However, some differences may exist. For example, the simulated BSM header or other B-Type message may begin with an "S," such that the header may be, for example, "SBSM." In another example, the simulated BSM header or other B-Type message may end with a symbol such as a "*." These examples are not intended to be limiting. The starting character "S" may include an alphanumeric combination of two characters or two-digit codes.

The field or line (1424) may include a line preparer ".V/" followed by a set of alphanumeric characters. As a non-limiting example, the line preparer ".V/" may indicate version and supplemental data. Since this is a simulated BSM outside the specified check-in window, the ".V/" field is marked as "NULL."

Field or line (1426) may include the line preppers ".F/" followed by a set of alphanumeric characters representing the outbound flight number and date. The alphanumeric characters may be separated by the symbol "/". For example, the data "31MAY" may represent the arrival date. The code "SLC" represents Salt Lake City Airport.

Field or line (1428) may include the line preppers ".I/" followed by a set of alphanumeric characters representing the inbound flight number and date. The alphanumeric characters may be separated by the symbol "/". For example, the data "30MAY" may represent the departure date. The code "IST" represents Istanbul Airport.

Field or line (1430) may include a line preparer ".N/" followed by a set of characters "NULL", because a bag tag identifier has not yet been assigned. Field or line (1436) may include a line preparer ".P/" followed by a set of characters representing the passenger's name. The name may be separated from the surname by the symbol "/".

In one or more embodiments, the simulated B-Type message generator (431) may assign a bag tag identifier compatible with the IATA bag tag number printed as the bag tag for the airline carrier. In such a case, the ".N/" preppers will be followed by the assigned bag tag identifier or the 10-digit IATA bag tag number. The numerical digits in the field following the ".N/" preppers may include the number of checked baggage items.

Assignment of bag tag identifiers by a server (148) or server (1310) outside the airline travel information system may vary by airline or country.

Fields or lines (1438 and 1440) may include those used for remote check-in. For example, field line (1438) may include a line prepare ".D/" followed by a set of alphanumeric characters or alphanumeric characters for baggage check-in details. Each ".D/" code field is different based on location data for the type of remote check-in. For example, field (1438) may include at least location data, a date, and a time, for example. Field or line (1440) may include a prepare ".C/" followed by characters representing, for example, a company or group name.

Field or line (1442) may include the line preparer ".L/" followed by a set of alphanumeric characters representing a passenger name record number or PNR number. Field or line (1444) may include an end-of-message indicator, such as "ENDBSM."

Between lines (1422 and 1440), there may be other fields or lines, such as fields (1432 and 1434). Field (1432) has a preparer ".S/", and field (1434) has a preparer ".W/", both of which are marked as "NULL". Fields or lines marked as "NULL" cannot be filled with return flight data because airline systems, such as DCS, do not allow baggage to be checked in until the prescribed check-in window opens.

A simulated B-Type message or simulated BSM may be used as a placeholder to pre-populate a BSM or other B-Type message for checking in baggage that is assigned an IATA plate number.

In one or more embodiments, the third party provider or company checking in the baggage may be configured to assign a unique identifier compatible with the IATA license plate number that includes a barcode format for printing on the IATA bag tag.

Figure 15 is a schematic diagram of a process (1500) for generating a baggage authorization tag to bypass additional baggage screening or indication of screening completion according to an embodiment. The process illustrated in Figure 15 may generate, for example, an MK (136).

In FIG. 15, the process (1500) may begin by scanning a marker (212) ( FIG. 2b ) or a departure hardcopy bag tag (200) ( FIG. 2a ). The marker (212) is shown in the drawing to prevent overcrowding. The marker (212) may include the passenger's name (214), departure airport flight identifier (216), destination airport flight identifier (1506), a ten-digit license plate (218), and an adjacent barcode license plate (220) and/or BSM record display.

A barcode scanner (116) reads a barcode (220). The scanner (116) is communicatively connected to a server (148) to receive information from a simulated BSM and the results of security screening, as described in FIGS. 26A-26B . In one or more embodiments, the MK (136) may be similar to the marker (212). However, in such cases, the MK (136) is updated with the same or similar BSM data from reference number 212 , and the cruise inline mode of the travel or accommodation provider is indicated by a marine mode indicator (1516), and an indication that it has passed screening under cruise line and government security directives is indicated by a marine approval indicator (1514). Additional details (1518) regarding the destination on the cruise ship for the baggage item (138) are listed from the cruise ship (accommodation provider) list, including the cruise line, cruise ship, departure date, room number, deck number, and reservation number. The print file of MK (136) is transmitted to a printer (120) for printing, for example. MK (136) is attached to a baggage item (138).

From the airport, baggage items (138) are held in a trusted holding area and are only accessible by trusted handlers. In other words, passengers or owners of baggage (138) have no access to baggage (138), and therefore, there is no opportunity to insert contraband or prohibited items after initial screening by TSA.

For example, if the departure hardcopy bag tag is missing and the marker (212) is missing, the baggage item would need to be processed independently. However, the system (100) will match the passenger with a simulated BSM generated from image data captured by, for example, a mobile communication device and their baggage item. The simulated BSM and/or security data may be printed by the process (1500). The MK (136) may include information from a cruise ship (accommodation) list, including the cruise line, cruise ship, departure date, room number, deck number, and reservation number.

Security Screening Integrated Assistance System

FIG. 16 illustrates a security screening integration assistant (SSIA) system (190) according to an embodiment. The SSIA system (190) is depicted in the black line box below line L1. The SSIA system (190) may be communicatively connected to a first mode of travel system (FMTS) (10) and a first security screening machine system (FSSMS) (40), both of which are depicted above line L1. As a non-limiting example, the FMTS (10) may include one or more computing systems (30, 35) or server systems having memory devices directly or indirectly associated with the FMTS (10). It should be understood from the present disclosure that each airline operator may have multiple server systems and/or computing systems. The FMTS (10) may, for example, include multiple transport aircraft (20 and 22) for a particular airline operator.

The term "SVTS" is used to designate a second vehicle of travel system (SVTS), which may be a cruise ship, bus, train, or lodging facility. In one or more embodiments, the cruise ship is the lodging facility. In one or more embodiments, the train may be the lodging facility. The SVTS may be a second travel transportation system. The FMTS (10) is the first vehicle of travel system (FVTS) and is an airline travel operator departing from anywhere in the world.

To prevent overcrowding in the drawing, the FMTS (10) may include multiple carriers for multiple airlines. Each airline may have its own computer systems (30) and computer systems (35). The term "air carrier" may be used interchangeably with airline and travel transportation.

Computer systems (30) may be, for example, travel information systems that store passenger itinerary data, flight information, and passenger check-ins. Computer systems (35) may store B-Type messages generated by baggage handling systems that route checked baggage items through the airport infrastructure. Computer systems (30 or 35) may provide for checking in baggage items. In one or more embodiments, a travel agent, such as an airline travel agent, may require passengers to check in and then print or generate their boarding passes. After the passenger checks in, baggage items may be checked in.

Passenger baggage items are checked into the transport aircraft, which is part of the FMTS (10). Checked baggage items are tagged with a departure hardcopy baggage tag (200), as illustrated in Fig. 2a. After tagging, the baggage items are transferred to the FSSMS (40) via the automated conveyor system of the baggage handling system.

The FSSMS (40) is shown separately from the FMTS (10), but both may be housed in or part of the airport infrastructure. The FSSMS (40) may include one or more security screening imaging machines (45 and 50). The FSSMS (40) may include server systems having one or more computing systems (55) or memory devices (113) for storing security screening images from the imaging machines (45). The FSSMS (40) may include server systems having one or more computing systems (65) or memory devices (113) for storing security screening images from the imaging machines (50).

The government agency that controls airline security screening may be designated by the Transportation Security Administration (TSA). Several vendors manufacture CT scanners used by the TSA for baggage screening. Some well-known vendors include:

SMITHS DETECTION: SMITHS DETECTION is a leading provider of advanced security solutions, including CT scanners. Their HI-SCAN XCT series scanners, such as the HI-SCAN 6040 XCT and HI-SCAN 7555 XCT, are designed to screen checked and carry-on baggage at airports.

L3HARRIS Technologies: L3HARRIS Technologies is another major supplier of security equipment, including CT scanners for baggage screening. The company's CLEARSCAN brand of CT scanners is used by the Transportation Security Administration (TSA) at various airports in the United States.

ANALOGIC Corporation: ANALOGIC Corporation develops advanced imaging technologies, including CT scanners, for airport security. Its CONNECT brand series of scanners, such as the CONNECT (70) and CONNECT (100), are designed to enhance airport security screening.

LEIDOS (formerly Lockheed Martin): LEIDOS is a global technology company that provides security solutions, including CT scanners for baggage screening. They developed the VACIS M6500 system, a high-performance CT scanner for baggage screening at airports.

CT images generated during baggage screening are typically stored in a multi-image format. This format allows for the exchange, storage, and transmission of images across different systems and devices. CT scanners capture a series of 2D cross-sectional images, which can then be reconstructed into a 3D representation of the scanned object. 3D visualization and analysis of CT images often involves specialized software designed to process and render multi-image files. These software solutions can reconstruct 2D slices into 3D models, allowing security personnel to examine scanned baggage in greater detail.

The Digital Imaging and Communications for Security (DICOS) standard is an image format standard developed by the National Electrical Manufacturers Association (NEMA) in collaboration with the Department of Homeland Security (DHS). It aims to enhance the interoperability and efficiency of security screening systems, such as those used in airports and other critical infrastructure facilities. DICOS is designed to meet the specific needs of security imaging, including the storage, transmission, and processing of security images. It addresses the limitations of the Digital Imaging and Communications in Medicine (DICOM) standard, which focuses primarily on medical imaging. The DICOS standard provides:

Interoperability: DICOS enables seamless communication between different security imaging systems and components from various manufacturers, allowing for more efficient and effective security screening processes.

Extensibility: The DICOS standard is designed to be easily extended and adapted to incorporate modern technologies and methods as they emerge in the field of security photography.

Flexibility: DICOS supports a wide range of security imaging modalities, including X-ray, CT, MRI, and others, making it suitable for a variety of security applications.

The size of TSA files can vary significantly depending on several factors, including the scanner's resolution, the number of slices captured, the level of compression applied, and the size of the baggage being scanned. Typically, CT scans produce numerous high-resolution images, which can result in substantial file sizes. A single multi-image file for a CT scan can range from hundreds of kilobytes to several megabytes. Considering a full baggage scan, which may contain multiple files, the total size can easily reach tens or even hundreds of megabytes.

The initial screening process by the FSSMS (40) may be performed by large X-ray machines (i.e., security screening machines (45 and 50)). These security screening machines (45, 50) are designed to detect a range of materials, including explosives and other contraband. Baggage is screened using a dual-energy X-ray system that allows security personnel to distinguish between organic and inorganic materials based on their atomic numbers. This aids in identifying potentially hazardous materials. If the X-ray scan reveals anything suspicious, the bag is diverted for further screening. This typically involves a physical inspection by trained security personnel, and may also involve the use of more advanced scanning technologies, such as Computed Tomography (CT) scanners, which can provide more detailed 3D images of the bag's contents. In some cases, explosive trace detection (ETD) machines may also be used. These machines can detect traces of explosives on the exterior of the bag or on items inside the bag. They work by taking a sample of a bag or item and then analyzing that sample for any explosive residue.

These baggage items containing explosives or specific hazardous items within baggage items are prevented from boarding the aircraft. The security screening machine (45 and/or 50) can detect materials or chemicals that are not individually hazardous, but may be hazardous when combined. Once in the second travel mode, these materials or chemicals may be combined intentionally or accidentally. In one or more embodiments, the SSIA system (190) may request the FSSMS (40) to provide a list of all detected chemicals and their quantities associated with objects within the baggage items.

The objects permitted in checked baggage stored in the overhead bins of a transport aircraft may differ from those permitted in checked baggage aboard a cruise ship (i.e., a second mode of transportation system (SMTS) (1680A)). This may be partly due to the fact that weapons are not accessible from checked baggage items during a passenger's flight, as baggage items are stored in overhead bins. However, on cruise ships, baggage items are delivered to the passenger's cabin, where passengers have direct access to weapons during the cruise, which may pose a threat to other passengers.

As a non-limiting example, the security screening machine (45 and/or 50) may receive a primary identification (ID) transmitted to the security screening machine (45 and 50), for example, from a baggage handling system. In an example, the primary identification (ID) may be a TSA-compliant number that is required to be transmitted by the baggage handling system to the security screening machine (45 and 50) to identify a baggage item. The primary identification (ID) may be a pseudo-ID. The primary identification (ID) may be stored with and linked to the security screening image in the memory devices (113).

In one or more embodiments, the photographing standards associated with the security screening imaging machines (45 and 50) may be stored and linked together with the security screening images of the baggage items in the memory devices (113).

In one or more embodiments, an algorithm may be run on the security images to generate a contents list within the baggage item. The contents list associated with the security screening images captured by the screening imaging machines (45 and 50) may be stored with and linked to the security screening images in the memory devices (113). The contents list may include machine-readable encoded text that may be searched for prohibited items for the second travel mode. In such cases, the contents list may be searched instead of visually inspecting the security screening image. This may save computer processing time by limiting the amount of data that needs to be transmitted between computing devices. The use of the contents list may save handling of baggage items in the second travel mode when all contents are already known in advance and a trusted baggage handler is present. In one or more embodiments, one or more contents may be identified as being combinable to create an explosive or other hazard.

As a non-limiting example, the IATA license plate number may be stored in the memory device (113) and linked to the security screening image.

Depending on the subsequent travel mode of transportation, baggage items may be screened by, for example, ISSSs (1670A, 1670B, 1670C, and 1670D). Each ISSA (1670A, 1670B, 1670C, and 1670D) may include an SS computer station (2672A) and a security screening device (2672B), as described in connection with ISSS (2670) of FIG. 26A . The SSIA system (190) may be configured to interface with the ISSSs (1670A, 1670B, 1670C, and 1670D), as described in more detail in connection with methods (2600A and 2600B) of FIGS. 26A and 26B .

What travelers are allowed to carry in checked baggage on flights may differ from what is permitted on ships. For example, some weapons may be checked and permitted for travel in checked baggage placed in the cargo hold of an airplane. However, once onboard a cruise ship, the owner of the baggage will have access to the weapon during the cruise, which presents a risk. While the specific list of prohibited items may vary between cruise lines, some common items permitted on airplanes but prohibited on cruise lines may include, for example:

Alcohol: Many cruise lines have strict policies regarding personal alcoholic beverages onboard. While you can carry a limited amount of alcohol in your checked baggage on board, cruise lines often restrict or limit the amount you can bring onboard.

Power Strips: Power strips, surge protectors, and extension cords are typically allowed in carry-on or checked baggage, but many cruise lines prohibit them due to potential fire hazards.

Clothes irons: Clothes irons are generally permitted in checked baggage on airplanes, but are often prohibited on cruise ships. Cruise ships typically provide irons in laundry services or self-service laundromats.

Pool inflatables: While these items are permitted on airplanes, they may not be permitted on cruise ships due to limited pool space and safety considerations.

Drones: Some airlines allow drones as carry-on or checked baggage, but most cruise lines prohibit them for safety and privacy reasons.

Hoverboards and similar devices: These items are typically permitted on airplanes if they meet specific battery requirements. However, many cruise lines prohibit them due to fire hazards and safety concerns.

Sports Equipment: Some cruise lines may restrict or prohibit certain sports equipment, such as baseball bats or golf clubs, from being allowed in checked baggage on flights.

Weapons: Some cruise lines may restrict guns, knives, large scissors, and pepper mace. Small grooming shears may be permitted.

Similarly, certain items permitted on airplanes may be prohibited or restricted on trains (railways), such as:

Oversized Baggage: While airlines typically allow checked baggage with size and weight restrictions, trains often have stricter size restrictions or limited storage space for oversized suitcases.

Bicycles: Many airlines allow bicycles as checked baggage, but not all trains allow bicycles, or they may require reservations and additional fees.

Sports Equipment: Some trains may restrict or prohibit certain sports equipment, such as surfboards, skis, or golf clubs, from being allowed in checked baggage on flights.

Camping gear: Camping gear such as portable stoves, fuel canisters, and tents with stakes may be allowed in checked baggage on airplanes, but may be restricted or prohibited on trains.

Musical Instruments: While airlines often allow musical instruments as carry-on or checked baggage, some trains may have size or weight restrictions on these items.

Hazardous Materials: Items such as flammable liquids, compressed gases, or corrosive substances may be allowed in limited quantities on airplanes, but trains may have stricter regulations.

Buses may prohibit one or more of the objects and substances described above or other things.

Hotels and resorts may prohibit one or more of the objects and substances described above.

The examples described herein are for illustrative and explanatory purposes only and are not intended to be limiting in any way. As should be understood from the description herein, it would be enormous to describe each and every rule and regulation for every mode of transportation or travel worldwide.

These rules and regulations may vary based on passage through different government agencies and in different countries. Rules and regulations may restrict or prohibit the quantities of currency, agricultural products, food, and other items on prohibited lists for any mode of travel.

The baggage screening process on cruise ships (i.e., SMTS 1680A) is similar to that at airports, but there are some differences due to the unique nature of sea travel. The SMTS (1680A) may include one or more servers or computer systems (1675A). When passengers arrive at the cruise terminal, their baggage items are checked in and tagged. These passengers arrive by hoisting their own baggage items and carrying them by hand.

The baggage item may then pass through an Integrated Security Screening Station (ISSS) (1670A) (i.e., ISSS (2670) of FIG. 26A). As illustrated in FIG. 26A, the security screening device (2672B) may be, for example, identical to one or both of the photographing machines (45 and 50).

The process described herein applies to baggage items that have been previously screened for security and have subsequent security images and data files available for sharing for Phase 1 security screening analysis. Other baggage items without subsequent security images and data files may be processed by the security screening device (2672B) to determine whether the baggage item clears the security screening process.

In the integrated security screening process, the SSIA system (190) may be configured to assist the ISSS (1670A) in obtaining subsequent security images and data, and interface with a trusted hold handler to take custody of baggage items from the transporter to the SMTS while preserving the security chain of custody by the trusted hold handler. In this manner, the subsequent security images and data obtained by the SSIA system (190) may be assembled and transmitted to the ISSS (1670A) so that the SS computer station (2672A) may perform a first-stage security screening analysis on the second or subsequent travel means for prohibited objects associated with regulations or rules of security providers associated with government agencies or cruise ships. If the first-stage security screening analysis on the second travel means clears the baggage item, the SSIA system may receive information related to the baggage item's passing or failure. The SSIA system (190) may update the handler devices and/or scanning devices to sort and handle baggage items, as described with respect to FIG. 26B. In a cruise ship environment, baggage items that fail security screening may be diverted to a security screening device (2672B) for second-stage security analysis of the second travel vehicle. Once the baggage item has cleared second-stage security screening, the SSIA system (190) may update dispatch information to deliver the baggage item to the room or cabin independently of the passenger or in parallel with the passenger.

Triggers for acquiring subsequent security images and data may include access to B-Type messages, such as a transport flight manifest, an exit BSM, a scan of an IATA number plate, or travel data from a PNR (112). However, the process described herein is intended to transmit files without requiring the transfer of the passenger's PII. Optionally, the passenger's name may be transmitted because it appears on a hard copy of the departure baggage tag, bingo tag, or other marker that the airline operator may place on the baggage item.

If subsequent security image and data analysis fails to clear the baggage item through the ISSS (1670A), the security screening device (2672B) of the ISSS (1670A) may then scan the baggage item for prohibited items, which may range from, but are not limited to, weapons and explosives to items not permitted on board the ship, such as alcohol or irons. If the baggage item triggers an alarm during the X-ray scan, it is secured for further screening. This typically involves a hand search by security personnel. In addition to the initial baggage item screening, passengers and their carry-on items are also screened before boarding the ship. This is typically done using walk-through metal detectors and X-ray machines, such as those used at airport security checkpoints.

The SSIA system (190) can interface with the system (100) to update the LIB (2450) (Figure 24) with the current security screening status. The SSIA (190) can trigger the Government Location Transmission and Pickup Data Generator (2410) so that when the IATA bag tag is scanned, if the baggage item has not been cleared, the trusted hold handler can take the baggage item to the location of the security screening device (2672B). Alternatively, the SSIA (190) can trigger the Government Location Transmission and Pickup Data Generator (2410) so that when the IATA bag tag is scanned, the trusted hold handler can take the baggage item for loading onto the next flight or exit the airport if the baggage item has cleared customs.

Additionally, SSIA (190) may update the extended B-Type message described with reference to FIGS. 14c to 14e. The security clearance status of a baggage item may be updated in the extended B-Type message.

Security screening procedures in rail systems (i.e., SMTS (1680B)) vary widely depending on the country and the specific rail service. SMTS (1680D) may include one or more servers or computer systems (1675C). SMTS (1680B) may include ISSS (1670B) (i.e., ISSS (2670) of FIG. 26A), which utilizes some form of security screening for both passengers boarding trains and their baggage. In some cases, ISSS (1670B) may involve random checks in which security personnel select bags for screening using handheld metal detectors or portable X-ray devices. In other cases, all bags may be screened by ISSS (1670B) using stationary X-ray machines, such as those used in airports and cruise terminals. In high-security situations or for international train services, more rigorous screening procedures may be utilized. The ISSS (1670B) may use explosive detection systems, sniffer dogs, or even CT scanners. Additionally, passengers may be screened using metal detectors or body scanners.

Security screening procedures within the bus operator system (i.e., SMTS 1680C) vary widely and are regulated by the U.S. Transportation Security Administration (TSA). SMTS (1680C) may include ISSS (1670C), which utilizes some form of security screening for both passengers and their baggage aboard the bus. SMTS (1680C) may include one or more servers or computer systems (1675C).

Security screening procedures at lodging establishments (i.e., SMTS 1680D) can vary widely and may be defined by self-regulation and/or government regulations. In one or more embodiments, lodging establishments may provide their own screening security processes, which may include, for example, third-party screening vendors, local police agencies, and hired security guards. The SMTS (1680D) may include an ISSS (1670D), which utilizes some form of security screening for both passengers and their luggage entering the lodging establishment. In some cases, passengers and their luggage enter a hotel connected to an airport controlled by the Transportation Security Administration (TSA) or another government agency. In some cases, such as the STAR WARS Hotel in Disney, Orlando, Florida, hotel guests have direct access to the theme park from the hotel. The SMTS (1680D) may include one or more servers or computer systems (1675D).

The SSIA system (190) may include one or more display devices (1660) or computing devices. For example, in one or more embodiments, a human in the loop may assist in obtaining files and transmitting these files to each ISSS. The display device (1660) may be a standalone display device or may be integrated into a computing device (700), as described with respect to FIG. 7 . In other embodiments, computing devices having the display device (1660) may automate the process of obtaining subsequent security images and data files and transmitting them to a designated workstation (i.e., the SS computer station (2672A)). As a non-limiting example, the subsequent security images and data files may be transmitted to an artificial intelligence (AI) engine to process the image and data files for regulations associated with cruise ships, trains, hotels, buses, resorts, or any combination thereof. The AI engine (i.e., the SS computer station (2672A)) will auto-generate signals representing the results.

The SSIA system (190) may include one or more servers or computer systems (1650) and memory devices (1655) that may be communicatively connected, either wired or wirelessly, to display devices (1660). The one or more servers or computer systems (1650) are described in more detail with respect to FIG. 7.

The SSIA system (190) may include an enterprise messaging system (EMS) (1557) to transmit short message service (SMS) messages about the status and location of baggage items to computing devices of designated baggage handlers.

The SSIA system (190) may receive triggers and information associated with registered passengers with baggage handling services from an associated computing device (1602). Registration information may include flight information, such as airline carrier, flight information, country, departure airport, itinerary confirmation number or passenger name record (PNR) number, and passenger name. Other registration information that may be entered by the passenger may include information related to a second mode of travel. The second mode of travel may be a cruise ship reservation, train reservation, bus reservation, or lodging reservation. This information may be collected prior to the date of travel using the first mode of travel.

Registration information may be used by the SSIA system (190) to generate dispatch information from a list. In one or more embodiments, the list may be for a single second-carrier vehicle or for multiple second-carrier vehicles. In one embodiment, analysis cannot begin until after the FSSMS (40) completes the security screening process or after the transport aircraft (20 or 22) takes off with baggage items and passengers. In other embodiments, analysis is triggered by the Terminate B-Type message described in Figure 1a.

In one or more embodiments, the SSIA system (190) may screen baggage items of passengers arriving at a hotel or resort using a transport aircraft, with or without baggage handling by the system (100). The SSIA system (190) may alert the SMTS (1680D) of any prohibited objects or materials or combinations of materials that, when combined, may be hazardous.

In one or more embodiments, the SSIA system (190) may be part of an SMTS (1680A) and may perform analysis only on cruise ships of one or more cruise ship companies.

In one or more embodiments, the SSIA system (190) may be part of an SMTS (1680B) and may perform analysis only on trains of one or more railway systems.

In one or more embodiments, the SSIA system (190) may be part of an SMTS (1680C) and may perform analysis only on buses of one or more bus operator companies.

In one or more embodiments, the SSIA system (190) may be part of an SMTS (1680D) and may perform analysis only for one or more of the company's lodging establishments/resorts.

In one or more embodiments, the SSIA system (190) may be part of the FMTS (10).

In one or more embodiments, the SSIA system (190) may be a third party vendor.

The examples described herein are for illustrative and explanatory purposes only and are not intended to be limiting in any way. As should be understood from the description herein, it would be enormous to describe each and every rule and regulation for every mode of transportation or travel worldwide.

FIG. 17A illustrates a GUI (1700A) for retrieving at least one security screening image according to an embodiment. The GUI (1700A) may include a display window (1702) for navigation and control and a data entry tab or button (1710). The GUI (1700A) may include a Country tab or button (1712) and a Travel/Screening Mode tab or button (1714). For example, the GUI (1700A) may receive countries from which a second travel mode may depart. Selecting the Country tab or button (1712) may automatically display a drop-down menu or list of countries. Selecting a country using a mouse or other user interface inputs the country into the system. The Travel/Screening Mode tab or button (1714) may list any of the second travel modes, including accommodations or resorts, or the second transportation modes identified herein.

The GUI (1700A) can receive the type of the second travel mode, allowing training data for regulations to be retrieved for a specified jurisdiction (i.e., country). Any state, county, city, province, etc., can be added. This allows the system to access regulations for all regulatory authorities. As described above, training data for the list of prohibited items for the second travel mode is retrieved by country and government agency.

For example, because CBP and/or the Coast Guard allow cruise ships to have additional rules, the GUI (1700A) may receive the cruise ship company name via a Company tab or button (1716). This allows one or more servers or computer systems (1650) to retrieve training data associated with the company's rules for analyzing the screening of baggage items. The GUI (1700A) may receive information related to the departure airport via a Departure Airport tab or button (1718). Selecting the tab or button (1718) may provide a drop-down list of airports from which to select. The GUI (1700A) may include an Image Selector tab or button (1720). A drop-down list of available images may be listed. Any image may be selected. The GUI (1700A) may include a Passenger Name tab or button (1722). When the list is loaded into the GUI, selecting the passenger name tab or button (1722) may provide a list of passenger names in the list that require their baggage items analyzed for different travel modes or different countries, for example. The user may select a passenger name using the mouse or another user interface. After the passenger name is selected, a unique identifier (i.e., OP-BTI numbers) is entered into field (1724) or retrieved, such as from a field in the baggage list or a stored B-Type message.

Figure 17B illustrates the GUI (1700B) of Figure 17A for selecting at least one security screening image according to an embodiment. According to one or more embodiments, possible prohibited objects include, among others, weapons, bottles of alcohol, irons, and power strips. Figure 17B is essentially identical to Figure 17A, so only the differences will be described.

In FIG. 17B, a selected image (1705) selected from a memory device of the FSSMS (40) is depicted. The image (1705) shows a baggage item 5 having a printed bag tag (i.e., bag tag (200)). The image (1705) shows, for example, X-ray representations of objects (1730, 1735, 1740). In the example, the object (1730) is annotated with a box (1732) to indicate that it is a prohibited object, such as alcohol. The object (1735) is annotated with a box (1737) to indicate that it is a prohibited or hazardous object, such as a weapon. The object (1740) is annotated with a box (1750) to indicate that it is prohibited, such as iron. Boxes (1732, 1737 and 1750) can be annotated autonomously or selectively, for example, by image processing/machine learning.

For banned substances, this information can be obtained using mass/density calculations by machine learning processes.

According to one or more embodiments, the first travel mode or the first screening mode may provide a list of hazardous materials identified during screening. Thus, when a security screening image is scanned, a file or list of detected hazardous materials may be obtained. For example, some weapons are manufactured through 3D printing. However, bullets containing gunpowder may be present. Therefore, a list of bullets, gunpowder, or a combination thereof may be identified.

According to one or more embodiments, the first travel mode or the first screening mode may provide a list of materials or chemicals that are individually non-hazardous. However, when one or more of the non-hazardous materials or chemicals are combined, the resulting solution may be hazardous or explosive, for example.

According to one or more embodiments, the GUI (1700B) may include a control button (1760) for initiating a search for prohibited objects and materials using a machine learning detection algorithm, including machine learning object detection. In one or more embodiments, for example, as described in detail with respect to FIG. 17C, the sorter performs the sorting itself by viewing images on a screen and comparing these images to prohibited images.

According to one or more embodiments, the GUI (1700B) may include an analysis result indicator (1765). In one or more embodiments, the indicator (1765) may allow a user to enter a mark in a list of analysis results indicating either security compliance of a baggage item for travel on a second mode of transport, travel mode, or screening mode, or non-security compliance of a baggage item for travel on a second mode of transport, travel mode, or screening mode. Accordingly, this information may be communicated to a trusted handler of those baggage items marked as having security compliance for the second mode of transport, travel mode, or screening mode to bypass subsequent security screening by a second security screening machine system of the second mode of transport, travel mode, or screening mode.

In one or more embodiments, such baggage items entering from another country to pass through security screening and switch travel modes may bypass security screening in the second travel mode.

Additionally, passengers can save time in customs lines using the Global Entry Mobile application, available through the U.S. Customs and Border Protection (CBP) from the Google Play Store, the Apple Store, or other authorized software vendors for mobile devices. This application requires travelers to be active members of the CBP Global Entry Program. For example, at one of the ports, travelers entering the United States will take a selfie to verify their identity. The user will be provided with a code on the application that will expedite their processing through CBP. The same code can also be used to release checked baggage items that have passed the Transition Mode Analysis process to bypass security on their next travel mode. In this case, the baggage items will remain in trusted custody until they are delivered to the next travel mode.

FIG. 17C illustrates a GUI (1700C) of FIG. 17A for screening at least one security screening image using a screening device according to an embodiment. GUI (1700C) is similar to GUI (1700B), so only differences will be described. In this example, the scanner may have placed boxes (1732, 1737, and 1750) around possible prohibited objects, for example, using a mouse, finger, or other implementation to annotate the image. Additional annotations may be added using a touch screen display device.

The GUI (1700C) may include at least one row (1726) and a plurality of prohibited objects or substances (1727). The prohibited objects or substances (1727) may be in the form of icons or images. Clicking on any icon or image in the row (1726) may provide a drop-down list of different shapes and styles of the prohibited objects or substances. The GUI (1700C) may include an arrow (1728) in the row (1726). The arrow (1728), when selected, may cause the images outside the view to scroll to reveal additional prohibited images or icons.

The GUI (1700C) may include a security analysis result indicator selector (1767). In one or more embodiments, the indicator selector (1767) may allow a user to enter a mark into a list of security analysis results that indicate either security compliance, such as selecting a pass for a baggage item for travel on a second mode of transport, a travel mode, or a screening mode, or non-security compliance, such as selecting a fail for a baggage item for travel on a second mode of transport, a travel mode, or a screening mode.

FIGS. 18A and 18B illustrate a flowchart of a method (1800) for selecting a second travel mode according to an embodiment.

According to one or more embodiments, the method (1800) may include, at block 1802, displaying, by the computer system (1650), a graphical user interface (GUI) (1700A, 1700B, and 1700C) on a display device (1660) to analyze security screening images from a first mode of transportation requiring security screening of checked baggage items tagged with a unique identifier for each passenger traveling on the carriers matching the list for the second mode of transportation.

According to one or more embodiments, the method (1800) may include, at block 1804, identifying, by the computer system or server (1650) of the system (190), in the GUI (1700A, 1700B, and/or 1700C), the name of each passenger in a list of passengers traveling on each of the transport aircraft having a unique identifier and checked baggage items to be re-screened by the second mode of transportation, the second travel mode, or the second sorting mode. The second sorting mode may be independent of the travel mode or the transportation mode in one or more embodiments.

According to one or more embodiments, the method (1800) may include, at block 1806, accessing, by the computer system (1650), from at least one memory storage device, stored security screening images of the passenger's checked baggage items captured by the first transportation mode screening, the first travel mode screening, or the first security screening machine system associated with the first screening mode, using the GUI (1700A, 1700B, and/or 1700C).

According to one or more embodiments, the method (1800) may include, at block 1808, displaying at least one of the stored selection images of the passenger's baggage item on at least one display device (1660) by the computer system or server of the system (190) in the GUI (1700A, 1700B, and/or 1700C) to analyze the at least one stored selection image accessed in accordance with rules and regulations associated with the second travel mode or the selection mode. In one or more embodiments, at least one of the stored selection images of the contents of the baggage item includes a three-dimensional dimensional representation of objects within the baggage item.

According to one or more embodiments, the method (1800) may include, at block 1810, receiving, by a computer system or server of the system (190), via a GUI (1700A, 1700B, and/or 1700C), a mark in a list of analysis results representing one of security compliance of the baggage item for travel on the second mode of transport, travel mode, or screening mode and non-security compliance of the baggage item for travel on the second mode of transport, travel mode, or screening mode, such that trusted handling of baggage items marked as having security compliance of the second mode of transport, travel mode, or screening mode bypasses subsequent security screening by a second security screening machine system of the second mode of transport, travel mode, or screening mode.

According to one or more embodiments, the method (1800) may include updating the list with IATA number plates or unique identifiers, by a computer system.

According to one or more embodiments, the method (1800) may include accessing, by a computer system, an originating printed bag tag identification (OP-BTI) associated with a checked baggage item from one of a computer system associated with each airline or a computer system associated with stored security screening images; and updating, by the computer system, a list with the OP-BTI. The OP-BTI may be, for example, an IATA license plate.

According to one or more embodiments, the method (1800) may include receiving, by a second computer system associated with the second mode of transportation or travel mode, updated reservation information associated with the second mode of transportation or travel mode for each passenger.

According to one or more embodiments, the method (1800) may include updating the list with updated reservation information for the second mode of transportation for the passenger, by a second computer system associated with the second mode of transportation or travel mode.

According to one or more embodiments, the method (1800) may include, in response to acquiring an IATA number plate, triggering, by the acquiring device, communication from the second computing system to the acquiring device with updated reservation information for the second mode of transport or travel mode.

According to one or more embodiments, the method (1800) may include displaying updated reservation information of the second transportation mode or travel mode on a display device of the acquiring device.

According to one or more embodiments, the method (1800) may include receiving, by the computer system, annotations using a GUI to highlight at least one object that caused a negative compliance result.

According to one or more embodiments, the method (1800) may include electronically transmitting a message of positive or negative compliance with the second mode of transport or travel mode to the owner of the baggage. This may be accomplished by EMS (1657).

According to one or more embodiments, the method (1800) may include, by the computer system (1650), including a description selected from an array of standardized descriptions in a message regarding a negative compliance outcome to the owner of the baggage. Exemplary messages are illustrated in FIG. 21.

According to one or more embodiments, the method (1800) may include forwarding an annotated image of an object that caused a negative compliance result to a security screening vendor in a second travel mode. For example, the screening device (1660) may take a screenshot and communicate the screenshot via one or more computing systems or servers (1650) or EMS (1657) or by email. The display device (1660) may be a touch-sensitive display device, or the application program may allow a user to interface with the display device using a mouse or other device to draw annotations on the image.

During the security screening process, the FSSMS (40) may scan the IATA license plate or otherwise obtain a unique baggage identifier using RFID or NFC technology. This may provide an index to stored images for retrieval by the system (190).

According to one or more embodiments, the bag tag number or IATA number plate is set as a unique identifier and added to the list. In one or more embodiments, the unique identifier is the IATA number plate or bag tag number from a B-Type message.

FIG. 19 illustrates a flowchart of a method (1900) for detecting the presence of a possible prohibited object according to an embodiment. According to one or more embodiments, the method (1900) may include, at block 1902, receiving, by the computing system (1650), a country of origin using the GUIs 1700A, 1700B, and 1700C (FIGS. 17A-17C). According to one or more embodiments, the method (1900) may include, at block 1904, receiving, by the computer system (1650), a selection of a type of second selection mode and loading training data of objects.

In one or more embodiments, the training data may include a list of prohibited objects for the second travel mode. The selector will examine the displayed images using the 1700A, 1700B, and 1700C GUIs (FIGS. 17A-17C) to determine if any of the prohibited objects are visible. In one or more embodiments, the 1700A, 1700B, and 1700C GUIs (FIGS. 17A-17C) may display the list of prohibited objects along the boundaries of the 1700A, 1700B, and 1700C GUIs (FIGS. 17A-17C), such as the upper boundary, the lower boundary, the right boundary, or any combination thereof.

According to one or more embodiments, the method (1900) may include, at block 1906, loading training data of prohibited objects associated with regulations of a regulatory government agency and, if present, training data of prohibited objects of a second travel mode company.

As non-limiting examples, the training data may include training images of prohibited objects from regulatory government agencies and training images from travel transportation companies.

As non-limiting examples, the training data may include mass and density values of objects prohibited by regulatory government agencies, and mass/density values of objects prohibited by travel transportation companies.

The CT scanners (45 or 50) (Fig. 16) can record the resulting data. The CT scanners (i.e., the CT scanners (45 or 50)) can generate detailed cross-sectional images of the baggage item and use this data to calculate the mass and density of individual objects in the baggage item based on these cross-sectional images. Hazardous and/or prohibited objects will have their own mass and density. Therefore, if a particular object has a mass and/or density that indicates a hazardous or prohibited material or object, the CT scanner will alert the operator of the object. However, some objects that are not hazardous on an aircraft because passengers do not directly access them in the cargo hold are hazardous or prohibited on a cruise ship.

According to one or more embodiments, the method (1900) may include, at block 1908, performing machine learning for object detection of content based on training data of the objects. The machine learning algorithm may include, but is not limited to, convolutional neural network (CNN) algorithms. For example, the CNN algorithms may include region-based CNN (i.e., R-CNN), masked R-CNN, faster R-CNN, etc. Other types of algorithms may include, for example, YOLO type algorithms (look only once).

In one or more embodiments, the machine learning algorithm may be performed on 2D images. In other embodiments, the image data is converted to 3D images to perform mass and density calculations on the tomographic slices. The calculations may be compared to a range of mass and density values to determine whether the calculated values fall within a range indicative of a possible prohibited object. In one or more embodiments, the prohibited object may be a hazardous object.

According to one or more embodiments, the method (1900) may include, at block 1910, determining whether a detected object in the contents of the baggage item is a possible prohibited object according to rules and regulations associated with the second sorting mode of the second travel mode.

According to one or more embodiments, the method (1900) may include, in response to determining the presence of a possible prohibited object at block 1912, displaying an indication of the presence of a possible prohibited object. The GUIs (1700A, 1700B, and 1700C) (FIGS. 17A-17C) may display an indication of a possible prohibited object, such as a color-coded annotation box, a text warning overlaid on the object on the screen, or other visual alarm.

FIG. 20 illustrates a block diagram of a programming module (2000) for analyzing a security screening image according to an embodiment. The programming modules (2000) may be stored in one or more memory devices (1655) to be executed by one or more computing devices or servers (1650).

One or more programming modules (2000) may include software, hardware, firmware, or a combination of software, hardware, and firmware. The computing devices and/or servers (1650) may include at least one processor and/or hardware that executes instructions of the programming modules (2000).

According to one or more embodiments, the programming modules (2000) may include a registration module (2002), a list generator module (2004), a unique identifier finder module (2006), a GUI module (2008) (FIGS. 17A-17C), an image selector module (2010), an analysis module (2012) (FIG. 19), and an analysis results communication module (2022).

The registration module (2002) may include a graphical user interface that allows a passenger to enter the registration data described above. The registration module (2002) may allow a passenger to log in and create an account.

The security screening analysis results communication module (2022) may include a network interface (720), such as a network interface card that connects (wired or wirelessly) to a network or other communication carrier (722) as described in FIG. 7 to communicate with the system of the second travel mode. The security screening analysis results communication module (2022) may use an EMS (1657) to communicate with the passenger.

The analysis module (2012) may include one or more of an object detector module (2014), an annotation module (2016), a 3D generator module (2018), a mass and density calculator module (2020), and a pass/fail marker module (2020), such as one using a machine learning algorithm. As illustrated in FIG. 17B, the annotation module may allow a user to write on the screen using a stylus, finger, mouse, or other implementation using a touch-sensitive display screen of the display device (1660).

Figure 21 illustrates a user interface (2102) on a passenger's mobile device (2100) that conveys information about the status of their baggage items. In this embodiment, the EMS (1657) (Figure 16) sends short message service (SMS) messages to passengers regarding the status and location of their baggage. Within these messages, screening analysis occurred while the passenger was in flight on the aircraft (20) (Figure 16). This screening indicated that the baggage passed all screening criteria for the cruise line. Therefore, rather than having the passenger pick up their baggage at the destination airport and then have it transported to the cruise terminal (where it is screened a second time), they simply proceed to their kitchen on the cruise ship, and their bags are already delivered to their rooms.

This process can provide greater efficiency for cruise staff, as the baggage handling team, which can be a separate entity, can verify any changes to cabin conditions before delivering luggage to the room. This can further enhance the travel experience, as passengers don't have to worry about checking their luggage into the wrong room or waiting in long lines to have their luggage checked in.

The system is programmed to provide the owner of the baggage with a description selected from an array of standardized descriptions in the message regarding the negative compliance outcome. This is illustrated by the exemplary messages in Figure 21.

Embodiments herein may include a method and system for analyzing aspects of security screening images of a first travel mode. The method includes accessing, by a computer system, a unique identifier associated with a checked baggage item from a computer system associated with the first travel mode. The method includes displaying, by the computer system, a graphical user interface (GUI) on a display device to analyze, for each passenger traveling on transporters matching a list for a second travel mode, security screening images from the first travel mode requiring security screening of checked baggage items tagged with the unique identifier.

The method may include, by the computer system, identifying, in the GUI, a unique identifier and the name of each passenger from a list of passengers traveling on each carrier having checked-in baggage items to be re-screened by the second travel mode. The method may include, by the computer system, accessing, using the GUI, from at least one memory storage device, stored security screening images captured by the first security screening machine system associated with the first travel mode screening of the passenger's checked-in baggage items.

The method may include displaying, by the computer system, at least one of the stored screening images of the passenger's baggage item on the GUI on at least one display device to analyze the at least one stored security screening image accessed in accordance with at least one of the regulations and rules associated with the second travel mode.

Such a system may include at least one processor and a memory storing instructions that, when executed by the at least one processor, are configured to cause the at least one processor to access a unique identifier associated with a checked baggage item from a computer system associated with a first mode of travel. The processor may display a graphical user interface (GUI) on a display device to analyze security screening images from the first mode of travel requiring security screening of checked baggage items. These screening images may be tagged with a unique identifier for each passenger traveling on the carriers matching the list for the second mode of travel.

The processor may also identify, in the GUI, a unique identifier and the name of each passenger from a list of passengers traveling on each carrier having checked baggage items to be re-screened by the second travel mode. The processor may access, using the GUI, from at least one memory storage device, stored security screening images captured by the first security screening machine system associated with the first travel mode screening of the passenger's checked baggage items. The processor may display, in the GUI (2102), at least one of the stored screening images of the passenger's baggage items on at least one display device to analyze the at least one stored security screening image accessed in accordance with at least one of the rules and regulations associated with the second travel mode.

Figure 22 illustrates a flowchart of a method (2200) for calculating a baggage fee according to an embodiment. This method (2200) may be performed at any time. However, the method (2200) may be performed as part of a check-in process for a baggage item. The method (2200) may include, at block 2202, scanning an O-BTI or IATA license plate, marker (212), or MK (136) using a scanning device.

The method (2200) may include, at block 2204, displaying an O-BTI on a display device associated with a scanning device or computing device (122); and, at block 2206, receiving passenger and airline information from a passenger manifest record associated with the O-BTI or a baggage manifest record associated with the O-BTI. As a non-limiting example, such information may include an airline name and/or an airline code. The airline information may include baggage fees for checked baggage items. In one or more embodiments, the baggage manifest record may indicate baggage fees or baggage fee waivers. For example, the passenger manifest record may indicate a frequent flyer number, which waives the passenger's fee for checking baggage items for a flight using the carrier associated with the frequent flyer number. In one or more embodiments, the first baggage item may have a $0 baggage fee. However, each additional baggage item may have an additional checked baggage fee in addition to an additional fee for exceeding the weight limit associated with the carrier. Each carrier has different rates. Additionally, passengers may be given a preferred baggage allowance.

The method (2200) may include, at block 2208, receiving an image of a baggage item. For example, an image of a baggage item to be checked in for a flight may be captured using a scanning device or a photographing device; and, at block 2210, the image may be displayed on a display screen of the scanning device, photographing device, or computing device (122).

The method (2200) may include, at block 2212, verifying a baggage item, such as by comparing the passenger's name on the IATA bag tag (200), marker (212), or MK (136) with the passenger's name in the baggage manifest record. The method (2200) may also verify a baggage item by comparing an image of the baggage item, as illustrated in FIG. 1B , with an image of the baggage item for check-in. This process may utilize the outbound hardcopy baggage tag (200), marker (212), or MK (136) for check-in for the return flight. For integrity, verification of a baggage item for the return flight may use the outbound hardcopy baggage tag (200), marker (212), or MK (136) in combination with a visual verification using an image of the baggage item. This may limit or prevent the exchange of an outbound IATA bag tag or marker from another baggage item for use on someone else's baggage item.

Since each carrier has discretion regarding the specific fields entered on the IATA bag tag (200) and marker (212), if the passenger's name is not present, additional passenger identification verification may be required. Additionally, if the IATA bag tag, marker (212), and/or MK (136) are missing or damaged at the time of check-out, preventing access to the verification data, an alternative verification process may be used to access the baggage item manifest record for the return flight data or other return trip data.

The method (2200) may include, at block 2214, receiving a weight of a piece of baggage item. As a non-limiting example, the weighing device may communicate with the scanning device and/or the computing device (122) to receive the weight of the baggage item to be checked. Once the weight is received, the weight may be displayed at block 2216. In one or more embodiments, the scanning device or the computing device (122) may include a graphical user interface having a data entry field for entering the weight of the baggage item.

The method (2200) may include, at block 2218, calculating a baggage item fee based on weight by the processor of the computing device (122). The method (2200) may include, at block 2220, determining an airline carrier baggage item fee or travel mode fee for the baggage item. Other fees may need to be determined based on country.

The method (2200) may include, at block 2222, calculating a total baggage fee by a processor of the computing device (122).

Fares can be paid by passengers in a variety of ways. For example, fares can be charged to the room and paid by the passenger upon check-out.

In one or more embodiments, trained personnel may come to the passenger's cabin to initiate the check-in process, such as weighing baggage items, verifying baggage items, and taking payment for baggage fees.

In one or more embodiments, baggage fees may be charged to the passenger's account associated with the baggage delivery and handling service.

Although the acts described in FIG. 22 may be performed by a scanning device or a computing device (122), one or more of the blocks may be performed by a server (148).

Figure 23 illustrates a flowchart of a method (2300) for checking in a baggage item when an IATA bag tag (200) and/or marker (212) is missing according to an embodiment. Additionally, the passenger's name may be missing from the bag tag or marker.

The method (2300) may include, at block 2302, determining whether a departure hardcopy bag tag (200) and/or marker (212') is missing. If the determination at block 2302 is "NO," the method (2300) ends at block 2304. If the determination at block 2302 is "YES," the method (2300) may proceed to block 2306. Characteristic information of a baggage item (i.e., features in an image) may be received to reconcile a passenger and baggage when bag tags or markers are missing.

The method (2300) may include, at block 2306, receiving, by the computing device (122) or the server (148), either passenger biometric information or passenger identification associated with the baggage item. The passenger may present a valid driver's license, passport, or Real ID. Before any passenger can check in for their flight, their identity must be verified. The Real ID Act of 2005, enacted by Congress, will require passengers to ensure that their state-issued licenses are compatible with its requirements. For example, a license or identification card compatible with the 2005 Act may include a star in the upper right corner.

A driver's license may be scanned to verify a driver's license. Other authentication methods used to authenticate devices may be used to verify a person's identity.

This method may utilize a valid photographic identification of the passenger (i.e., a driver's license, passport, or other valid identification device) to initiate the check-in process for baggage items with a trusted baggage handler. Passenger identification may be verified, for example, using the verification process (3180) described in connection with FIG. 31, or using other verification processes.

The verification processes may include verifying the passenger's identity using a state-issued driver's license or identification in a TSA-approved digital wallet on a mobile communication device. In one or more embodiments, the passenger may download a TSA-approved digital ID application. TSA.gov provides examples of mobile driver's license and digital identification requirements for Apple Wallet, Google Wallet, and Samsung Wallet. Other applications are available through state DMVs, such as the California DMV Wallet Application. Still other applications may be available from airline carriers, such as the AMERICAN AIRLINE Digital ID Application. The computing device (122) or server (148) may communicate with a TSA-approved digital ID application to verify the passenger's identity using the passenger's mobile communication device.

The method (2300) may include, at block 2308, accessing a database containing either a lodging provider list or a flight list during the check-in window for the outgoing flight to match the passenger's name to passenger biometric information, by the computing device (122) or the server (148). As a non-limiting example, the passenger may check in on his/her own during the check-in window. In other cases, the passenger may not check in on his/her own for the return flight. In FIG. 1D, the flight list (151) may be searched for a match of the passenger's name, for example, to confirm that he/she has a return flight. In other embodiments, the return flight information may be, for example, located in the lodging provider list or another list.

Method (2300) may include, at block 2310, obtaining a PNR number to access passenger return flight information. In some cases, the passenger may have a PNR number provided or texted to a trusted baggage handler or baggage handling agent for pickup and delivery of baggage items to a designated air travel carrier. As a non-limiting example, the PNR number on an itinerary, e-ticket, or boarding pass may be manually entered into the application by a trusted baggage handler or baggage handling agent. Alternatively, the text of the PNR number may be converted into machine-encoded text, for example, from an image of the itinerary, e-ticket, or boarding pass. The PNR number may be used to access return flight information if it is not already available.

The method (2300) may include verifying passenger biometric information at block 2312, by the computing device (122) or the server (148). When a ticket for a return flight is found, the passenger biometric information may be verified at block 2314. The system (100) verifies that the passenger has a reservation for the return flight. The search for such a match may be narrowed by receiving information from a passenger or accommodation provider cargo list, such as a cruise ship cargo list. For example, the passenger may indicate a carrier for the return flight.

At block 2314, if the determination is "NO," the method (2300) may include, at block 2316, transmitting an invalid message to the passenger's mobile communication device by the computing device (122) or the server (148). At block 2314, if the determination is "YES," the method (2300) may include, at block 2318, marking the LIB (2450) and the baggage item with a marker device. The marker device may be a pre-printed unique identifier that can be attached to the baggage item and logged into the LIB. The pre-printed unique identifier may be a barcode that can be scanned by a scanning device or an acquisition device. In such a case, check-in of the baggage item may occur at any time within a 24-hour window by scanning the unique identifier to access return flight data.

The marking device may be a tracker, such as the AIRTAG from APPLE Inc. This tracker may be a Global Positioning System (GPS) tracker, a GSM tracker, or another tracker. The tracker may be programmed with a unique identifier for the passenger or baggage item, which can be pinged, for example, when the baggage item needs to be checked for a return flight within a 24-hour window.

The method (2300) may include, at block 2320, updating or generating, by the computing device (122) or the server (148), a baggage item list record having current return flight information and a marker device unique identifier.

The method (2300) may include, at block 2322, checking in a baggage item using return flight data from an unlocked baggage item list record, by the computing device (122) or the server (148). A unique identifier may be used to unlock the return flight data.

In one or more embodiments, the baggage item manifest record may be unlocked by one of: 1) scanning the IATA barcode on the license plate of the departure hardcopy bag tag; 2) scanning the IATA barcode on the license plate of the marker (212'); or 3) scanning the MK (136) with the IATA barcode on the license plate of the departure hardcopy bag tag, if the IATA bag tag, marker, or MK does not appear to be counterfeit.

In one or more embodiments, the baggage item manifest record may be unlocked by one of the following: 1) scanning the IATA barcode on the license plate of the departure hardcopy bag tag; 2) scanning the IATA barcode on the license plate of the marker (212'); or 3) scanning the MK (136) with the IATA barcode on the license plate of the departure hardcopy bag tag, if the IATA bag tag, marker, or MK does not appear to be counterfeit.

In one or more embodiments, the passenger's biometric data may include fingerprint data, retina scan data, and/or facial recognition data.

Passenger biometric data may be linked to PII data, such as passenger driver's license data, passport data, and other personally identifiable information that may be used to verify the passenger's identity.

Baggage Item Brain (LIB)

FIG. 24 illustrates a block diagram of LIB programming modules (2400) according to an embodiment. The LIB (2400) may be accessed from a paper departure hardcopy bag tag, a printed device having at least a portion of the hardcopy bag tag information printed thereon, and/or an MK (136) via an electronic key generated by the system (100), and the MK (136) may be generated from the LIB (2450). In one or more embodiments, the printed bag tag may be electronically printed using an IATA compatible RFID device.

LIB (2450) is a general-purpose baggage item brain that can be used outside of the airport computing infrastructure, but includes, for example, a transport or IATA-compatible linking index key for use within the airport computing infrastructure. LIB (2450) may contain the same information as a general-purpose or extended B-Type message, but uses a different coding scheme than the extended B-Type message. Information from LIB (2450) may be provided to generate fields of an extended B-Type message for communication using a wired or wireless communication protocol, including one or more of mobile communication, cellular communication, satellite communication, near-field communication, long-range wireless communication, Ethernet communication, or Internet Protocol.

LIB (2450) may be linked to information described in connection with FIGS. 14c to 14e and FIGS. 29 and 30.

The LIB programming module (2400) may include a baggage item feature data storage module (2402), which, when executed, causes baggage item feature data to be stored in memory and associated with a baggage item record. The baggage item feature data may be captured by a photographic device or a mobile communication device (15), as described in FIG. 1B , and added as part of the baggage item feature data or a passenger's (owner's) profile. The baggage item feature data may use image recognition technology to identify baggage items. This may be used, for example, if a bag tag or marker is missing or damaged at any point in the baggage item's travel itinerary or for other reasons. In one or more embodiments, if an IATA bag tag, marker, or MK (136) appears to be counterfeit, the feature data (image data) in the LIB (2450) may be used to detect counterfeiting of the IATA bag tag (200), marker (212), or MK (136) where the expected IATA license plate or other unique identifier does not match the baggage item image.

The LIB programming module (2400) may include an IATA license plate storage module (2404) that, when executed, causes a 10-digit IATA license plate to be stored. The IATA license plate may be captured by any of the processes described herein and subsequently adjusted as the baggage item exits the airport. As a non-limiting example, the IATA license plate may be obtained from a data field of a communication signal representing an exit BSM. The IATA license plate may be obtained by image data that is converted to machine-encoded text. The IATA license plate may be obtained from scanned data of an IATA barcode encoding the IATA license plate. The IATA license plate number may be obtained by a radio-frequency identification (RFID) reader or a near field communication (NFC) identification reader, as described in more detail with respect to FIG. 1B .

The LIB programming module (2400) may include a location data capture module (2406), which, when executed, generates location data from metadata shared by a scanning or acquisition device whenever a baggage item is scanned, captured, and stored. The system (100) may include acquisition devices that may provide a scan trigger signal to capture location data by the LIB (2450) when acquiring an IATA license plate, such as by scanning a barcode.

The LIB programming module (2400) may include a location transfer and pickup data generator (2408) that, when executed, causes transfer and pickup locations where baggage items are picked up and delivered as part of the travel experience to be generated based on at least one of an exit BSM, a list of next travel modes, accommodation providers, or travel data associated with the PNR (112). The travel data of the PNR (112) may be accessed by accessing the BSM associated with the departure hardcopy baggage tag in response to obtaining an IATA number plate, as described in FIG. 1B. The transfer locations may be developed in two stages. The first stage may be from the list MX and the exit BSM. The second stage may be upon activation of obtaining an IATA number plate number using an IATA barcode, for example, to activate the electronic LIB (2450). Transfer pickup and drop-off may be developed in stages, such as for each travel segment. Some stages may overlap.

The LIB programming module (2400) may include machine learning (ML) algorithms or artificial intelligence (AI) to generate delivery, pickup, and handling instructions. As a non-limiting example, the ML algorithms may include decision tree models. These decision tree models may be based on closing BSM data, non-closing BSM data, inventory data, next travel mode, flight departure, country of departure, destination of arrival, government regulations, etc.

The LIB programming module (2400) may include a government location transfer and/or pickup data generator (2410) that, when executed, causes the generation of transfer and/or pickup locations at which baggage items will be picked up and/or transferred to government-mandated security screening check locations as part of the travel experience. Government locations may include Coast Guard locations and/or Customs and Border Protection locations. The government location transfer and/or pickup data generator (2410) may be used for those registered passengers who may utilize the security screening integration assistance service. In other embodiments, the government location transfer and/or pickup data generator (2410) may be used for internal processing by the system (100).

In one or more embodiments, the exit airport may be the first customs airport where passengers and their baggage items will encounter. In such embodiments, data from the exit BSM may indicate that the departure airport is an international flight. Alternatively, machine-encoded text in the passenger image data may indicate that the flight originated outside the country. This data may be analyzed by the government location transfer and/or pickup data generator (2410) to determine that the origin of the outgoing flight is an international flight. In such cases, the government location transfer and/or pickup data generator (2410) will determine Customs and Border Protection locations and/or security procedures for clearing baggage items based on the country of entry and/or country origin and/or mode of travel.

In one or more embodiments, the government location relay and/or pickup data generator (2410) may include a trusted baggage handler that picks up and handles baggage items for check-in for a return flight on a designated air travel operator or other travel operator.

Alternatively, in one or more embodiments, the trusted child handler may receive commands independently of the LIB, as described with respect to FIGS. 26A and 26B.

The location transfer and/or pickup data generator (2408) may also communicate with the lodging provider or the next travel mode of transportation to determine if a room or cabin is available for delivery of baggage items when executed. In other words, the location transfer and/or pickup data generator (2400) may communicate with the reservation system of the lodging provider or the next travel mode of transportation to determine if a room or cabin is available. In another example, the reservation system for the next travel mode of transportation may indicate a bus terminal or train station, etc.

As a non-limiting example, if a baggage item can bypass security screening by the cruise ship, the baggage item may remain in the trusted hold of the trusted handler or seller until a room is ready to deliver the baggage item. In other examples, baggage items that cannot bypass security screening by the next travel mode may be delivered to the next travel mode security screening location, screened for security, and then delivered to the room or cabin by the next trusted hold handler.

Certain data fields, such as return flight information and passenger personally identifiable information (PII), may be independently locked. The baggage item brain programming modules (2400) may include a baggage item verifier (2416), which, when executed, causes one or more of the locked data fields to be unlocked. As a non-limiting example, the baggage item brain may be configured to unlock return flight information based on verification of baggage item characteristic data and/or the identity of its owner. For example, return flight information may be unlocked by a trusted baggage handler scanning or obtaining an IATA license plate during the check-in window.

As a non-limiting example, scanning or acquisition may be accomplished by a trusted baggage handler and/or a designated machine with a registered serial number, media access control (MAC) address, or other unique identifier registered with the system (100). However, if the paper IATA bag tags or paper markers are missing or the passenger's name is not printed on these paper devices, the baggage item may then need to be verified, for example, by verifying the passenger's identity.

The baggage item brain programming modules (2400) may include a baggage item tracking module (2418) that, when executed, causes captured location data and pickup data to be logged. When a bag tag (142) is scanned or acquired, a log of locations traveled by the baggage item for pickup or delivery may be displayed by a display interface (2430) on the display device.

The baggage item brain programming modules (2400) may include a passenger manifest record link module (2422), which, when executed, accesses personally identifiable information (PII) of the passenger to verify/confirm the passenger's identity as the owner of the baggage item. The PII may, in some cases, be provided directly by the passenger or stored or accessible within a list of the system (100). Once the passenger is verified/confirmed, the IATA license plate number or other unique identifier may be used to access return flight data to securely check in the baggage item.

The baggage item brain programming modules (2400) may include a tracker identifier interface (2424) that, when executed, interfaces with a wireless tracking device (175) (FIG. 1B) attached to the baggage item to receive communications with location data from the wireless tracking device (175) or a network device within the system (100). In one or more embodiments, the wireless tracking device (175) may communicate via cellular, GSM, or other long-range wireless communication systems using compatible communication protocols. In one or more embodiments, the wireless tracking device (175) may communicate via short-range communication protocols.

The tracker identifier interface (2424) may include programming instructions that, when executed, cause the capture and storage of received location information (2426) from a designed tracking device to determine or estimate the general location of a baggage item based on the received location information.

Baggage items that have not previously been tagged cannot generally be checked. Passengers may need to be verified/verified to check in baggage. Proof of purchase for the return flight may need to be provided. Additionally, locked fields in the baggage item's LIB may need to be unlocked.

As a non-limiting example, a passenger may arrive without checking in any baggage items, or may need to initiate a check-in process for new baggage items entering the travel itinerary for the next leg of the journey or return. In such cases, a new LIB may be created, beginning with the passenger's identity verification.

The baggage item brain programming modules (2400) may include a display interface (2430) that, when executed, includes a graphical user interface for displaying information stored in the LIB on a display device connected to or integrated with a scanning device, an acquisition device, a computing device (122), or a server (148). In one or more embodiments, the mobile communication device (15) or other personal communication device of the passenger may include a graphical user interface for receiving (baggage) tracking log information and/or baggage characteristic data.

Integrated Security Screening Process

FIG. 26A illustrates a method (2600A) for handling files for an integrated security screening process for baggage items that need to be processed through a security screening station according to an embodiment. The Integrated Security Screening Station (ISSS) (2670) may include CBP, the Coast Guard, the TSA, custom government agencies at border crossings, such as airports, trains, buses, or docks, private security screening agencies for cruise ships, and private security screening agencies for hotels.

The processes described herein may allow secure images and data to be transferred between government-to-government entities, business-to-business entities, and government-to-business entities without transferring PII data, for example, by using B-Type messages, IATA license plates, and/or PNR numbers.

Method (2600A) may include, at 2602, receiving a trigger by the processor. This trigger may be based on information from an airline flight manifest regarding passengers exiting an air travel operator. This is an example of an international flight, where all passengers may be required to be processed by an ISSS (2670), such as CBP. This trigger may be based on information from a cruise ship manifest regarding passengers exiting a cruise ship travel operator. This trigger may be based on a travel operator crossing a border and a designated border control government agency requiring security screening of baggage items for border crossing. The passenger may be on a train, and the baggage items may be checked in under different security protocols for entering a different country. An exemplary system utilizing different security protocols is described in U.S. Patent No. 10,366,293, entitled "COMPUTER SYSTEM AND METHOD FOR IMPROVING SECURITY SCREENING," to Applicant Synapse Technology Corporation.

These triggers may be based on information from cruise ship listings regarding passengers exiting an air travel operator and switching to a cruise ship as their next travel mode. These triggers may be based on information from train listings regarding passengers exiting an air travel operator and switching to a train as their next travel mode. These triggers may be based on information from bus listings regarding passengers exiting an air travel operator and switching to a bus as their next travel mode. These triggers may be based on information from hotel or resort (i.e., lodging) listings regarding passengers exiting an air travel operator and switching to a lodging facility as their next travel mode.

These triggers may be based on a list maintained by the system (100) for passengers registered for baggage pick-up and delivery services to a delivery home or other address.

The file handling for the integrated security screening process for baggage items may rely on captured security screening images of baggage items when first-mode travel uses air travel carriers. Image(s) and associated data from advanced scanning technologies, such as Computed Tomography (CT) scanners (i.e., CT scan machines (114)), can provide more detailed 3D images of the contents of the bag (i.e., baggage items). These images and associated data can be used on subsequent travel modes, provided the baggage item remains in compliance with security protocols. Baggage items can be transferred from one mode of travel to the next by analyzing the shared images for prohibited items designated for the subsequent mode of travel. Additionally, different countries have different regulations regarding the amount of currency or other items brought into the country. These are just a few examples, and it would be daunting to describe each and every regulation between the United States and any other country.

Baggage items remaining within the airport infrastructure are considered secure if handled by trusted airport hold procedures. For example, baggage items that were not delivered to the carousel and/or left unattended are considered secure. However, baggage items leaving the terminal airport for transfer to another mode of travel, for example, may be transferred to a trusted hold baggage handler to secure the baggage items so they can be handled using ISSS (2670), as described in more detail below.

At block 2606, the method (2600A) may include, by the processor, obtaining a security screening image using an IATA license plate, a passenger's name and/or PNR number matching obtained from a B-Type message, a list of flights, a list of services, and/or a list of other next-trip transportation (i.e., a list of cruise ships, a list of trains, a list of buses, or a list of lodging providers). The list of services may be a list generated and maintained by the system (100) for baggage delivery and handling to a home address, an office address, or another designated address from a termination airport for a registered passenger. At block 2608, the method (2600A) may include, by the processor, assembling a communication with a security screening image for a baggage item using the B-Type message, the IATA license plate, the passenger's name, the PNR number without additional PII, or any combination thereof.

Method (2600A) may include, at block 2612, communicating the assembled message to ISSS (2670) by the processor. The message may be communicated via an intranet or the Internet using wired or wireless communication protocols. The message may be transported via a public utility communication system, a satellite communication system, or a cellular communication system. ISSS (2670) may receive the message and perform security screening in accordance with government agency regulations for border and travel transportation. In some cases, ISSS (2670) may be controlled by a private business entity, such as a hotel chain or resort. Blocks 2606, 2608, and 2612 may be performed by the system (190) described in connection with FIG. 16 in one or more embodiments.

As a non-limiting example, the communication of the assembled message may be received by a security screening (SS) computer station (2672A) of an ISSS (2670). The images and data in the assembled message may be subsequent security images and data. The first screening may include screening subsequent security images and/or data of the assembled message. If the first screening does not pass, the baggage item may be re-screened using a security screening device (2672B) and using security screening rules associated with the location of the security screening device (2672B).

For passengers and baggage items to proceed, baggage items must be cleared. The images and associated data used to clear baggage items via ISSS (2670) may be subsequent security images and/or data.

These same images and data, tagged with the IATA number plate, passenger name, and/or PNR number, may follow the baggage item throughout its travel itinerary on another ISSS (2670) or until the trusted hold is discontinued. However, for the next mode of transportation, if the current subsequent security image and/or data does not clear the ISSS (2670) in accordance with the rules or regulations for the next mode of transportation, the baggage item will be rescreened by the security screening device (2672B) of the ISSS (2670). However, the subsequent security image and/or data may be available until the security hold is completed, such as when the baggage item is delivered to a cabin on a cruise ship or a room at a lodging facility; and/or delivered to a train or bus station and placed on board the next mode of transportation.

In Figure 26A, the SS computer station (2672A) and the security screening device (2672B) are shown side by side. However, these two entities may be located in different locations. In this embodiment, a trusted handler may receive baggage items marked as not cleared or not passed and forward them to another location where the security screening device (2672B) is housed.

The marker may include the 10-digit IATA number plate of the departure bag tag and other BSM information, such as the passenger's name. In one or more embodiments, the 10-digit IATA number plate of the departure bag tag may be a primary key for accessing return flight information, a LIB, or a universal bag tag as described herein.

The method (2600A) may include, at block 2624, receiving, by the processor, one of a clearance or non-clearance indication from an SS computer station (2672A) or a security screening device (2672B). The method (2600A) may include, at block 2626, updating, by the processor, the handler devices and/or the scanning devices with dispatch information associated with the IATA bag tag or marker to identify where the baggage item should go next. The update performed at block 2626 may be performed by the system (190), a computer system associated with a baggage handling system of the airport infrastructure, another vendor assigned a task to update messaging of the airport infrastructure, a computer associated with other travel operators to transmit cleared baggage items, or another vendor assigned a task to update messaging outside of the airport infrastructure. If baggage items are not cleared, they cannot enter the baggage handling system and may be transported, for example, to the next leg of the journey, out of the airport, or out of the ISSS. Scanners and baggage handlers can scan IATA number plates or Bingo tags for baggage handling instructions. Baggage handling instructions can be embedded in B-Type messages.

In a scenario where all baggage items of the entire aircraft are checked, some passengers and cleared baggage items will leave the airport, and the airport code is designated as the exit airport code. Furthermore, baggage items upon leaving the airport can be processed by the system (100), and status information can be stored in the LIB of the baggage items.

In other scenarios, passengers and their baggage items may board another flight to their destination. In one or more embodiments, baggage items exiting the airport after screening by ISSS (2670) may be transferred to a cruise ship, train, or bus using a trusted transfer, based on ordered exit B-Type messages.

From block 2624, the method (2600A) may proceed to block 2630 of FIG. 26b.

FIG. 26B illustrates a method (2600B) for reporting and handling baggage item status for an integrated security screening process of baggage items after processing through ISSS, according to an embodiment.

The method (2600B) may include, at block 2630, determining by the processor whether the trusted baggage handler scans the bag tag or bingo marker on the baggage item by obtaining the departure IATA number plate or other unique identifier. If, at block 2630, the processor determines that this is "NO," the method (2600B) may return to the beginning of block 2630 to await the scan. In one or more embodiments, the scan obtains data of the departure hard copy of the bag tag or marker. The obtained (scanned) data is converted into digital BTI. If the scan is image data, the image data is converted into machine-encoded text.

At block 2630, if the determination is “YES,” the method (2600B) may, at block 2632, cause the processor to generate or display a clearance handling marker of clearance status on a scanning device associated with the IATA license plate. An exemplary clearance handling marker (i.e., MK 136) is illustrated in FIG. 15 . The SSIA system (190) may receive an indication of pass/cleared or fail/not cleared. This indication may trigger the SSIA system (190) to program handling devices and/or scanning devices with the pass/cleared or fail/not cleared and/or subsequent dispatch information. The dispatch information may be based on a variety of information, including B-Type messages, PNR trip information accessed by PNR number, list information, or any combination thereof.

The clearance handling marker may include transfer location data from the LIB, room or cabin data, or other instructions for the secure handling of baggage items from the terminal airport to the next mode of travel. However, in other examples, the MK (136) may include a symbol or icon representing a pass/cleared or fail/not cleared security indicator and a unique identifier.

Other markers may be used. For example, if baggage items are being delivered to a registered passenger's home, a home icon may be displayed along with a check mark indicating clearance, followed by a home address or building address indicating the delivery address.

Method (2600B) may include, at block 2634, determining, by the processor, whether the contents of the baggage item have passed the ISSS. If this determination is "YES" at block 2634, method (2600B) may include performing a baggage handling process that bypasses the security screening device (2672B) of the ISSS (2760). In other words, the baggage item does not require further security screening for the travel mode. Subsequent security images and/or data analyzed by the SS computer station (2672A) clear the baggage item for departure from the ISSS (2670). When the baggage item is cleared, the baggage item may be sorted based on additional dispatch information. For example, the cleared baggage item may exit the travel operator or airport without further service. In such an example, the programmed additional dispatch information may indicate dispatch of the baggage item to a carousel or other termination station for pickup by their owners at a designated location.

In another example, cleared baggage items may be terminated at a travel agent or airport for additional service. In this example, the programmed additional dispatch information may indicate dispatch of the baggage items to a designated area within the airport or travel agent infrastructure for pickup by baggage handlers associated with the system (100) and delivery to another location according to service instructions. The service instructions may be delivered to a home address, office address, or another designated address.

In another example, a cleared baggage item may be transferred between travel operators, such as from one flight to the next. In such cases, additional programmed dispatch information may indicate this type of information. In such cases, the baggage item can travel independently on the next flight marked as cleared by ISSS (2670).

In another example, cleared baggage items may be transitioning from one mode of travel to another, where the modes of travel are different. For example, from a plane to a cruise ship, train, bus, or lodging facility. In such cases, the programmed additional dispatch information may display this type of information, including the address of the drop-off location. For cruise ships or lodging facilities, the additional dispatch information may include the room number or cabin number.

At block 2634, if the determination is “NO,” the method (2600B) may include, at block 2638, performing a baggage handling process to transfer the baggage item to a security screening device (2672B) of the ISSS (2760) for additional security screening and processing according to the travel mode associated with the ISSS (2760).

At block 2640, the method (2600B) may include determining, by the processor, whether the baggage item is for an enumerated item, such as for a registered passenger associated with a passenger list for the next travel mode of transportation or for delivery to a home address, office address, or other designated address. If the determination at block 2640 is "NO," the method (2600B) may end at block 2644. This may be the case when the system (190) is processing an entire aircraft. If the determination at block 2640 is "YES," the method (2600B) may include updating the LIB with the current status and location of the baggage item at block 2642 and activating the LIB for continued handling and delivery of the baggage item.

Returning to the marker in Figure 15, the baggage item may be handled by a trusted security handler. For example, when a baggage item arrives at the ISSS (2670) from the airport using a trusted security handler, the baggage item may be processed by the SS computer station (2672A) with the most current subsequent security image and data associated with the IATA license plate, passenger name, and/or PNR number, without the need to provide any other PII.

FIG. 25 illustrates a graphical user interface (2510) on a mobile communication device (2500) that captures a passenger identification (2550) (i.e., an identification device (3120)) according to an embodiment. After the image of the passenger identification (2550) is captured, the image may be transmitted to a verification process (3180). By way of example, the verification process (3180) is described in more detail with respect to FIG. 31 .

The verification process may involve the passenger taking a selfie and sending it using an approved application to receive a verification code. An exemplary verification process uses a selfie, such as that provided by Global Entry Mobile. In other embodiments, the verification process may involve other facial recognition services that can verify the passenger's identity by using a camera- or video-enabled computing device to capture a screenshot of the passenger's face and process the face using facial recognition verification algorithms. In other embodiments, the verification process may utilize an identification scanner, such as those used by the TSA to scan and verify driver's licenses or identification cards to pre-check passengers approved for TSA PreCheck®.

Smart Baggage Travel System

B-Type messages are customized by airline operators based on their requirements, as long as the B-Type messages are compatible with IATA rules, SITA procedures or other B-Type message communicators.

The inventors have determined that extended Type B messages can be generated using return flight information, accommodation provider information, and other travel modes. Accommodation provider information may include a building name or number, address, and/or room number. In one or more embodiments, accommodation provider information may include, for example, a private room, room number, and/or floor.

The airline's B-Type messages are transmitted and used by baggage handling systems at various airports to track baggage as it is sorted. Baggage handling systems include machine readers that read printed bag tags as it travels through the airport. This essentially tracks and locates baggage while it is in the possession of airports or airport infrastructure.

However, for travelers using multiple travel modes, there is no universal B-Type message system that tracks, locates, or determines where baggage has been or will be going. The inventors determined that different travel modes do not have the same ability to track and locate baggage items, using security devices associated with baggage items and passengers as they travel along their itinerary.

Without wishing to be bound by theory, machine-readable OP-BTIs generated for airline travel and facial recognition at train and/or bus loading stations could, in some cases, be used to verify that a passenger has boarded a train or bus with their luggage. In other cases, passengers and luggage may travel on different trains, for example, or on different modes of transportation. For example, passengers may travel by train, while luggage may travel by truck or van.

The inventors have determined that an airline's B-Type message can be extended and updated in near real-time outside of the airline and airport facilities, and thus the extended B-Type message can be converted and used as a general-purpose B-Type message. The extended B-Type message can be extended to include at least one travel mode and accommodation reservation linked by a machine-readable OP-BTI. In one or more embodiments, the extended B-Type message can be extended to include and link a passenger's multi-mode travel reservations and/or accommodation reservations for the itinerary.

In one or more embodiments, the universal B-Type message is stored in a database to serve as a near-real-time digital reservation, baggage tracking, and handling coordinator for multi-mode travel and accommodations. Upon scanning the original printed bag tag, up-to-date travel and accommodation information can be retrieved and displayed on a display device associated with, for example, a computing device, a scanning device, or a mobile computing device, at any time during travel outside the airport.

In one or more embodiments, the inventors have determined that a single waste printed bag tag with an OP-BTI at the end of a flight can be used as a machine readable primary key or unique identifier to access near real-time reservations for multiple travel modes and/or accommodation reservations to provide environmental savings, reduced human resources, and increased security and logistics planning.

Figure 27 illustrates a smart baggage travel system (2700) for multi-mode travel and lodging according to an embodiment. Information stored in a database (2708) may be stored in a LIB (2450). The smart baggage travel system (2700) may include a server (2710) and a database (2708) to track, locate, and facilitate the check-in of passengers' baggage items independently of passengers or passenger check-in processes. The database (2708) may be an extended B-Type message database, a generic B-Type message database, or a LIB database. For example, the extended B-Type message database may include an extended BSM (2711) with an original BSM retrieved from a carrier, and generated lodging data or a link to the lodging data may be attached to the original BSM in an extended or generic B-Type message. As illustrated and described in Figure 14c, the extended message includes an extended or generic start header, and the extended message ends with a message identifier end code. The terms "expanded B-Type message" and "universal B-Type message" may be used interchangeably herein. The terms "expanded BSM" and "universal BSM" may be used interchangeably herein. The terms "expanded B-Type message" and "universal B-Type message" and LIB are similar terms but different coding schemes. LIB may not be structured in an IATA compatible format.

The server (2710) or server (148) may access reservation information associated with other modes of transportation, such as a ship reservation system or a list file (2716) that may be associated with any other mode of travel. The server (2710) or server (148) may access a railway reservation system (2718). The server (2710) or server (148) may access a bus reservation system (2720). The server (2710) or server (148) may access a lodging reservation system (2722).

The server (2710) or server (148) may retrieve airline reservation information associated with an outbound flight (2702) from an airline list, a B-Type message, an airline reservation system, or a passenger. The server (2710) or server (148) may retrieve intermediate travel reservations (2704), for example, from a railroad reservation system (2718) or a passenger.

The server (2710) or server (148) may retrieve accommodation reservation information (2706) from a lodging reservation system (2722) or from a passenger. The server (2710) or server (148) may retrieve intermediate travel reservations (2704) from a bus reservation system (2720) or from a passenger.

At least one of the airline reservations for the outbound flight (2702), the intermediate travel reservations (2704), the accommodation reservations (2706), and the airline return flight (2712) are stored in and/or linked to a universal travel passenger itinerary (2714). The universal travel passenger itinerary (2714) may include inbound travel information to the destination point and return route travel information back home (102). The database (2708) may store the universal travel passenger itinerary (2714) as part of an extended (universal) B-Type message or LIB or separately for baggage check-in and/or baggage handling and delivery for one or more travel segments.

Initiating extended B-Type messaging

Figure 9c illustrates a flowchart of a method (950) for initiating an extended B-Type message according to an embodiment. The method (950) will be described in conjunction with Figure 27. While this description relates to the creation of an extended (general) B-Type message, the same process applies to the creation of a LIB.

In some examples, the method (950) may include, at block 914, searching for reservations for at least one travel mode associated with the passenger's itinerary while the passenger is traveling. One or more B-Type messages may be generated while the passenger is traveling, such as on an airplane. For example, the airline host computing system may generate a BSM, such as when a baggage item is checked in at an airport or with a transport aircraft. In one or more embodiments, the baggage item may be checked in at a port, such as a home, a train station, or a port associated with a cruise ship. In such cases, the IATA B-Type message may have an additional code specifying the type of remote check-in. The BSM may include additional codes and may be stored or communicated to the airline host computer system or another associated computer system. Typically, to ensure proper dispatch within the airline infrastructure, the airline host computer system or another associated computer system will communicate the B-Type message to one or more of a baggage handling system, a sorting system, a reconciliation system, and an industrial tracking system. This tracks the location of the baggage item within the airport infrastructure. However, B-Type messages may be deleted immediately after the passenger arrives at the destination.

Accordingly, in one or more embodiments, the system (100) may access B-Type messages to retrieve bag tag numbers while the passenger is in flight.

In some examples, the method (950) may include, at block 916, accessing a B-Type message for a passenger associated with an outbound airline travel operator by at least one processor, wherein the at least one processor is external to the airline computing infrastructure. The at least one processor may be, for example, part of the system (100) or the system (2700). The system (2700) may include a messaging system (2790) that communicates with the server (2710) to communicate travel information in response to a trigger caused by scanning or otherwise acquiring an OP-BTI of a recycled and non-discarded outbound printed IATA bag tag.

According to some examples, the method (950) may include, at block 918, extracting a digital IATA bag tag number from the B-Type message. As can be seen in FIG. 14A, the digital IATA bag tag number is represented by some of the numbers in the field beginning with ".N/".

In some examples, the method (950) may include, at block 920, retrieving a B-Type message from the airline, such as from an airline host computer system or another associated computer system.

In some examples, the method (950) may include, at block 922, initiating generation of an extended B-Type message (FIG. 14a) of the airline's B-Type message including an IATA bag tag number associated with the departure printed bag tag. In FIG. 14c, the collection of fields in the bracket labeled '1400A' may represent a light version of the airline's B-Type message format that is compatible with IATA B-Type messages (FIG. 14a).

In some examples, the method (950) may include, at block 924, retrieving return flight information for the passenger.

In some examples, the method (950) may include updating the Extended B-Type message, or LIB (2450), with the return flight data, as illustrated in FIG. 14B, at block 926. FIG. 14B illustrates a simulated B-Type message. The return flight data may be queued in the Extended B-Type message, the LIB, or a designated separate simulated B-Type message until the passenger is ready to depart the accommodation or other travel mode. Due to the congestion of the drawings, the simulated B-Type message is not illustrated in FIG. 14C. The simulated B-Type message may be generated by the simulated B-Type message generator (431) in FIG. 4C.

In some examples, the method (950) may include, at block 928, going to FIG. 9d for additional travel modes.

FIG. 9d illustrates a method (9000) for generating an extended (general) B-Type message for a passenger's return route according to an embodiment. While this description relates to generating an extended (general) B-Type message, the same process applies to generating a LIB.

According to some examples, the method (9000) may include populating records in a database (2708) to include an extended (general) B-Type message for multi-travel mode lodging reservations, by a server (i.e., server (2710)) or a processor. At block 9002, the extended (general) B-Type message includes sets of data fields for each travel mode in the itinerary of at least one passenger, identifying the temporary lodging reservations and the one or more travel modes linked by a unique identifier.

In one or more embodiments, a passenger may enter their passenger itinerary using a website portal that may be part of the system (100, 2700, 3100) or otherwise accessible by the system (100). The passenger may enter other information, such as other travel modes and accommodation reservations. In other embodiments, the passenger may enter a PNR number or itinerary confirmation number using a website portal that may be part of the system (100, 2700, or 3100) or otherwise accessible by the systems.

In one or more embodiments, the website portal may be part of a lodging establishment, such as, without limitation, a resort or cruise ship.

According to some examples, the method (9000) may include, at block 9004, determining whether the passenger is traveling by bus. If this determination is "NO," a value of "NULL" (9006) will be returned to the server. If this determination is "YES" at block 9004, then the server, at block 9008, receives bus mode reservation data from the bus reservation system (2720) of FIG. 27 in a bus set of data fields where the unique identifier is the primary key.

According to some examples, the method (9000) may include, at block 9010, determining whether the passenger is traveling by train. If this determination is "NO," a value of "NULL" (9012) will be returned to the server. If this determination is "YES" at block 9010, then the server, at block 9014, receives train mode reservation data from the railway reservation system (2718) of FIG. 27 with a set of train data fields having a unique identifier as the primary key.

According to some examples, the method (9000) may include, at block 9016, determining whether the passenger has stayed. If this determination is "NO," a value of "NULL" (9018) will be returned to the server. If this determination is "YES" at block 9016, then, at block 9020, the server receives accommodation data in an accommodation set of data fields from the accommodation reservation system (2722) of FIG. 27 in an accommodation set of data fields where the unique identifier is the primary key. Blocks 9008, 9014, and 9020 may flow to block 9022.

According to some examples, the method (9000) may include, at block 9022, determining whether there are updates for any of the travel modes and lodging. If the determination at block 9022 is "NO," the method waits for an update, represented by looping on line 9028. If the determination at block 9022 is "YES," the method (9000) may trigger a communication update at block 9024 and cause a display of the update at block 9026. In one or more embodiments, no communication occurs until the server is triggered by a communication representing image data received from the acquisition device.

The server (2701) can update the corresponding passenger itinerary linked to the universal B-Type message in the database (2708).

The operations of Figures 9a through 9d may be performed to generate a baggage manifest using the LIB or extended B-Type message scheme. In one or more embodiments, baggage items may travel independently and concurrently with passengers. Furthermore, while the passenger manifest may differ from the baggage manifest, the passenger data record and baggage data record may be electronically linked together in another manner so that the records are updated and synchronized when changes occur.

Figure 28 illustrates a flowchart of a method (2800) for checking in a passenger's baggage (baggage item) according to an embodiment. This method can be used with either the LIB or the extended B-Type message scheme, as both schemes provide access to return flight data, for example, in response to an OP-BTI or DPI data record. Instead of the OP-BTI, a DPI data record can be used as a substitute.

At block 2802, the method (2800) may include electronically acquiring, by at least one electronic acquisition device, an originating hardcopy bag tag identifier (OP-BTI) associated with or printed on a printed bag tag from an departing airline travel operator on an item of baggage of the passenger to create a digital data record linked to the airline travel operator.

At block 2804, the method (2800) may include using the OP-BTI as a unique identifier to query a database to retrieve the passenger's return flight data, by at least one processor. In some examples, block 2804 may include, at block 2806, accessing the airline's B-Type message using the digital BTI data record, by at least one processor. In another example, the database is a list having the digital BTI data record.

At block 2808, the method (2800) may include checking in each baggage item for the passenger for the return flight with the return flight travel operator identified in the retrieved return flight data, by at least one processor. In one or more embodiments, the passenger leaves the accommodation provider.

Accommodation providers include hotels, resorts, cruise ships, short-term rental homestays, long-term rental homestays, residential homes, and buildings.

In one or more embodiments, at block 2810, the method (2800) may include causing, by at least one processor, the printing device (2740) (FIG. 27) to print a return flight bag tag (142') (FIG. 27) that is compatible with the International Air Transport Association for return flights.

In one or more embodiments, passengers may be traveling during their return journey home or to the point of departure by multiple travel modes and/or temporary accommodation providers.

Universal bag tag

The inventors identified a real need to address disconnects in baggage handling across the entire passenger travel system. Utilizing outbound airline bag tags (formerly waste) can address current passenger experience issues and substantially reduce the significant system costs associated with moving and identifying baggage across multiple travel modes and accommodations. Utilizing the original flight bag tag allows baggage to be identified with critical information and access a messaging system that will enable the baggage to have a smart baggage travel experience. This will allow baggage to have a seamless travel experience much like the passenger, while removing the burden of baggage from the traveling passenger. Allowing baggage to be smart with identifiers and messaging across all travel and accommodation modes, along with improved systems for reusing the original (outbound) airline bag tag and provisioning OP-BTI for off-airport use, will allow for a cost-effective and seamless travel experience like never before.

Figure 14C illustrates an extended (general) B-Type message (1400C) for recycling departure baggage tags and for multi-mode travel and lodging according to an embodiment. Figure 14D illustrates an extended (general) B-Type message (1400D) for a return flight according to an embodiment.

In one or more embodiments, the airline operator's computer system may generate an extended (general) B-Type message (1400C). In one or more embodiments, the processor of the system (100) may generate the extended (general) B-Type message (1400C).

In one or more embodiments, the airline operator's computer system may generate an extended (general) B-Type message (1400D). In one or more embodiments, the processor of the system (100) may generate the extended (general) B-Type message (1400D).

For purposes of illustration and explanation, the extended (general) B-Type message may be a general BSM. The extended B-Type message (1400C) may include the BSM (1400A) described above with respect to FIG. 14A. According to one or more embodiments, the BSM (1400A') is a light airline BSM version of the BSM (1400A) of FIG. 14A. In general, fields (1402, 1410, 1412, 1418, and 1420) are preserved. In one or more embodiments, all fields may be preserved. In one or more embodiments, different BSM configurations may be generated. Additionally, the extended B-Type message (1400C) may use other coding formats.

In this example, a simulated B-Type message (1400B) illustrated in FIG. 14B may be immediately followed by a Light Airlines B-Type message (1400A'). The header of the extended B-Type message (1400C) may use, for example, the code "UBSMRC" as illustrated in FIG. 14C (reference number 1401). The "U" indicates that the message is generic and usable in non-airport locations. The "BSM" indicates the type of B-Type message format. The "RC" indicates that the format of the generic message is for the reuse of outbound IATA printed bag tags.

After the ending designation "ENDSBSM", one or more fields or lines (1454, 1456, 1458, 1450, 1460) may be appended. An extended B-Type message (1400C) may have an end message identifier "UENDBSMRC" in field (1490). The code term "RC" represents recycling. The code term "RT" represents return.

For example and explanation, the ".L/" field in the preparation field (1454) may include a link to a lodging PNR #, such as that found in the Universal Travel Passenger Itinerary (2714) (Figure 27). However, as a non-limiting example, lodging data including the lodging address and room number or room number may be entered. Additionally, the preparation may use a different coding scheme.

The prepares ".L/" on line (1456) may contain a link to an intermediate travel PNR number or, alternatively, data representing alternative travel data.

The ".PL/" prefix in field (1458) may represent a code for a link to an image of a passenger's baggage. The ".PL/" prefix in field (1450) may represent a code for a link to an image of a passenger's ID. The ".LL/" prefix in field (1460) may represent a code for a link to a log of baggage location data. These example codes are for illustrative purposes only and are not intended to be limiting in any way.

Once the return flight baggage tag for checked baggage replaces the departure printed baggage tag, the return flight baggage tag can be a machine-readable device to continue tracking, locating, and checking in baggage items across multiple travel modes and accommodations along multiple travel segments for the journey home.

Regarding the simulated B-Type message (1400B), this can be modified based on whether the baggage is checked in at a remote location, an airport location, or an airline. For example, BSM formats are recommended for remotely checking in baggage items from home, a train station, and a cruise ship at a port. As a non-limiting example, the field or code ".D/" can be used to enter check-in location information. When a baggage item is checked in at a train station, the train station, date, and time can be added to the ".D" field and separated by a "/" symbol. When a baggage item is checked in at a port, the port, port identification, date, and time can be added to the ".D/" field and separated by a "/" symbol. This is shown in the simulated BSM because, in the example, the baggage can be checked in from a cruise ship. Different location data can be used for other approved remote check-in locations.

IATA messages may have unused .M and .Z symbols. However, these may change over time. Therefore, other code combinations may be used to distinguish different fields in Extended/General B-Type messages.

The descriptions in this specification refer to the coding scheme for IATA B-Type messages for illustrative purposes. However, other coding schemes may be used for extended B-Type messages outside of airline or airport computing infrastructure.

Figure 14D illustrates an extended (general purpose) B-Type message (1400D) for a return flight according to an embodiment. Field (1402') is a header and may include the code "UBSMRT" where "U" indicates general purpose, BSM indicates the type of B-Type message, and "RT" indicates return. Bracketed fields (1455) represent a light carrier BSM as previously described with respect to the bracket labeled 1400A'. In this case, the field ".N/" may be updated with the IATA bag tag number for the printed bag tag for the return flight, which is different from the ".N/" number in the light carrier BSM (1400A'). In this case, the light carrier BSM (1455) may be followed by a general purpose B-Type message (1400C).

In one or more embodiments, the UBSMRC (1400C) may be followed by fields (1458', 1450', 1460') (collectively 1470') as previously described. However, the data in these fields may relate to the return route of the journey. The extended (general purpose) B-Type message (1400D) may include an end of message designator (1490'), which may be "UENDBSMRT".

Figure 14E illustrates an extended (universal) B-Type message for multi-mode travel and lodging on an outbound flight according to one embodiment. The B-Type message (1400E) (i.e., UBSMO) may include a header "UBSMO" in field 1420E. Field 1420E may be followed by a simulated BSM or another B-Type message (1400B), as described in Figure 14B. In the simulated B-Type message (1400B'), field 1430E may contain a temporary unique identifier as a placeholder until an IATA bag tag number (i.e., IATA license plate number) is generated. The simulated BSM (1400B') may be followed by fields (1458E, 1450E, and 1460E) (collectively 1470E), which may each include links to passenger baggage image data for the outbound leg of the itinerary, passenger ID image for the outbound leg of the itinerary, and location data for the outbound leg. The extended B-Type message (1400E) may include an ending message identifier such as "UENDBSMO" (1490E).

When the baggage item is ready for check-in, the simulated message (1400B') is merged with the airline's BSM to obtain, for example, the IATA bag tag identifier and other remaining information. Examples of IATA bag tag identifiers used by the system (3100) are described below.

In one or more embodiments, the airline operator's computer system may generate an extended B-Type message (1400E). In one or more embodiments, the processor of the system (100) may generate the extended B-Type message (1400E).

Figure 29 illustrates a block diagram of links to extended data of multi-mode travel and accommodation data according to one embodiment. An extended B-Type message (1400C) may access or have links to airline reservations for outbound flights (2702), intermediate travel reservations (2704), accommodation provider reservations (2706), and airline return flights (2712) stored in a universal travel passenger itinerary (2714). An extended B-Type message (1400C) may access or have links to a baggage location data log (2725) in a database (2708), baggage images (2730) in a database (2708), and passenger ID images (2735) in a database (2708).

Figure 30 illustrates a block diagram of links to extended data of multi-mode travel and accommodation data for an outbound flight according to one embodiment. A B-Type message (1400E) (i.e., UBSMO) may access or have links to airline reservations (2702), intermediate travel reservations (2704), accommodation provider reservations (2706), and airline return flight (2712) stored in a universal travel passenger itinerary (2714). A B-Type message (1400E) may access or have links to baggage location data logs (2725), baggage images (2730), and passenger ID images (2735).

Although Figures 29 and 30 discuss links in the extended B-Type message scheme described herein, the same or similar links apply to the LIB (2540) described herein.

Departure baggage check-in

Remote check-in from home began roughly around 2001 and has taken on various forms over the years, but struggled to work due to the prohibitive cost of technology at remote sites or the logistical challenges of pre-printing arbitrary documents, such as valet tags or bag tags. Valet tags are discarded and replaced with permanent IATA bag tags, which creates environmental waste. While a single valet tag doesn't appear to pose a significant issue, the waste of paper, ink, and equipment used to print millions of valet tags over the years can create environmental waste that contributes to long-term climate change.

Challenges to remote check-in in some environments also include strict time constraints, such as a 24-hour check-in window, which create a very difficult task to manage the process and have any chance of financial viability. Embodiments herein can address these considerations and provide an environmentally friendly, on-demand light technology that externally extends the airline check-in window by using simulated BSM and/or assignable IATA bag tag codes combined with ID check and verification, location verification, schedule verification, and ticket purchase confirmation, and by capturing an image of the baggage and/or attaching a temporary wireless baggage tracker to allow baggage check-in to occur seamlessly with the airline's Type B message that triggers the printing of the bag tag.

One or more blocks of the methods of FIGS. 31, 33, 34 and 35 may be performed by programming instructions stored on a tangible, non-transitory computer-readable medium that, when executed by one or more processors or servers, may cause the one or more processors or servers to perform the operations of the blocks described herein below.

Figure 31 illustrates a system (3100) for digitizing baggage claim and baggage check-in according to one embodiment. In one or more embodiments, system (3100) may be part of system (100 and/or 2700). In one or more embodiments, the present disclosure provides an integrated system for combining the operations of systems (100, 2700, and 3100) to enhance the travel experience of baggage items (3114) and passengers (3116) while eliminating environmental waste.

The system (3100) may include at least one first processor (3110) and at least one second processor (3126) in wired or wireless communication with each other. The system (3100) does not include items in boxes indicated by dashed lines. The system (3100) may include at least one baggage storage location (3134) for temporarily storing baggage items. The system (3100) may include other computing devices (3148) for obtaining baggage tag identifiers or other information attached to baggage items, as described later.

In one or more embodiments, the system (3100) may include a baggage check-in module (3170) and a simulated BSM generator (3175). The simulated BSM generator has been previously described and therefore requires no further discussion.

In one or more embodiments, the system (3100) may include a module for assignable bag tag codes (3160). The module for assignable bag tag codes (3160) may bypass the IATA bag tag codes generated by the airline operator's DCS and assign IATA bag tag codes by the system (3100). The assigned IATA bag tag codes are filled in the simulated BSM and further merged with missing airline BSM data to form a unified BSM. The unified BSM is a merger of the simulated BSM with information from the airline's BSM. The unified BSM is used to generate an extended BSM. The same process for generating the unified BSM can be used to generate the unified B-Type message.

It should be noted that the system (3100) may be used by accommodation providers to check in baggage items or passengers and their baggage items for a travel segment. Furthermore, as illustrated in FIG. 1B , in one or more embodiments, a route L1 may be provided by the system (3100), wherein baggage (138) may be retrieved from a home (102) and checked in before being delivered to a first-mode travel provider (104) for baggage tag generation by the system (3100) using the methods described herein.

In one or more embodiments, the first processor (3110) may receive a PNR number (3130) or other identifier from a confirmed itinerary (3118) for a flight with at least one airline carrier. The first processor (3110) may receive information from the confirmed itinerary (3118) identifying a passenger (3116) associated with the PNR number (3130) to pick up baggage associated with the PNR number and transport it from a passenger location (3112) to a baggage storage location (3134). The confirmed itinerary (3118) (FIG. 32) may be generated by a computer system (3128) associated with the transport aircraft.

For example, the verification process (3180) may have policies and procedures for verifying the passenger's identity depending on the state in which the identification is issued and the type of identification, such as a driver's license or passport. Communication procedures for contacting databases of the Department of Motor Vehicles (DMV) may be stored for subsequent lookup in a module of the verification process (3180). The verification process (3180) may complete the verification process and communicate a signal representing the confirmation received from the DMV, for example, to the first processor (3110), which is then displayed on a display device.

In one or more embodiments, the first processor (3110) may receive data input representing a passenger's identification by a user of the first processor (3110). For example, the user may receive an identification device (3120) and visually match the passenger's name in the identification schedule with the name on the identification device (3120). In one or more embodiments, the first processor (3110) may be configured to extract the individual's name from the identification device (3120) using optical character recognition (OCR) or other software applications, such as converting text from a PDF or JPEG file to a DOCX (MICROSOFT WORD) file.

In one or more embodiments, the photographing device of the first processor (3110) may capture an image of the confirmed itinerary (3118), an image of a barcode, or a QR code. Information associated with the confirmed itinerary (3118), such as, without limitation, the names of other passengers associated with the confirmed itinerary (3118), the airline of the departing airline carrier, the destination airline carrier, the departure date and time, and the arrival time at the destination, may be received, and a PNR number or itinerary confirmation number may be provided to the system (3100) via the first processor (3110). The first processor (3110) may perform optical character recognition (OCR) on an image of a paper copy of the confirmed itinerary (3118) as a methodology for receiving the itinerary information, and the PNR number or other artificial intelligence (AI) software may be used to convert hardcopy text into digital data. The first processor (3110) may receive the schedule information and PNR, for example, by accessing the same information from a web portal linked to the passenger's account.

In one or more embodiments, the passenger record may include at least one of a PNR number of the confirmed itinerary (3118), an image of each baggage item being picked up, and a copy of the identification device (3120).

The first processor (3110) may communicate the PNR number (3130), confirmation (3102), ID image (3104), baggage item (LI) image (3106), geographic location information (3108), and itinerary information (3146), collectively located in bracket (3132), to the second processor (3126). As a non-limiting example, a smart phone or other mobile computing device may include a global positioning receiver for receiving signals from a Global Positioning System (GPS) to identify the location of the first processor (3110). The digitized information in 3132 is used to eliminate the need for printed valet tags for tagging baggage items.

In one or more embodiments, the second processor (3126) may generate a simulated baggage source message (BSM) as illustrated in FIG. 14B with the received PNR number 3130. The second processor is independent of the transport aircraft and computer system (3128). The BSM is compatible with International Air Transport Association (IATA) B-Type messages.

The second processor (3126) may cause the generation of an IATA number plate for each baggage item associated with the PNR number (3130) and associated itinerary information.

In one or more embodiments, the second processor (3126) may update the simulated BSM with the generated IATA license plate number and communicate the updated BSM to a computer system (3128) associated with the transport aircraft.

Trackers (3140, 3142) may be attached to the baggage (3138). The trackers may be AIRTAG trackers manufactured by APPLE Inc. The trackers (3140, 3142) may be Global Positioning System (GPS) trackers, GSM trackers, or other trackers. These steps may be performed at any time, including when the baggage item is brought to the baggage storage location (3134).

The AIRTAG tracker has a mobile application called FIND MY (3620) as shown in FIG. 36, which is displayed on the display of the mobile communication device (3610). Other types of trackers may be programmed to transmit data to a computing device in response to a ping signal.

Baggage items may be tagged with bag tags that conform to the International Air Transport Association (IATA) bag tag code and/or other standardized formats used by airlines. For example, airline bag tags may include an IATA code, which contains a three-character alphanumeric geocode that designates airports and metropolitan areas. IATA codes are also known as IATA location identifiers. IATA also publishes industry standard rules for creating bag tags for the airline industry. Printed bag tags may include a 10-digit number plate and a corresponding barcode. Printed bag tags may include information for generating an IATA geocode, the original airline flight information, the 10-digit number plate, and other bag tag information that is printed on the outbound hardcopy printed bag tag.

Figure 32 illustrates an exemplary confirmed itinerary (3118) for an airline flight according to one embodiment. The confirmed itinerary (3118) includes at least one of a passenger name record (PNR) number (3130), a passenger's name, flight reservation information, and a purchased ticket number.

In one or more embodiments, the system (3100) may include a tracker assignment module (3165) that includes an application that allows a wireless tracker to be named or provided with information associated with a unique code, such as a PNR number or other identifier. This process is described later in FIG. 35.

In one or more embodiments, the system (3100) includes a photographing device in communication with a first processor (3110). The photographing device and the first processor (3110) may be integrated into a single device, such as a smart phone, a mobile communication device, a tablet, a laptop, or other camera-enabled portable computing device. The photographing device may capture images (hereinafter referred to as “LI images (3106)”) of each baggage item (LI) (3114) associated with a PNR number (3130) prior to leaving the passenger location (3112), as illustrated in FIGS. 1A-1D .

In one or more embodiments, the capturing device may capture an image of an identification device (3120) issued to a passenger or other designated individual (hereinafter referred to as an "ID image (3104)"). The first processor (3110) and the user of the capturing device may verify the passenger's identification to reconcile it with the PNR number in the confirmed itinerary (3118). A PNR number may be associated with at least one person. However, at the time of pickup of at least one baggage item (3114), only one individual in the PNR number may need to be verified. In one or more embodiments, all passengers need to be present, and the identifications of all adult passengers need to be verified.

FIG. 33 illustrates a flowchart of a method (3300) for generating a simulated baggage source message according to an embodiment.

In some examples, the method (3300) may include receiving a passenger name record (PNR) number and schedule information for a confirmed flight itinerary. At block 3302, the confirmed itinerary may be generated by a computer system associated with a carrier or a third-party travel coordinator (e.g., a travel agency or other independent entity from the carrier). The process of block 3302 is described in more detail below with reference to FIG. 34.

According to some examples, the method (3300) may include, at block 3303, capturing images of baggage items, geolocation information, timestamps, and passenger identification.

According to some examples, the method (3300) may include, at block 3304, receiving information verifying the identity of a passenger associated with a PNR number from a confirmed schedule to pick up and transport baggage associated with the PNR number from a passenger location to a baggage storage location.

According to some examples, the method (3300) may include generating a simulated baggage source message having the received PNR number and itinerary information at a time that may be prior to the start time of the check-in window. At block 3306, the simulated baggage source message may be compatible with an International Air Transport Association (IATA) B-Type message. The itinerary information may include, for example, flight times, flight dates, inbound airports, and outbound airports.

According to some examples, the method (3300) may include, at block 3308, causing generation of an IATA number plate for each baggage item associated with a PNR number during the check-in window.

In some examples, the method (3300) may include, at block 3310, updating the SBSM with the generated IATA number plate.

In some examples, the method (3300) may include, at block 3312, merging the SBSM and the BSM generated by the airline operator to generate a unified BSM during the check-in window. One or more of blocks 3308, 3310, and 3312 may be part of a baggage check-in process in which baggage is picked up from the passenger at home.

According to some examples, the method (3300) may include, at block 3316, printing an IATA compliant bag tag using a digital integrated or extended BSM.

Although the description here describes an example of picking up baggage from home and checking in passengers at their home location, this process can be performed at any remote location outside of the airport infrastructure.

FIG. 34 illustrates a method (3400) for recording a passenger's itinerary (3118) (FIG. 31) according to an embodiment. In one or more embodiments, the method (3400) may include, at block 3402, identifying an originating airline from the passenger's itinerary (3118). In one or more embodiments, the method (3400) may include, at block 3404, identifying a destination airline from the itinerary. In one or more embodiments, the method (3400) may include, at block 3406, identifying a PNR number from the itinerary (3118). In one or more embodiments, the method (3400) may include, at block 3408, identifying a departure date from the itinerary (3118). This itinerary information may be recorded or captured using optical character recognition algorithms.

Figure 35 illustrates a flowchart of a method (3500) for tracking a baggage item prior to attaching a bag tag to the baggage item according to an embodiment. Figure 36 illustrates a mobile communication device displaying the FIND MY application by APPLE, Inc. according to an embodiment. While the FIND MY application is an exemplary tracker, other trackers may be used, and the description is in no way limited to the AIRTAG by APPLE, Inc.

According to one or more embodiments, the method (3500) may include, at block 3502, assigning a temporary wireless baggage tracker (3140 or 3142) to the passenger's baggage item. The baggage tracker (3140 or 3142) may be a baggage tracking device, such as a tracking device (175) ( FIG. 1B ), which may be assigned to the baggage item for the entire travel itinerary or permanently. The location data of the tracking device (175) may be stored in the LIB (2400) to determine the location of the baggage item as it travels concurrently with or independently of its owner. For example, instead of providing a temporary wireless baggage tracker (3140 or 3142) to the baggage item, the baggage item may be assigned a tracking device (175), which will remain attached to the baggage item for the duration of the travel itinerary.

As a non-limiting example, the collected PNR number and the date and time of travel, as described in FIG. 34, may be stored in a list or other file used to alert check-in window staff about baggage items. Assigning a temporary wireless baggage tracker to a passenger's baggage item may include, for example, naming the temporary wireless tracker (3140) with the passenger's PNR number.

According to some examples, the method (3500) may include, at block 3504, attaching a temporary wireless baggage tracker (i.e., tracker (3140 or 3142)) to the baggage item (3114).

According to some examples, the method (3500) may include, at block 3506, transporting the baggage item to a baggage storage location.

In some examples, the method (3500) may include, at block 3508, pinging a baggage tracker at a storage location via a signal (3150) to alert staff of the location of the baggage item for the passenger. For example, the AIRTAG may be controlled to play a sound.

According to some examples, the method (3500) may include, once the baggage item is located, matching passenger information with the PNR number and/or printed bag tag at a communication device linked to the tracker at block 3510.

According to some examples, the method (3500) may include, at block 3512, attaching a printed bag tag and/or marker to the baggage item, matching the passenger information. The bag tag information may be communicated to the passenger.

In some examples, the method (3500) may include removing (3514) the temporary wireless baggage tracker. The temporary wireless baggage tracker may be reused for other baggage items.

This process could eliminate the need for printed valet tags. Instead, temporary wireless trackers could be used to replace valet tags.

In one or more embodiments, digital images of baggage items combined with digital geolocation data and passenger name data for passenger identification linked to a PNR number may be used to replace the use of printed valet tags.

In one or more embodiments, the processes herein allow the process for checking in a baggage item to begin prior to a defined check-in window.

In view of the foregoing, embodiments herein provide a method comprising the steps of: receiving, by a first processor, a passenger name record (PNR) number from an itinerary confirmed for a flight, the confirmed itinerary being generated by a computer system associated with a transporter; receiving, by the first processor, information to identify a passenger associated with the PNR number from the confirmed itinerary and to pick up baggage associated with the PNR number and transport it from a passenger location to a location; and generating, by a second processor in communication with the first processor, a simulated baggage source message (BSM) having the received PNR number, the second processor being independent of the transporter and the BSM being compatible with International Air Transport Association (IATA) B-Type messages.

For discussion and examples, the BSM message is described. However, any B-Type message containing relevant passenger information accessible using the IATA bag tag number may be used.

In view of the foregoing, embodiments provide a system (3100) and method for checking in baggage items, which may include a first processor for receiving a passenger name record (PNR) number of a confirmed itinerary for a flight. The confirmed itinerary is generated, for example, by a computer system associated with a transport aircraft. The first processor may receive information from the confirmed itinerary that identifies a passenger associated with the PNR number to pick up baggage associated with the PNR number and transport it from a passenger location to a handling location (i.e., a baggage storage location). The system (3100) and method may utilize a second processor in communication with the first processor to generate a simulated baggage source message (SBSM) using a temporary unique identifier (1430e). The second processor is independent of the transport aircraft's computer system. The simulated BSM is compatible with International Air Transport Association (IATA) B-Type messages.

The system (3100) and method may utilize a second processor to cause generation of an outbound IATA number plate for each baggage item associated with a PNR number.

The system (3100) and method may utilize a second processor to update the simulated BSM with the generated IATA license plate number. The second processor may communicate the updated BSM to a computer system associated with the transport aircraft.

The system (3100) and method may utilize a first processor to receive information that verifies the passenger's identity. This may include the use of a photographic device in communication with the first processor to capture an image of an identification device issued to the passenger.

The system (3100) and method may utilize a photographing device in communication with the first processor to capture an image of each baggage item associated with a PNR number prior to departure from the passenger location.

A simulated BSM may include information associated with inbound and outbound airports and dates.

The system (3100) and method may include a server or processor that checks in a passenger's baggage items and merges the airline's BSM with the simulated BSM.

The system (3100) and method may include a printing device for printing an outbound IATA bag tag. The system and method may utilize a communication device to communicate the 10-digit IATA bag tag number to a passenger's mobile communication device.

The system (3100) and method can be configured to provision a 10-digit IATA bag tag number to be a universal bag tag number. The IATA bag tag is reused for non-airport locations.

The system (3100) and method may include a temporary, reassignable baggage tracker that may be temporarily associated with a baggage item, such that when the check-in window opens to print an IATA tag for a flight, the baggage tracker may be pinged to locate the baggage. After printing the outbound IATA bag tag and locating the baggage, the baggage tracker may be removed and subsequently reassigned for use by another baggage item.

While the description herein describes the generation of an extended BSM, the description also applies to the generation of any of the other B-Type messages used outside of an airline or airport computing infrastructure, such as a baggage transfer message (BTM), a baggage source message (BSM), a baggage processed message (BPM), a baggage unload message (BUM), a baggage not seen message (BNS), a baggage control message (BCM), a baggage manifest message (BMM), and a baggage request (BRQ) and their baggage handling systems. The bag tag number may be part of baggage messages.

For example, when a delivery service is expected to pick up a baggage at a destination location and the baggage location is not there, the computing device may be able to access the extended B-Type message to generate a BUM, such as when a baggage item is missing from a train or bus station.

In one or more embodiments, the method may include electronically receiving accommodation reservation data associated with a lodging provider and an itinerary of at least one passenger for at least one travel mode, including an airline travel mode, with an outgoing airline travel provider. The method may include generating, by the server (2710), a universal baggage source message (BSM) for multiple travel modes, the universal BSM including sets of data fields for the airline travel mode and accommodation reservations linked by a digital unique identifier representing an originating hardcopy bag tag identifier (OP-BTI) associated with or printed on a printed bag tag on an item of baggage of the passenger from the outgoing airline travel provider. The method may include reusing the printed bag tag and OP-BTI using the universal BSM to check in the baggage item of the passenger for a return flight associated with the itinerary of at least one passenger.

Such a method may include providing recycled printed bag tags as baggage locators at off-airport locations in response to the recycled printed bag tags being acquired by the acquiring device until a new printed bag tag is generated for the return flight. This is accomplished, for example, by the creation of a database (2708) that allows the OP-BTI to persist beyond the outbound flight. The machine-readability of the OP-BTI allows the OP-BTI to be scanned or read repeatedly to track, locate, or simply retrieve updated information by those who need to retrieve updated travel information, such as lodging information or other modes of transportation.

According to one or more embodiments, as illustrated in FIGS. 14C-14E and FIGS. 29 and 30, creating a database (2708) to include a universal BSM may involve obtaining a digital data record representing the OP-BTI by accessing the airline's BSM (1400A) illustrated in FIG. 14A of the departing airline travel operator while the passenger is in flight. This may allow for very rapid expansion of the airline's BSM with the OP-BTI, which may be helpful when thousands of passengers are about to arrive for a cruise ship or resort. The faster the expansion process can occur for some passengers, the more overload on staff handling downstream passengers can be minimized. The expanded airline BSM includes a set of data fields for linking the messaging system (2790) with updated lodging reservation data. The server (2710) stores the expanded BSM in the database (2708) as a universal multi-trip and lodging BSM.

Although the description herein discloses an extended BSM, the present disclosure also relates to extended B-Type messages that contain information unique to passengers and their baggage items.

Considering the foregoing, the airline's BSM (1400A) (Fig. 14a) may include a plurality of sets of data fields. These fields include at least a bag tag data field (i.e., field 1412) having a sequence of numbers representing an OP-BTI. This sequence of numbers may include the number of checked baggage items. The fields may include a passenger name data field (i.e., field 1418) including a passenger name and a passenger name record (PNR) number data field.

In one or more embodiments, the extension of the airline's BSM may include generating a light airline BSM (1400A') (Figure 14c) by reusing the OP-BTI data field (i.e., field 1412), the passenger name data field, and the PNR number data field (i.e., field 1418) of the multiple data field sets. The fields of the light airline BSM are added to the extended BSM. In one or more embodiments, all fields of the original airline's BSM may be preserved and added to the extended BSM.

In one or more embodiments, when extending an airline's BSM, the method may include, by the server (2710), attaching a link to accommodation reservation data in a field (1454) of an accommodation provider associated with the passenger to the light airline BSM (1400A'). However, in one or more embodiments, instead of a link to the data, the data field (1454) may include data representing an assigned room or room number. The data field (1454) may include at least one data field. For example, the accommodation data field may include geolocation data or an address of the accommodation provider.

In one or more embodiments, when extending an airline's BSM, the method may include, by the server (2710), attaching a link to travel mode reservation data for a second travel mode, different from the airline travel mode in field (1456), to the light airline BSM. However, in one or more embodiments, instead of a link to the data, data field (1420) may include data representing a train station or gate, a date, and a departure time. Data field (1420) may include at least one data field. For example, the travel mode data field may include geolocation data or a station address.

In one or more embodiments, when extending an airline's BSM, the method may include at least one of the following: a) linking data to at least one stored image of a baggage item, such as in a baggage image database (2730) in field (1458), to a light airline BSM; b) linking data to location data of a baggage item in response to an OP-BTI being acquired by an acquisition device in field (1460); and c) linking data to an image of a passenger's identification, such as in a database for passenger ID images (2735) (FIG. 27) in field (1450), to a light airline BSM. A baggage location data log (2725) may be stored in the database (2708).

The messaging system (2790) may be used to generate a message to the acquiring device in response to the acquiring device acquiring the OP-BTI. The acquiring device may transmit an image of the OP-BTI to a database (2708) to generate a digital BTI data record for querying the database for information. The messaging system may provide any updated information to the acquiring device to direct the baggage item to its next location in the travel experience.

As illustrated in FIGS. 14B and 14C , the method may further include generating a simulated baggage tag (1400B) and checking in a baggage item using the simulated baggage tag (1400B) to generate an OP-BTI. The method may further include printing, by a printing device (2740), a printed bag tag (142') as a new OP-BTI for the return flight.

This method may include accessing the airline's BSM (1400A) using the PNR by the server (2710) prior to the passenger's arrival at the destination. This method may include obtaining, by the server (2710), the OP-BTI associated with the PNR from the airline's BSM (1400A), and retrieving, by the server (2710), return flight data linked to the PNR and/or the OP-BTI.

The method may include generating, by the server (2710), a light carrier BSM (1400A') and generating, by the server (2710), a simulated BSM with return flight data. The method may include generating, by the server (2710), a generic BSM (i.e., a generic B-Type message (1400C)) with the light carrier BSM (1400A') and the simulated BSM (1400B) attached together.

Such a method may include electronically acquiring, by a acquiring device, an OP-BTI on a recycled printed bag tag; logging an instance and location associated with the OP-BTI attached to a baggage item read by the acquiring device into a baggage location data log (2725); and attaching a link to information representing the logged instance and location to a universal BSM (1400A).

The method may include linking accommodation reservation data to a universal BSM (1400A), receiving updated assigned accommodation reservation data; and, in response to the acquiring device reading the recycled printed bag tag at a non-airport location, communicating the updated assigned accommodation reservation data to at least one of a mobile communication device, a computing device, or a scanning device, by the messaging system (2790).

Such a method may include electronically acquiring, by an acquiring device, an originating hardcopy bag tag identifier (OP-BTI) on a recycled printed bag tag attached to an item of baggage; querying, by a server (2710), a database (i.e., a universal travel passenger itinerary (2714)) for an assigned room associated with a digital data record of the OP-BTI in a universal BSM, in response to receiving the acquired OP-BTI; and, as illustrated in FIG. 3E, causing, in response to the query, a display device to display acquiring device information associated with the assigned room.

The method may include, by at least one processor, querying a database (2708) or system (108) using the OP-BTI as a machine-readable unique identifier to retrieve the departing passenger's return flight data from the lodging provider; and, by at least one processor, checking in each baggage item for the departing passenger for the return flight with the return flight travel provider identified in the retrieved return flight data.

The method may include causing, by at least one processor, the generation of a new OP-BTI having return flight data, a passenger name, and a passenger name record; and printing, by a printing device (2740), a new bag tag (2750) having the new OP-BTI for the return flight.

Such a method may include generating, by the server (2710), an outbound simulated BSM (1400B) having return flight data, passenger names, and passenger name records; assigning a new OP-BTI to a baggage item for the return flight; and populating a new digital BTI record representing the assigned OP-BTI in the simulated BSM.

The system (2700 or 3100) may include a remote simulated Departure Control System (DCS) in communication with a server (2710 or 3126) that assigns IATA compatible bag tags to non-flying airline carriers having their own IATA assigned carrier codes that can be processed through traditional airline baggage handling systems. The assigned OP-BTI is assigned by the remote server (3126) in communication with the simulated DCS. A generic B-Type message may be generated for all IATA B-Type messages.

Figures 37a and 37b illustrate a flowchart of a method (3700) for managing the recovery of missing, lost, resent, delayed, or mishandled baggage items according to an embodiment. As used herein, an irregular baggage item may refer to a baggage item that may be missing, lost, resent, delayed, or mishandled. A baggage item recovery manager (182) (see Figure 1e) may be configured to perform one or more of the following blocks of the method (3700) to electronically locate and/or recover the irregular baggage item and manage the reshipment of the recovered irregular baggage item to the appropriate destination. The baggage item may be associated with a universal BSM. As used herein, the term "blocks" may refer to method "steps" and/or actions graphically depicted by blocks in the block diagram/flowchart in the corresponding drawings.

The method (3700) may include, at block 3702, receiving and/or generating a list by the processor. In an example, the received list may be a flight list. The list MX (FIG. 1E) may include information about passengers traveling on the current date and their cargo and/or baggage. Once the list ("MX") is received/generated at block 3702, the method (3700) may proceed to blocks 3704 and/or 3710 (FIG. 37B). In one or more embodiments, the baggage item may not be traveling on a carrier, but may be traveling on any of the various other modes of transportation described in detail herein. Consequently, B-Type messages may not be received from the carrier.

A list (i.e., List MX) may be received from a lodging provider, hotel, resort, or other transportation mode. The list may be for baggage items to be delivered to a designated address, such as a hotel, resort, or lodging provider. The list may include a list of baggage items checked in by the method (3500), wherein the system (100) can deliver the baggage items to a location associated with the hotel, lodging provider, resort, or other transportation mode. Furthermore, the method (3500) may be initiated from any location, such as a hotel, lodging provider, or resort, to name a few.

The airline BSM provides "routine" shipment information for the expected route taken by a baggage item when checked in. The .V/data field (1404) of Figure 14a includes a baggage source indicator "T" to indicate a transfer. The baggage source indicator is followed by the three-digit airport code "JFK." Field (1406) of Figure 14a indicates the outbound flight number, airline code, and date "22MAY." The airline code "IST" indicates Istanbul Airport. Field (1408) indicates the inbound flight number, airline code, and date "12MAY." The airline code "SLC" indicates Salt Lake City Airport.

In this example, baggage items would be dispatched through the airport's BHSs with the codes "SLC," "IST," and "JFK." The transfer function is provided by the baggage source identifier in the .V field. Since this is an international flight, baggage items may need to be screened by security, which is still a routine process. Each BHS has machines at airport locations. Baggage items may be placed in containers containing RFID chips that can be scanned by the BHS machines at a specific airport. All scanning activities at the BHS can be tracked and stored in memory by the BHS's computer system or a computer system associated with the air travel operator. For example, information associated with a baggage item traveling on an airline can be stored in memory and accessible by the air travel operator's associated computer system, regardless of which BHS scanned the baggage item.

As previously described, the airline BSM may be a terminating BSM with a baggage source indicator of "X" followed by an airport code. The list MX or master list may indicate which airports are intended transition airports and/or terminating airports (e.g., the final airport of a resulting multi-segment itinerary). In one or more embodiments, the terminating airport may be predicted based on the original BSM for use in detecting anomalous baggage items.

The method (3700) may include, at block 3704, receiving, by the processor of the system (100), at least one B-Type message. The method (3700) may include, at block 3706, sorting, by the processor of the system (100), the B-Type messages for reference indicators representing possible non-routine shipped baggage items. The processor(s) of the system (100) described above (i.e., the web server (148)) may search or sort the B-Type messages for references to possible non-routine shipped baggage items. The method (3700) may, for example, at block 3707A, sort reference indicators in BNSs for outbound flights from a list. Reference indicators of possible non-routine shipped baggage items may cause the baggage item to be an irregular baggage item.

For example, the processor(s) (i.e., the web server (148)) of the system (100) can search for any unseen baggage messages for passengers in the list MX. To save processing time, the received or accessed BNS can be focused on outbound flight data for a single passenger and/or multiple passengers associated with the baggage handling service. Once the BSM is received, the IATA bag tag number is obtained to identify these B-Type messages to search through or sort.

In block 3707B, other reference indicators for possible non-routine shipments of baggage items in a B-Type message can be found in the BPM. For example, the BPM may include reference indicators for non-seen bags. The BPM may include reference indicators for irregularities under field .B. The BPM may include reference indicators representing other non-routine shipments of baggage items. The BPM includes various fields, such as field .J, for communicating data about scanners scanning baggage items, including the date, time, and location. The BPM data can be used to trace shipments or track the current location of an anomalous baggage item. The BHS may include scanner data, the date of the scan, and location data for locating the shipment of a baggage item after the shipment diverged from a normal or routine shipment to a non-routine shipment. Non-routine shipments can be caused by many factors, such as unexpected flight delays, equipment malfunctions, inclement weather, damaged bag tags, etc.

In block 3707C, another reference to a possible non-routine dispatched baggage item in the B-Type messages may be a reference indicator for irregular operation and/or involuntary reshipment in the BTM. This may be expressed in the B-Type message, for example, in the field ".E/IROP" from the BTM. A still further reference to a possible non-routine dispatched baggage item in the B-Type message may be a reference to unaccompanied baggage indicated in the field ".E/UNAC." A still further reference to a possible non-routine dispatched baggage item in the B-Type message may include a reference to a reference indicator for reshipment of a baggage item indicated as ".E/RRTE." The reference indicators may express information that may be considered for an irregular baggage item that does not follow routine dispatch to its final destination. Delays in the arrival of baggage items can significantly impact the travel experience and enjoyment of the owner, especially when the passenger is on a cruise voyage or traveling a long distance from the airport.

Another reference indicator representing a possible non-routinely shipped baggage item in a B-Type message may include a reference to re-tagging a baggage item, for example, as found in the BSM, marked as "E/STCK." As can be appreciated, there are numerous scenarios in which a combination of data in a B-Type message(s) may indicate a non-routinely shipped baggage item, which may render the baggage item anomalous. Such delayed baggage for passengers boarding a cruise ship can be detrimental to the passenger's overall enjoyment. The method of the present disclosure is intended to identify possible baggage items, which can be shipped in a non-routine manner so that they can be identified early in the travel process. Based on the scan time, the system (100) may determine that a baggage item may be delayed.

B-Type messages may be received from a computer system associated with the transporter, BHS (63) (Fig. 1e), or another computing system that receives and stores B-Type messages. The received B-Type messages may include BSM messages associated with passenger names in the List MX or Flight List. As described above, when a passenger(s) begins their journey, their baggage items may receive an IATA bag tag for attachment to the baggage items or may already have an RFID bag tag. The A-BSM may provide outbound flight information.

The method (3700) may include, at block 3708, matching travel information (passenger name, IATA bag tag number, and/or PNR number) from the list by the processor of the system (100) to the passenger name, IATA bag tag number, and/or PNR number in the B-Type message. In some embodiments, block 3708 may be performed before block 3706. For that matter, all steps of any method may be performed out of order or in an alternative order, and may be specifically depicted by the corresponding flowchart drawings, unless the context clearly indicates otherwise.

The method (3700) may include, at block 3712 of FIG. 37B, determining, by the processor of the system (100), whether a match associated with a reference indicator for a non-routine shipped baggage item has been detected for any passenger in the list. If the determination at block 3712 is "NO," the method may loop back to the beginning of block 3712. If the determination at block 3712 is "YES," the method (3700) may include, at block 3714, locating/tracking the baggage item by performing a baggage item finder process. The baggage item finder (184) (FIG. 1E) will be described in more detail with respect to FIG. 38.

Returning to block 3710, a determination may be made as to whether the baggage item is missing or irregular. If the determination at block 3710 is "NO," the method may return to the beginning of block 3710. If the determination at block 3710 is "YES," the method may proceed to block 3714.

BHS (63) (Fig. 1e) or other airport scanners or RFID readers interacting with a baggage item may determine that the baggage item is not loaded onto the aircraft. See "Recommended Practice 1745 Baggage Information Messages" by IATA, in the Passenger Services Resolution Manual, June 2010, ^30th Edition, which is incorporated herein by reference in its entirety. In some embodiments, the IATA bag tag or other baggage tag mechanism may be damaged, unreadable, or malfunctioning, which may cause an irregular shipment. In other embodiments, the scanners may scan the location of a baggage item in an unusual location, because the baggage item may have been loaded onto the wrong air travel carrier and arrived at the wrong airport. In such cases, the scanners may also be configured to provide and/or communicate information regarding the location of the identified baggage item, so that the various systems disclosed herein can track the shipment of the identified baggage item for accuracy and make appropriate adjustments in the shipment of the identified baggage.

At block 3714, once a reference indicator for a non-routine shipment of a baggage item is detected, shipment information from BHS and/or B-Type messages prior to or subsequent to the occurrence of the reference indicator may be retrieved and analyzed by the processor of the system (100) to locate and track the baggage item.

The method (3700) may include, at block 3716, determining, by the processor of the system (100), an adjusted arrival time at an intended final destination for a tracked baggage item on a non-routine delivery route. The intended final destination may be for both the tracked baggage item and the associated passenger, the passenger, or just the tracked baggage item. The difference in the final destination may vary depending on the time it takes to find the baggage item, the location of the baggage item at the time it is found, and the distance the found baggage item is brought to meet the passenger from the non-routine delivery route.

The method (3700) may include, at block 3718, notifying a passenger associated with a baggage item of the current status of the baggage item by the processor of the system (100). The passenger may be repeatedly alerted of the current status and any status changes of a lost baggage item, a found baggage item, and/or a resent baggage item until the passenger receives the baggage item.

The method (3700) may include, at block 3720, determining, by the processor of the system (100), a scheduled delivery location of a baggage item at an arrival time from a list. The processor(s) of the system (100) may be configured to review passenger reservations and/or lists of baggage items for the current travel itinerary to determine location(s) for delivery of the irregular baggage item. Using data from each list MX, the disclosed systems and methods may identify a location in a reservation where the irregular baggage item may meet the passenger.

The method (3700) may include, at block 3724, verifying, by the processor of the system (100), a match for a baggage item at the time of pick-up for delivery. This may include scanning an IATA bag tag to match the IATA license plate number to an IATA license plate number in the LIB (2400), baggage manifest record, or universal BSM. Still further, an image of the baggage item may be compared with a stored image of the baggage item in the LIB (2400), baggage manifest record, or universal BSM. The method (3700) may include, at block 3726, notifying the passenger of the arrival and/or delivery of the baggage item.

In an example, a method (3700) for tracking and locating a baggage item may further include: matching, by at least one processor, first travel information including a passenger name and an International Air Transport Association (IATA) license plate number for a baggage item of a passenger in a flight manifest with second travel information from a generated B-Type message including a reference indicator representing a non-routine shipped baggage item; generating, by at least one of the at least one processor, an irregular baggage item manifest record for the non-routine shipped baggage item associated with the flight manifest; retrieving, by at least one of the at least one processor, third travel information for the non-routine shipped baggage item generated by a baggage handling system prior to or subsequent to the generated B-Type message; and locating, by at least one of the at least one processor, the non-routine shipped baggage item.

The method (3700) may include generating, by at least one of the at least one processors, transmission instructions to resend located baggage items based on passenger reservation information from a list for a next travel mode to meet the passenger.

In various examples, a B-Type message may express at least one of a baggage not seen message (BNS); a baggage processing message (BPM); a baggage transfer message (BTM); and a baggage source message (BSM) from an airline. In various examples, a B-Type message may express only one of the immediately mentioned message types.

The method (3700) may include: training a model (FIG. 39) with reference indicators of non-routine dispatched baggage items associated with one or more B-Type messages, by at least one of the at least one processor; inputting data to the model, by at least one of the at least one processor, representing generating information about a routine dispatch; inputting data from one or more of current B-Type messages related to the transportation of baggage items having an IATA license plate number to the model, by at least one of the at least one processor; and training the model, by at least one of the at least one processor, with each baggage handling system handling the baggage items. The model (FIG. 39) may use machine learning algorithms to detect that a baggage item is a non-routine dispatched baggage item if the difference between the current dispatch and the routine dispatch is greater than a threshold or differs from a predetermined value associated with the routine dispatch.

The method (3700) may include, prior to matching: receiving, by at least one of the at least one processors, an outbound BSM to determine a routine dispatch for the baggage item based on the outbound reference indicators.

The method (3700) may include a step of determining, by at least one of the at least one processors, that the reference indicator represents a deviation in time or distance between a routine shipment of the baggage item and a current shipment of the baggage item that is greater than a threshold or different from a predetermined value associated with the routine shipment.

The method (3700) may include: determining, by at least one of the at least one processors, that a reference indicator indicates that a baggage item is visible or not detected; notifying, by at least one of the at least one processors, a passenger of the invisible baggage item; and submitting, by at least one of the at least one processors, a claim to a carrier of the invisible or undetected baggage item.

The method (3700) may include the steps of: receiving, by at least one of the at least one processor, a flight list for a current date of travel having first travel information of such registered passengers traveling on the current date; and receiving, by at least one of the at least one processor, a termination baggage source message (BSM) or a transition BSM having second travel information.

The method (3700) may include: determining, by at least one of the at least one processors, that a reference indicator represents an unusual shipment of a baggage item; accessing, by at least one of the at least one processors, location data generated by a tracking device on the baggage item to track a current location of the baggage item; and generating, by at least one of the at least one processors, dispatch instructions to resend the recovered baggage item, including using the current location of the baggage item from the tracking device.

Figure 38 illustrates a flowchart of a method (3704) for finding irregular baggage items according to an embodiment. A baggage item finder (184) (Figure 1e) may be configured to find irregular baggage items according to the steps of Figure 38. The blocks of Figure 38 are specific to a transport aircraft. However, some of the blocks may be used for other types of travel operators and screening locations.

The method (3704) may include, at block 3802, determining, by the processor of the system (100), whether a tracking device (175) is available for the baggage item. If the determination at block 3802 is "NO," the method (3704) may proceed to block 3812. If the determination at block 3802 is "YES," the method (3704) may include retrieving, by the processor of the system (100), location data (984) from the tracking device (175). The location data (984) may be linked to the baggage item via an IATA number plate attached to the baggage item.

The method (3704) may include, at block 3806, a step of determining, by the processor of the system (100), whether a baggage item is found. If the determination at block 3806 is "NO," the method (3704) proceeds to block 3812. If the determination at block 3806 is "YES," the method (3704) proceeds to block 3816, as will be described in more detail later.

The method (3704) may include, at block 3812, a step of retrieving, by the processor of the system (100), B-Type message data of the BHS for an IATA baggage item or GMMT bag tag number associated with a matching baggage item in a B-Type message. In other words, the system (100) may search any B-Type messages or machine reads before or after the B-Type message for a reference indicator representing a non-routine dispatched baggage item to find where the baggage item was last recorded or is currently being recorded or detected. The dispatch of the baggage item may be due to, for example, a damaged or missing IATA bag tag. The BHS may include scanners for scanning barcodes of the IATA bag tag. The BHS may include RFID readers for receiving an RFID signal representing the IATA bag tag.

The BHS (63) (Fig. 1e) generates numerous B-Type messages as baggage items are tracked and dispatched. Each B-Type message may include tracking information for the baggage item generated by the BHS (63) (Fig. 1e), for example, before or after the generation of the B-Type message with the detected reference indicator. The tracking information in specific B-Type messages provides location information for where the baggage item has been scanned, both in the past and in the future. This information may be useful for retracing and tracking the dispatch path the baggage item has traveled. While this information may be useful for tracing the path the baggage item has traveled to its current location, the current location may be technically an incorrect location or a resent location. For training purposes, information from scanners, B-Type messages, reference indicators, and/or BHS information may be used to identify patterns that identify cause and effect drivers for anomalies.

Method (3704) may include, at block 3814, a step of searching for a shipment of an irregular baggage item that brings the baggage item to its intended destination or meeting with the passenger, by the processor. Such a shipment may be a back-on-track shipment, for example, a shipment that causes the baggage item to be back-on-tracked to its intended destination. When searching for a shipment by the processor of the system (100), the shipment may include travel on the carrier and along the BHS to the final destination. A back-on-track shipment may include other shipments that remove the baggage item from the carrier and use a different mode of transport for the baggage item.

Analysis to identify back-on-track shipments can be accomplished by using artificial intelligence (AI) algorithms that utilize data from B-Type messages retrieved before or after the occurrence of reference indicators of an unusual shipment of a baggage item detected by the system (100). The data may include other information, as a damaged or missing IATA bag tag may prevent the baggage item from being shipped to the correct carrier. The point of the lost scan or the point of the current scan may determine the proximity to the lost baggage item to be retrieved. The baggage item shipment data analyzer (182) may analyze data from the B-Type message database (107), flight information from the tracking device (175), and/or location data to develop a shipment to locate the baggage item or to identify back-on-track shipments that bring the anomalous baggage item to its destination to meet the passenger's travel route.

Method (3740) may include, at block 3816, generating a claim for an irregular baggage item by the processor. Once the baggage item is lost and its proximity is determined, the claim may be generated. In one or more embodiments, baggage handlers may search for and retrieve irregular baggage items at the airport based on the retrieved B-Type message data. For example, the disclosed systems and methods may communicate sufficient information for baggage handlers to search for and retrieve irregular baggage items.

Method (3704) may include, at block 3818, generating, by the processor, a delivery instruction for the claim. Once the actual location of the found baggage item is discovered, the system (100) may determine a delivery location for the baggage item to be transferred based on the current BTJR (154) ( FIG. 1B ). The delivery instructions may include coordination with the passenger, depending on whether any of their travel segments have changed during the current travel itinerary.

The method (3704) may include, at block 3820, a step of submitting a claim to the VOT by the processor. The method (3704) may include, at block 3822, notifying the passenger of the claim submission by the processor. The system (100) may use the passenger's email address, the phone number of the mobile communication device, or other communication medium to communicate confirmation of receipt of the claim submission. The system (100) may also send an alert or communication to the passenger regarding the claim submission to the VOT.

Figure 39 illustrates a schematic diagram of an anomalous baggage item determination model. Model (3900) can receive data-related B-Type messages. As a non-limiting reference, model (3900) can receive reference indicators associated with one or more BSMs on line (3904), BPMs on line (3906), BTMs on line (3908), or BNSs on line (3910). While there is a single line, it should be understood that various information may need to be entered for each message, including (at least in some embodiments) dates, fields, airport data, flight information, etc. The original A-BSM can be used to predict expected shipments for baggage items within routine constraints. Reference indicators from BPM data, BTM data, or BNS data can be used to predict non-routine shipments.

The model (3900) may receive location data on line (3912) if the baggage item has a tracking device (175). In embodiments, if a reference indicator of an unusual shipment is detected, the dependency on the tracking B-Type message data may be weighted less heavily than the location data from the tracking device.

The model (3900) can receive B-Type message training data indicating routine and non-routine reference indicators on line (3920). The model (3900) can receive BHS training data related to scanners and other devices associated with BHSs at airports on line (3922). The model (3900) can receive current flight delays or flight changes from an airline or airport on line (3924). The model (3900) can receive variable thresholds on line (3926). Depending on the next leg of the itinerary, the threshold for deviation between the current dispatch and the routine dispatch may vary depending on the type and location of the next leg. For example, boarding a cruise ship can be very expensive because it is difficult to deliver delayed or lost luggage after the passenger has embarked on the voyage. In some embodiments, the model (3900) may consider departure times, connection times, and final arrival times to determine the probability that a baggage item can be delivered to the cruise ship's baggage handlers in sufficient time to account for the baggage item being made.

The model (3900) may receive, for example, a passenger name (PN) on line (3930). In some embodiments, the model (3900) may receive a PNR number or an IATA license plate number on line (3930). The model (3900) may receive flight data on line (3932) to derive routine shipments using the outbound BSM. The model (3900) may use various machine learning or artificial intelligence algorithms to 1) predict routine shipments of baggage items and/or 2) predict unusual shipments of baggage items to identify anomalous baggage items. In some embodiments, an unusual shipment may require a departure from the routine shipment by a predetermined amount of time and/or a predetermined amount of distance.

The model (3900) can output information representing an irregular baggage item on line (3940). The output information can include flight data, IATA license plate number, passenger name, and/or PNR number. The output information can include location information of the irregular shipment and the time difference between the expected regular shipment and the current irregular shipment. The distance threshold can be expressed in miles, airport codes, or city codes. The time threshold can be expressed in days, hours, minutes, and seconds.

Machine learning (ML) or artificial intelligence (AI) algorithms (3902) may include neural networks, Bayesian networks, tree-based models, supervised learning algorithms, and reinforcement learning algorithms. In some embodiments, ML/AI algorithms may use classification models based on reference markers.

FIG. 40A illustrates a flowchart of a method (4000) for security screening reanalysis of baggage items based on a security level according to an embodiment. In an example, the method (4000) may include, by a processor, providing custom screening data. In one or more embodiments, blocks 4030, 4032, and 4038 may be performed to provide a customs workstation (computer system) with data that may be used to determine whether a passenger may clear customs. For example, machine learning algorithms may be used to determine that the contents of a baggage item contain Z cellular phones, B monetary value, or C amount of regulated goods. Some countries only allow a certain number X of cellular phones. If the contents contain Z cellular phones greater than X, then the baggage item may not clear customs. If the baggage item contains C amount of regulated goods and the regulations limit goods to P greater than C, then the baggage item may be cleared by customs, for example. As can be appreciated, describing each and every provision in this specification would be daunting. The processor may access secure screening images and/or content lists stored in memory (113), such as in a secure cloud storage system.

In an example, the method (4000) may include, at block 4022, determining whether the passenger has cleared customs. If the determination at block 4022 is "NO," the method (4000) may return to the beginning of block 4022. If the determination at block 4022 is "YES," the method (4000) may proceed to block 4023.

In an example, the method (4000) may include determining a threat security level at block 4023. The threat security level may be determined at block 4024 by determining whether the stored security screening image (SSI) meets or exceeds the required standard for the current travel mode. If the determination at block 4024 is "NO," the method (4000) may proceed to block 4026. For example, a baggage item entering a first airport in a country from another country may be required to be checked for threat level security. In another example, the baggage item may require screening based on actionable intelligence reports.

As a non-limiting example, airports around the world use different security screening machines. These machines may not all comply with the most recent security standards of a particular country. For example, at block 4024, the method (4000) may determine that no image exists. For example, some smaller airports do not have sophisticated screening machines that meet current standards, requirements, or certifications. For example, smaller airports may perform manual screening and allow baggage items to fly without images. In other examples, a baggage item may have been tested using explosive trace detection (ETD) devices but not screened using a TSA-approved explosive detection system. In other examples, a baggage item may be too large to fit within a TSA-approved explosive detection system (i.e., a security screening machine). In such cases, security screening images may not be available for each and every baggage item. In many cases, TSA-certified explosive detection systems (i.e., security screening machines) used by first-mode travel meet or exceed the standards or requirements for second-mode travel, including lodging facilities, buses, trains, ships, and cruise ships. However, security screening images of baggage items on board aircraft departing from one (first) airport and landing at another (second) airport elsewhere in the world may not meet the requirements of the second airport's security screening authorities.

At block 4026, the method (4000) may include performing security screening of baggage items that meet the required standards, requirements, or certifications for checked baggage for civil aviation. This may occur, for example, when an outbound screening security image is captured by a security screening machine that meets lower standards or requirements than currently required. These standards and requirements change periodically. The method may be adapted to accommodate improved screening when the second travel mode has improved security screening techniques and algorithms compared to the security screening machines and algorithms used in the first travel mode. Alternatively, the method may be adapted to accommodate improved screening by the second travel mode when the first travel mode has improved security screening techniques and algorithms compared to the security screening machines and algorithms used in the second travel mode.

At block 4024, if the determination is "YES," the method (4000) may include retrieving a stored security screening image of the baggage item at block 4030. At block 4032, the method (4000) may include transmitting the retrieved stored security screening image to a security screening workstation. At block 4038, the method (4000) may include performing a security screening of the baggage item for a threat security level.

In one or more embodiments, the screening authority may have intelligence regarding a particular type of threat, which may allow the contents of the baggage items to be screened using a security screening machine, such as CT or X-ray imaging for checked baggage for civil aviation. Returning to block 4024, if the determination at block 4024 is "YES," the method (4000) may include, at block 4034, obtaining personally identifiable information of the passenger associated with the baggage item undergoing security screening. The method (4000) may include, at block 4036, communicating the obtained personally identifiable information of the passenger. At block 4038, the method (4000) may include performing a virtual security screening of the baggage item for a threat security level using both the image and the personally identifiable information. As defined herein, "virtual security screening" means that the baggage item has not re-entered the security screening machine to capture the security screening image currently under review. Instead, the security screening image is followed by an image that may follow the baggage item as long as the baggage item remains in trusted custody and the image meets specific location security screening shooting requirements, standards, or certifications.

In one or more embodiments, screening authorities may have intelligence on specific types of threats from countries, individuals, or groups of individuals. Personally identifiable information may be used to assess a passenger's threat security level based on security screening results.

Blocks 4026 and 4038 may proceed to block 4040. If the determination at block 4040 is "NO," then at block 4026, the baggage item may be re-screened using a security screening machine operating under the security screening requirements, standards, or certifications for checked baggage of civil aviation. At block 4040, a determination is made as to whether the baggage item or passenger is cleared. If the determination at block 4040 is "YES," then at block 4044, the method (4000) may determine whether the baggage item should be transferred to a second travel mode. In other words, the re-analysis of the method (4000) allows the baggage item to be transferred directly from the first travel mode (4010A) (FIG. 40B) to the second travel mode (4010B) (FIG. 40B) via the trusted hold handler (4017). At block 4040, if the determination is “YES,” the method (4000) may include authorizing, by the processor, direct delivery of the baggage item to the travel transportation associated with the second travel mode.

At block 4044, if the determination is "NO," then at block 4048, the baggage item may be released. For example, a baggage handler or trusted baggage handler may scan an IATA bag tag or other marker or tag with an electronic capture device. The capture device may include a message expressing instructions to release the baggage item, such as bringing the baggage item to a carousel. The baggage item may be released from the first travel mode, such as when the airport is the terminal airport, or when the travel transportation operator arrives at the destination or dock where passengers are disembarking.

Figure 40B is a schematic diagram of an embodiment depicting a trusted hold handler (4017) between a first travel mode (4010A) and a second travel mode (SMOT) (4010B) according to an embodiment. From the time baggage is checked at the airport, it has been in a trusted hold, meaning that unauthorized individuals, including, for example, the baggage owner, do not have direct access to the contents. The trusted hold handler may have sufficient security mechanisms that meet or exceed the relevant security standards of the corresponding travel operator. Additionally, in these trusted hold facilities, there is no opportunity for a passenger to tamper with the contents of the baggage while it is in the trusted hold of the first travel mode (4010A). Checked baggage from airlines, buses, railways, and maritime or additional government agencies is released to the hold of the carrier or its holding facility. Upon receipt of the Baggage Authorization Record (4013), the airline (and/or its designated partner or authorized agent) may, instead of rescreening the checked baggage at the second travel mode (SMOT) terminal (4018), move the checked baggage directly to the trusted hold handler (4017) because the reanalysis (Figure 40a) determines that the contents of the checked baggage meet the rules and regulations for the second travel mode (4010B). Furthermore, if the checked bags are transported to the second travel mode (4010B), the baggage items are not rescreened in the second travel mode (4010B), but are delivered directly to the travel vehicle. In the example, the second travel mode (4010B) is another aircraft. However, the second travel mode (4010B) may be a cruise ship. In the case of a cruise ship, the baggage items may be delivered directly to the passenger's stateroom on the ship. If the second travel mode (4010B) is a travel mode, the passenger has a seat, and the baggage items are loaded elsewhere, the baggage items can then be taken directly to the designated loading location for baggage items. If the second travel mode (4010B) is a hotel, the baggage items can be delivered directly to the passenger's room.

In Figure 40b, a transporter (4001) has a passenger cabin (4004) and a checked baggage shelf (4002). Passengers before, during, and after a flight do not have access to the checked baggage shelf (4002). The operator of the transporter (4001) deposits checked bags on the baggage shelf (4002). If a passenger takes another transporter (4007) that also has a checked baggage storage area (4003) and a separate passenger seating area (4005), then other trusted baggage handlers (4017) can move passenger baggage between the baggage shelf (4002) on the transporter (4001) and the checked baggage storage area (4003) on the transporter (4007). However, in these cases, the baggage is re-analyzed under the rules and regulations for the aircraft (4007) that the Baggage Authorization Record (4013) indicates approval (4014a) or rejection (4014b) of the baggage item. If approval (4014a) is present in the Baggage Authorization Record (33), the baggage item may then be moved directly from the baggage rack (4002) to the checked baggage area (4003) without further screening at the SMOT terminal (4018). Alternatively, if the Baggage Authorization Record (4013) indicates rejection (4014b) of the baggage, it is then re-screened at the SMOT terminal (4018) to ensure compliance with the relevant security protocols.

The first travel mode (4010A) may include an electronic device (4009). The electronic device (4009) may be part of a baggage handling system or a computing device of an employee working to unload (or load) baggage items. In one or more embodiments, the electronic device (4009) may be associated with a security screening authority or another entity. A tracking device on a baggage item may be configured to communicate information contained in its memory, including at least one of security information, an IATA license plate number, a PNR number, personally identifiable information, or an image of the baggage item. In an example, the security information may be transmitted to an electronic device authorized to receive security information and/or personally identifiable information upon landing at a transition or termination airport. The tracking device may receive BSM information from a termination BSM at the termination airport or may switch BSMs at the transition airport. The electronic device may be configured to transmit communication information associated with the transition or termination airport to receive security information and/or personally identifiable information. In some embodiments, the electronic device is configured to request automatic transmission of communication information associated with a transition or termination airport to receive security information and/or personally identifiable information as an additional security compliance mechanism.

If the second travel mode (4010B) is a cruise ship, the SMOT terminal (4018) may be located at a dockside adjacent to or as part of the cruise ship. If the second travel mode (4010B) is a bus, the SMOT terminal (4018) may be located at or near a bus station. If the second travel mode (4010B) is a train, the SMOT terminal (4018) may be located at or near a train station. If the second travel mode (4010B) is a ship, the SMOT terminal (4018) may be located at a dockside located adjacent to or as part of the ship. If the second travel mode (4010B) is a lodging establishment, the SMOT terminal (4018) may be located adjacent to, remote from, or as part of the lodging establishment. If the second travel mode (4010B) is a transport aircraft, the SMOT terminal (4018) can be located at the airport terminal or hangar.

In an example, the first baggage screening requirements may require an explosive detection system (EDS) that is Transportation Security Administration certified or conforms to the European Union/European Civil Aviation Conference (EU/ECAC) EDS Standard 3.0/3.1, such as when the first travel mode is civil aviation. When a travel vehicle in the first travel mode associated with civil aviation lands at a transition airport or a terminal airport, the baggage items may be required to undergo 1) customs screening and/or 2) threat security level screening before they can transition to another travel vehicle via the second travel mode or be released from the terminal airport. The travel vehicle in the second travel mode may use the same or lower baggage screening requirements as the first travel mode. In such cases, the contents of the baggage items may be screened for prohibited items on the travel vehicle in the second travel mode without the need for rescreening the baggage items through the EDS.

Figures 41A and 41B illustrate a flowchart (4100) of a method for providing personally identifiable information used by a security authority according to an embodiment. The method (4100) may include, at block 4102, obtaining, by a processor of the system (100), a first B-Type or Baggage Information Message associated with the arrival of a baggage item with a passenger's name on the list. The first B-Type or Baggage Information Message may include the IATA license plate number, the passenger's name, and the PNR number of the baggage item on the carrier.

In method (4100), the first B-Type or baggage information message may be one of a termination or transition BSM (baggage source message). Method (4100) may include, by a processor of system (100), prior to obtaining the first B-Type or baggage information message, sorting a plurality of BSMs based on a baggage source indicator indicating that the BSM is a termination BSM or a transition BSM.

The method (4100) may include, at block 4104, extracting, by the processor of the system (100), an IATA license plate number and/or a PNR number from a first B-Type or baggage information message.

The method (4100) may include, at block 4106, using the extracted PNR number, retrieving personally identifiable information from a PNR database by the processor of the system (100). The PNR database may be in communication with a computer system associated with the transportation vehicle. In one or more embodiments, the personally identifiable information may be retrieved from a list or other repository along with personally identifiable information of the passenger available to the system (100). In another embodiment, the personally identifiable information of the passenger may have been provided to the system (100) using a graphical user interface. A passenger using the GUI may have provided permission to the system (100) to provide personally identifiable information to security screening authorities. The personally identifiable information may include the passenger's date of birth, social security number, driver's license number, or government-issued passenger identification number.

The method (4100) may include, at block 4108, obtaining, by the processor of the system (100), at block 4108, a second B-Type or baggage information message generated by the BHS (63) that includes a pseudo ID and an IATA license plate number generated by the BHS.

The first B-Type or Baggage Information Message may be an IATA BSM and the second B-Type or Baggage Information Message may be an IATA BPM (baggage processing message). The method (4100) may include, at block 4110, matching, by the processor of the system (100), the IATA license plate number of the second B-Type or Baggage Information Message with the extracted IATA license plate number. The method (4100) may include, at block 4112, obtaining, by the processor of the system (100), a pseudo ID from the second B-Type or Baggage Information Message in response to matching the extracted IATA license plate number.

Referring now to FIG. 41b, the method (4100) may include, at block 4114, obtaining, by the processor of the system (100), from memory at least one security screening image (SSI) of a baggage item based on a pseudo ID associated with the at least one SSI.

The method (4100) may include, at block 4116, assembling, by the processor of the system (100), at least one communication packet comprising at least one SSI and personally identifiable data. The method (4100) may include, at block 4118, generating, by the processor of the system (100), a marker comprising an IATA license plate number and personally identifiable information. The method (4100) may include, at block 4120, causing a printing device to print the marker to include the IATA license plate number and the personally identifiable information.

Personally identifiable information may include the passenger's birthday, printed on the marker using steganography. The personally identifiable information may include the passenger's birthday, printed on the marker using an encrypted quick-response (QR) code. In this example, the personally identifiable information includes the passenger's birthday, printed on the marker using ink invisible to the naked eye.

Referring to FIGS. 41A and 41B , in an example, the method may include generating, by at least one of the at least one processor, a baggage information message comprising IATA bag tag data, the IATA plate number uniquely identifying the checked baggage item and a pseudo ID or primary ID. The pseudo ID or primary ID identifies the checked baggage item of the passenger that is screened by a security screening machine and linked to a security screening image of the checked baggage item generated by the security screening machine. The method may include extracting, by at least one of the at least one processor, a pseudo ID from the baggage information message corresponding to the checked baggage item by matching the IATA plate number in the baggage information message with an IATA plate number in a list; retrieving, by at least one of the at least one processor, a security screening image stored in a storage cloud system by the security screening machine using at least one of the extracted pseudo ID or IATA plate number; and providing, by at least one of the at least one processor, information associated with the security screening image to one of the security screening workstations.

In an example, the method may include the steps of retrieving, by at least one of the at least one processor, a passenger name record (PNR) number from a baggage information message or a tracking device of a baggage item; and, by at least one of the at least one processor, extracting personally identifiable information of the passenger from a PNR database associated with a computing device of the airline operator using the retrieved PNR number.

In an example, the method may include: generating, by at least one of the at least one processors, a marker comprising an IATA license plate number, a passenger's name, and personally identifiable information of the passenger; and causing, by at least one of the at least one processors, a printing device to print the marker so as to include the IATA license plate number, the name, and the personally identifiable information.

In an example, the method may include printing personally identifiable information on the marker using steganography by a printing device. In an example, the method may include printing personally identifiable information on the marker using an encrypted quick-response (QR) code by the printing device. In an example, the method may include printing personally identifiable information on the marker using ink that is invisible to the naked eye by the printing device.

In an example, the method may include receiving personally identifiable information from a passenger using a graphical user interface that provides authorization in a data entry field to communicate personally identifiable information to a designated party, by at least one of the at least one processor. The graphical user interface may display information that may be communicated in the form of a text message or an email message.

In an example, the method may include: generating, by at least one of the at least one processors, a marker comprising an IATA license plate number, a passenger's name, and personally identifiable information of the passenger; and causing, by at least one of the at least one processors, a printing device to print the marker so as to include the IATA license plate number, the name, and the personally identifiable information.

In the example, the baggage information message is either a termination or a transition BSM (baggage source message), and the method may include, prior to matching, sorting the plurality of BSMs based on a baggage source indicator indicating that the BSM is a termination BSM or a transition BSM to extract a pseudo ID.

In an example, the method may include: obtaining, by at least one of the at least one processor, a first baggage information message associated with the arrival of a checked baggage item of a passenger on a list, the first baggage information message including an International Air Transport Association (IATA) license plate number and a passenger name record (PNR) number of the checked baggage item on the carrier; extracting, by at least one of the at least one processor, the IATA license plate number and the PNR number from the first baggage information message; retrieving, by at least one of the at least one processor, personally identifiable information from a PNR database in communication with a computer system associated with the carrier using the extracted PNR number; and obtaining, by at least one of the at least one processor, a second baggage information message generated by a baggage handling system that includes a primary identifier (ID) linking the IATA license plate number and a security screening image (SSI) of the checked baggage item.

In an example, the method may include the second baggage information message being an IATA baggage processing message (BPM). In an example, the method may include: matching, by at least one of the at least one processor, an IATA license plate number of the second baggage information message with an extracted IATA license plate number; obtaining, by at least one of the at least one processor, a primary identifier (ID) from the second baggage information message in response to matching the extracted IATA license plate number; obtaining, by at least one of the at least one processor, an SSI of a baggage item from a memory based on the primary identifier (ID) associated with the SSI; assembling, by at least one of the at least one processor, at least one communication packet comprising at least one of the SSI and the IATA license plate number; and generating, by at least one of the at least one processor, a marker comprising the IATA license plate number and personally identifiable information.

In an example, the method may include, when generating a marker including an IATA license plate number and personally identifiable information by at least one of the at least one processor, causing a printing device to print the marker so as to include the IATA license plate number and personally identifiable information. In an example, the first baggage information message is one of a termination or a transition BSM (baggage source message); and the method may include, prior to receiving, sorting a plurality of BSMs based on a baggage source indicator indicating that the BSM is a termination BSM or a transition BSM.

FIG. 42A illustrates a block diagram of a tracking device (4240) (i.e., tracking device (40)) according to an embodiment. The tracking device (4240) may include a subscriber identity module (SIM) card (4241), GPS-GSM tracking components (4242), and an antenna ANT. The GPS-GSM tracking components (4242) may be configured to perform cell tower positioning via the GSM/Cellular positioning protocol (4256), WIFI positioning via the WIFI positioning protocol (4252), GNSS positioning via the GNSS positioning protocol (4258), and BLUETOOTH positioning via the BLUETOOTH positioning protocol (4254). In one or more embodiments, the subscriber identity of the SIM card (4241) may be associated with a baggage handling service, a baggage tracking service, an air travel operator, or a travel transportation provider. In one or more embodiments, the subscriber identity of the SIM card (4241) may be associated with the passenger. The GPS-GSM tracking components (4242) may include at least one processor. The tracking device (4240) may include at least one processor (4244).

The tracking device may include an inertial navigation system (INS) for a GNSS (Global Navigational Satellite System)-denied environment. In a GNSS-denied environment, acquired location information may be obtained from the INS. The tracking device may include a Global Positioning System (GPS) unit. The tracking device may include other location-determining protocols or location-derived locations based on the locations of surrounding devices, such as IoT devices, BLUETOOTH-enabled devices, or RF access points when available. IoT devices, BLUETOOTH-enabled devices, or RF access points may be found in, for example, hotels, cruise ships, airports, restaurants, stores, and buildings. The RF access points may support various RF communication platforms, including, but not limited to, WIFI communication protocols or GSM-5G communication protocols.

When underground, the tracking device may utilize a mobile ad-hoc communication protocol, as airport staff devices may be ad-hoc nodes transmitting location information from underground to aboveground wired or wireless communication networks. The location information may be transmitted to a network interface of a computing system associated with at least one processor of the system (100), a computer system designated to track the tracking device, or a computer system associated with an airline operator or other travel vehicle. The location information may include location coordinate data of the tracking device and information loaded from the BSM.

In addition to providing location information, the tracking device may operate in other modes to interact with travel transportation devices, including, without limitation, kiosks, RFID receivers, baggage handling systems, passenger mobile communication devices, etc.

The tracking device (4240) may be deployed within a building along a ground and/or underground route, which may create a GNSS-denied environment. As a result, the tracking device (4240) may provide position information in a GNSS-denied environment. However, for use outside of airport infrastructure, the tracking device (4240) may have GNSS access. Accordingly, the tracking device (4240) may be capable of providing position information derived from GNSS data.

While GSM and cellular networks are readily available, these networks do not provide 100% global coverage. For example, cellular communications may be blocked on the ground floor or underground of a building. Depending on the building's construction or the surrounding buildings, communications within the building may be blocked or intermittent. Therefore, since luggage items travel through the building, underground, and even outside, tracking devices may need to acquire location information using a variety of methods and be able to adapt to the surrounding environment and communication parameters.

In one or more embodiments, the tracking device (4240) may utilize an available RF access point, which may include a BLUETOOTH access point and/or a WIFI access point, as will be described later. In an example, the tracking device (4240) may include an RFID unit (4243) configured to communicate using RFID frequencies. As a non-limiting example, the tracking device (4240) having the RFID unit (4243) may be configured to communicate with an RFID receiver of a baggage handling system. Some baggage handling systems have an RFID receiver that reads or receives RFID signals from IATA-compliant RFID bag tags.

In one or more embodiments, the tracking device (4240) may function as an IATA-compliant RFID bag tag while within the airport infrastructure, but may also provide tracking functionality outside of the airport infrastructure. The tracking device (4240) may include at least one digital certificate (4246). In embodiments, the digital certificate (4246) may be an organization-level digital certificate, which allows for encryption and decryption of organization-level information. As a non-limiting example, the organization-level digital certificate may be for interacting with an airline operator's kiosk (4310) ( FIG. 43A ) and/or a BHS device (4360) ( FIG. 43B ). The tracking device (4240) may include a digital certificate (4246) that allows a passenger's mobile device to pair with the tracking device (4240). The tracking device (4240) may include a digital certificate (4246) for communicating with various communication platforms.

The tracking device (4240) may include a display (4248) having a display screen, a power source, and memory (4250). The memory (4250) may store BSM information (4260). The BSM information (4260) may include at least one of a PNR number (4264) or an IATA license plate number (4266). The BSM information (4260) may be extracted from an originating airline BSM or an exiting BSM, depending on when the tracking device is assigned to the baggage item. In one or more embodiments, the memory (4250) may be loaded with itinerary information. For example, the itinerary information may include a PNR number, reservation number, or other confirmation number for the travel transportation.

In one or more embodiments, the power source may be a battery having one or more battery saving modes. The first battery saving mode may be based on the detected altitude of the tracking device. The second battery saving mode may be based on the detected speed of the tracking device. For example, when the tracking device is in flight, the tracking device may be turned off or placed in sleep mode. The third battery saving mode may be based on the selected communication mode of the tracking device. For example, the BLUETOOTH communication protocol may use less power than other communication protocols. As a result, the tracking device may select the communication protocol to conserve battery power.

In one or more embodiments, the display (4248) may be configured to display stored information of the system. As a non-limiting example, the display (4248) may display an IATA license plate number and a corresponding IATA license plate. The display (4248) may be compatible with an RFID bag tag.

In one or more embodiments, the BSM information (4260) may include information printed on an IATA compatible bag tag, including inbound flight information, outbound flight information, PNR number, passenger name, etc., as described with respect to FIG. 14A.

In an example, the memory (4250) may store a primary ID (PID) (4268) generated by the baggage handling system via the BHS device (4360) (FIG. 43b). The primary ID may be, for example, a pseudo-ID transmitted from the baggage handling system to the security screening machine (4362) (FIG. 43b). In an example, the primary ID (4268) may be a TSA-compliant number that is required to be transmitted by the baggage handling system to the security screening machine (4362) to identify the baggage item. In an example, the memory (4250) may store a contents list (4271). The contents list (4271) may be generated by the security screening machine (4362) (FIG. 43b). In one or more embodiments, instead of the contents list (4271), a contents list identifier or contents list locator may be stored in the memory of the tracking device. A contents list identifier or contents list locator can locate a contents list in a contents list database.

The system may use a search algorithm to search a contents list for prohibited items on a travel vehicle associated with a second travel mode. The bracket (4262) includes various optional information, such as a key ID (4268), a contents list (4271), photographing standards, requirements, or certification (4272), and an image of a baggage item (4273). The information in the bracket (4262) may be combined with any of the BSM information (4260) stored in a B-Type message or other communication to computing devices.

In one or more embodiments, a B-Type message may be generated and communicated to the tracking device, including a contents list (4271) of identified contents based on the primary ID (4268), the IATA LPN (4266), and/or the screening of baggage items by the security screening machine (4362). In one or more embodiments, the B-Type message may be generated and communicated to other computing devices authorized to receive B-Type messages.

In an example, the contents list (4271) may be used to screen baggage items for a second travel mode, which may include other transport, train, bus, ship, cruise ship, hotel, etc. In one or more embodiments, the memory (4250) may store photographing standards, requirements, or certifications (4272) associated with a security screening photographing machine (4362) (Figure 43b). In one or more embodiments, a B-type message may be generated and communicated to a tracking device or other computing device that includes the primary ID (4268), the IATA LPN (4266), the contents list (4271), and/or the photographing standards, requirements, or certifications (4272).

In one or more embodiments, memory (4250) may store a baggage item image (4273). The baggage item image may be stored when assigning the baggage item to a tracking device. In one or more embodiments, a B-type message may be generated and communicated to the tracking device or other computing device, including a primary ID (4268), an IATA LPN (4266), a contents list or contents list ID (4271), a photographing standard, requirement, or certification (4272), and baggage item image data or baggage item image data ID (4273). The baggage item image data ID may be a locator for baggage item baseline image data in a secure database. The contents list ID may be a locator for a contents list of the contents of the baggage item in the secure database.

In an example, memory (4250) may store passenger personal identifiable information (PII) (4274). PII (4274) may include a date of birth associated with the passenger. In an example, PII (4274) may include a driver's license, social security number, passport identifier, or government-issued identification number. In one or more embodiments, the primary ID and/or passenger personally identifiable information may be retrieved from the tracking device for use in obtaining a security screening image stored in a cloud storage system, such that the security screening image may be retrieved and reanalyzed by a security screening station or security screening authority.

Access to memory (4250) may be controlled by different authentication procedures. For example, pairing with a kiosk may differ from pairing with the mobile device of the owner of the baggage item (i.e., the passenger). In an example, the tracking device (4240) may operate in RFID mode, where the display (4248) may display the IATA license plate and other IATA-compatible information for the IATA RFID bag tag.

In the example, the memory (4250) may store various applications (4276) to perform different operational modes, as will be described in FIGS. 42B, 42C, 42D, and 42E. The applications (4276) may include software, hardware, firmware, or a combination thereof. The applications (4276) include programming modules having instructions configured to be executed by the processor to perform the functions and operations described below. The tracking device may be configured to communicate with one or more service (electronic) devices to cause different types of service devices to perform functions that will become apparent from the description below.

Figure 42B illustrates a block diagram of a contactless baggage tag printing manager (4280B) according to an embodiment. Figure 43A illustrates a block diagram of a contactless baggage tag printing process (4300A) using a tracking device according to an embodiment. Currently, a checked-in passenger may walk to a kiosk (4310) to print their IATA baggage tag. In one example, the passenger may enter their PNR number or itinerary confirmation number using keys (4316), which may be displayed on a screen (4312). Alternatively, the passenger may have already checked-in on their own using an airline application and may have been asked to digitally check-in their baggage items. In such a case, the passenger receives a boarding pass with a QR code or other code. At the kiosk (4310), the passenger places their mobile device (4301) under a scanner (4314). However, this may make it difficult for the scanner to capture the QR code or other code to be scanned. Typically, passengers' hands are full of personal belongings, including wallets, jackets, coats, or carry-on luggage items.

The contactless bag tag printing manager (4280B) may include a tracker-to-printer pairing unit (4282B) and an authenticator (4284B). The contactless bag tag printing manager (4280B) may include a print code sequence communicator (4286B). The print code sequence may be, for example, a PNR number or other code sequence transmitted from the memory of the tracking device to the kiosk (4310) (Figure 43A) to cause the printer to print an IATA bag tag for the passenger. The contactless bag tag printing manager (4280B) may include a PNR number or other code sequence required by an air travel operator. In such a case, the PNR number or other code sequence for printing may be a travel application number. In one or more embodiments, the kiosk may print tickets or other tags for other travel modes.

The pairing unit (4282B) may use BLUETOOTH pairing to pair with, for example, a BLUETOOTH-enabled unit (4320). The BLUETOOTH-enabled unit (4320) may be configured to pair with the tracking device having the strongest signal strength. For example, the baggage item (4350) may be placed directly in front of the kiosk (4310). The authenticator (4284B) may require a specific digital certificate to allow BLUETOOTH pairing with the kiosk (4310) and the tracking device (4240) for security purposes.

The kiosk (4310) may include a processor (4305) and a printer (4318). In this case, the PNR number or other code sequence may be a travel application number used to control the functionality of the kiosk (4310). The processor (4305) may receive the travel application number to authorize printing of an IATA bag tag.

In one or more embodiments, the kiosk (4310) may be located at the airport or a remote location where baggage items are processed for affixing IATA bag tags. In one or more embodiments, the tracking device (4240) may include a button or mechanism that activates transmission of a code to the kiosk or other printing device to print the IATA bag tag. In one or more embodiments, the tracking device (4240) may be independent of passenger P's mobile communication device but may be configured to receive information from or control signals from the passenger's mobile communication device (4301) via a graphical user interface. In one or more embodiments, the tracking device (4240) may receive information from the mobile communication device to program its memory with BSM information or a travel application program number. In one or more embodiments, the tracking device (4240) may transmit a print code sequence to cause the printing device to print the boarding pass or IATA bag tag.

FIG. 42C illustrates a block diagram of a security screening manager (4280C) according to an embodiment. The security screening manager (4280C) will be described in conjunction with FIG. 43B. FIG. 43B illustrates a schematic of a pseudo-ID (i.e., primary ID) recording process (4300B) using a tracking device (4240) according to an embodiment. In an example, a memory (4250) may store a pseudo-ID (i.e., PID (4268)) generated by a baggage handling system via a BHS device (4360) ( FIG. 43B) and provided to a security screening camera machine (4362) ( FIG. 43B).

The security screening manager (4280C) may include a tracker-BHS device pairing unit (4282C) and an authenticator (4284C). The pairing unit (4282C) may, for example, utilize BLUETOOTH pairing. The authenticator (4284C) may, for security purposes, require a specific digital certificate to allow BLUETOOTH pairing between the tracking device on the BHS device (4360) (Figure 43B) and the baggage item (4350). When the tracking device/baggage item approaches the BHS device (4360) entering the security screening machine (4362), the BHS device and the tracking device may be paired together. The BHS device may be programmed to communicate a primary ID, pseudo ID, or other TSA-compliant number to the tracking device to identify the baggage item entering the security screening machine.

In an example, the IATA LPN communicator (4286C) may communicate the IATA LPN to the BHS device (4360) (Figure 43b) prior to receiving the primary ID, pseudo ID, or other TSA compatible number. In this case, the IATA LPN may serve as a travel application number, where the application receives the primary ID, pseudo ID, or other TSA compatible number. The primary ID, pseudo ID, or other TSA compatible number may be received by the PID receiver (4288C). The received PID is then stored in the memory of the tracking device.

Referring again to FIGS. 40A and 40B , an exemplary method may include: tracking, by at least one processor, a tracking device associated with a baggage item of a passenger during a travel itinerary; loading, by at least one of the at least one processor, security screening information into a memory of the tracking device after the baggage item has been screened by a first baggage screening requirement while traveling using a first travel mode; generating, by at least one of the at least one processor, a baggage information message including the security screening information to a network interface of a computing system associated with a security screening workstation, so as to screen the baggage item for a security threat level requiring a second screening requirement that is equal to or lower than the first baggage screening requirement, thereby bypassing rescreening of the baggage item under the second baggage screening requirement to transition travel from the first travel mode to the second travel mode; or terminating travel in the first travel mode and releasing the baggage item.

Security screening information may include a pseudo-ID associated with screening of a baggage item by a security screening camera that performs the first screening requirement. The method may include loading the pseudo-ID into the memory of the tracking device by at least one of the at least one processor. The baggage information message is compatible with the International Air Transport Association B-Type message.

In an example, the baggage information message may include at least one of a passenger name record (PNR) number and an International Air Transport Association license plate number. The method may include loading the baggage information message into the memory of the tracking device by at least one of the at least one processor.

In an example, the security screening information may include a list of contents identified by a machine learning algorithm for the first baggage screening requirement. The method may include loading the contents list or the contents list identifier into the memory of the tracking device to access the contents list from a contents list database, by at least one of the at least one processor.

In the example, the security screening information may include information indicating the first baggage screening requirements. In the example, the second travel mode is one of a cruise ship, train, bus, ship, transport aircraft, or lodging facility.

Such a method may include the step of communicating, by the tracking device, at least one of a PNR number, an IATA license plate number, or security screening information to an electronic device (4009) (Fig. 40b). As a non-limiting example, the electronic device is configured to perform a travel function associated with the baggage item.

FIG. 42D illustrates a block diagram of a mobile-to-tracker pairing manager (4280D) according to an embodiment. The mobile-to-tracker pairing manager (4280D) may include a tracker-to-mobile pairing unit (4282D) and an authenticator (4284D). The mobile-to-tracker pairing manager (4280D) may include a print code sequence receiver (4288D) and a personally identifiable information receiver (4290D). In one or more embodiments, the system or the passenger may be able to communicate the print code sequence via data entry using a display of the tracking device or via wireless communication to the tracking device. In one or more embodiments, the passenger may be able to communicate personally identifiable information via data entry using a display of the tracking device or via wireless communication to the tracking device. The personally identifiable information may be stored using an authentication protocol to authenticate the identity of the user or passenger.

The mobile-to-tracker pairing manager (4280D) may include a travel information communicator (4286D) configured to communicate any BSM or schedule information stored in memory. This information may be transmitted to a display or via wireless communication.

In one or more embodiments, the print code sequence may be stored in the memory of the tracking device and subsequently communicated from the tracking device to cause the IATA bag tag to be printed by a printing device or kiosk. In one or more embodiments, personally identifiable information may be stored in the memory of the tracking device and subsequently communicated from the tracking device to a security screening station or other designated device.

In one or more embodiments, personally identifiable information may be stored in the memory of the tracking device and subsequently displayed on the display of the tracking device by a security screening authority. The personally identifiable information may be accessible from the memory of the tracking device by the security screening authority using a password or authentication process.

Figure 42E illustrates a block diagram of a non-routine reference marker detection manager (4280E) according to an embodiment. The non-routine reference marker detection manager (4280E) may include a tracker-second device pairing unit (4282E) and an authenticator (4284E). The second device may include a device in a baggage handling system.

The non-routine reference indicator detection manager (4280E) may include a reference indicator receiver (4288E) and a non-routine reference indicator detector (4290E). The reference indicators may include airport codes. The original BSM information may include reference indicators of routine transmissions for a flight. Receiving reference indicators representing non-routine indicators as described herein from within the airport may be detected. The non-routine reference indicator detection manager (4280E) may include a notification communicator (4292E) configured to communicate a notification of the non-routine transmission in response to detection of one or more non-routine reference indicators.

FIG. 43C illustrates a schematic diagram of a process (4300C) for communicating location information from a Global Navigation Satellite System (GNSS) platform according to an embodiment. Satellites (4365C) represent GNSSs that communicate with a tracking device (4240) attached to a baggage item (4350). The tracking device (4240) may communicate location information with a cell tower (4367C). The cell tower may communicate location information with a computing device (4363C) configured to track the baggage item via the tracking device (4240) via a network (4375). The network (4375) may be the Internet or a public utility communications network.

FIG. 43D illustrates a diagram of a process (4300D) of a tracking device (4240) communicating location information with at least one radio frequency (RF) access point according to an embodiment. In this diagram, the RF access points are denoted as 4377A, 4377B, 4377C, and 4377D. The tracking device (4240) may be closest to the RF access point (4377B) to pair with the location information and transmit it to the computing device (4363C) ( FIG. 43C ) via the network (4375). The tracking device may, in some embodiments, select the RF access point (4377B) based on signal strength.

Figure 44 illustrates a block diagram of a tracking system (4400) according to an embodiment. The tracking system (4400) may include a plurality of tracking devices (4240) that communicate with a tracking station (4410) (i.e., a computing device) via a network (4430). The network (4430) may be the Internet or another public utility communication network.

The tracking station (4410) may include a display (4415) that displays the location of the tracking device indicated by the locator (4420). The tracking station (4410) may display a comment window (4425) associated with the locator (4420). The comment window (4425) may include a notification of an unusual dispatch due to the detection of an unusual reference indicator. The comment window (4425) may include address or location information. The location information may include refined information including building level, floor, room number, building number, etc. The location information may include information associated with nearby or surrounding IoT devices, mobile communication devices, or other RF access points.

FIG. 45 illustrates a flowchart of a method (4500) for assigning a tracking device (40) and initiating tracking of a baggage item according to an embodiment. The method (4500) may include, at block 4502, attaching the tracking device (40) to the baggage item. The method (4500) may include, at block 4504, assigning the tracking device (40) to the baggage item by the processor. Assigning may include programming the tracking device by the processor with at least one of a PNR number or an IATA license plate number. In an example, assigning may include programming the tracking device by the processor with BSM information including a reference indicator. The tracking device identifier may need to be linked to or stored in the GTE-BSM.

In an example, the tracking device may have a tracking device identifier that can be added to a list or baggage information message (i.e., a B-type message) to locate a baggage item with the tracking device. In an example, the tracking device may communicate its tracking device identifier in a communication signal to other devices, including devices associated with a baggage handling system, a receiving device, etc. The baggage information messages may include at least the tracking device identifier and the IATA bag tag number of the baggage item in response to a request to locate the baggage item. For example, baggage handling system devices may be able to transmit inquiries about missing baggage items using the IATA bag tag number and the tracking device. When a baggage handling system device detects the tracking device, such device may communicate a baggage return information message that identifies one or more of a machine ID and/or location data, airport information, date, and time.

In an example, the tracking device identifier may be part of the registration and assignment process and may be added to the baggage item irregular baggage item record. The tracking device may be programmed with a travel application number or configured to receive a travel application number. For example, in one or more embodiments, the travel application number may include a PNR number. For example, in one or more embodiments, the travel application number may include an IATA license plate number. However, during operation, the travel application number (information) may be received by the tracking device after assignment or setup, as described later with respect to FIGS. 42A-42E and FIGS. 43A-43D.

Block 4504 may include, at block 4506, determining by the processor whether the tracking device (40) is assigned to a remote location. For example, the tracking device may be assigned by a baggage handling service that picks up baggage items from the passenger or traveler's home or other designated address and transports the baggage items to an airport or other travel transportation. If the determination at block 4506 is "NO," the route from block 4506 may end at block 4507. If the determination at block 4506 is "YES," the method (4500) may include, at block 4512, obtaining, by the processor, BSM information from an airline. The BSM information may be from the BSM of the departing airline carrier. However, airline BSM information is also available if the passenger checks in with the airline carrier using a personal computing device or mobile communication device. In an example, the tracking device may be programmed with certain information from a remote location. Such itinerary information may include a PNR number, reservation number, or other itinerary confirmation number from the travel transportation schedule.

The method (4500) may include, at block 4508, the processor determining whether the tracking device (40) is assigned from a destination airport/location. If the determination at block 4508 is "NO," the method from block 4508 may end at block 4507. If the determination at block 4508 is "YES," the method (4500) may include, for example, at block 4514, obtaining, by the processor, BSM information from a termination BSM. The BSM may be an airline termination BSM. The tracking device may also be programmed with information as described with respect to block 4512. In embodiments, the tracking device may be provided as a service to passengers as a reward for frequently purchasing cruises or staying at a particular hotel (i.e., travel transportation).

Block 4504 may include, at block 4510, a processor of the system (100) determining whether the tracking device (40) is assigned from the originating airport. If the determination at block 4510 is "NO," the method from block 4510 may end at block 4511. If the determination at block 4510 is "YES," the method (4500) may include, for example, at block 4516, obtaining, by the processor, A-BSM information from the departing airline BSM. In an example, an airline operator may provide a tracking device to a passenger as a service for a travel itinerary. The travel itinerary may be one-way or round-trip. The tracking device may be assigned to a counter by a carrier agent. In another embodiment, the tracking device may be provided to a passenger at other times as a service, such as as a reward for frequent flying. In another embodiment, the tracking device may be provided to a passenger as a service for a first-class passenger who always flies.

Block 4504 may include, during the assignment process, loading the BSM information or information obtained in one of blocks (4512, 4514, or 4516) into the tracking device at block 4518. In an example, the method (4500) may include, at block 4522, loading the tracking device information into a B-Type message, by the processor. The B-Type message may be a BPM, BCM, BTM, or another IATA B-Type compatible message. The B-Type message may be generated by the system (100) or another designated vendor or computer system associated with the airline operator or airport.

B-Type messages carrying information associated with tracking devices can be used by baggage handling systems to identify signals from tracking devices within the tracking device and baggage handling system. B-Type messages carrying information associated with tracking devices can be used in security screening areas to identify authorized tracking devices within that area.

In an example, the method (4500) may include, at block 4524, initiating tracking of a baggage item with a tracking device by a processor of the system (100) or another computer system designated for tracking. For example, an airline operator may have a designated computer system for tracking a baggage item with a tracking device.

In an example, the method (4500) may include, at block 4526, locating an available wireless communication platform for the tracking device to establish a communication connection. The tracking device may include a GPS-GSM communication device configured to receive Global Navigational Satellite System (GNSS) signals. The tracking device may be configured to communicate with a Wi-Fi wireless communication platform, a BLUETOOTH wireless communication platform, a long-term evolution (LTE) wireless communication platform, a cellular wireless communication platform, a GSM-5G wireless communication platform, a long-range communication platform, a short-range communication platform, a radio frequency identification (RF) communication platform, and a near-field communication platform. In one or more embodiments, the tracking device may establish a wireless RF communication connection using an ad-hoc protocol or connect to an Internet of Things (IoT) device. The tracking device may be configured to communicate using one of the wireless communication platforms to transmit location information to a network interface of a computing system.

In an example, the method (4500) may include, at block 4528, obtaining location information by a tracking device, and at block 4530, transmitting, by the tracking device, the location information via an available wireless communication access platform.

FIG. 46 illustrates a baggage item (4600) having a pattern embedded in a body (4602) of the baggage item according to an embodiment. The baggage item (4600) has a body (4602), a handle (4612), and wheels (4614). The features of the baggage item (4600) may vary based on the body (4602), the handle (4612), and the wheels (4612). In some examples, the baggage item (4600) may not have wheels. In other examples, the baggage item may have a different handle type or arrangement.

The body (4602) can be modified to provide billions of different variations. For example, the body can be formed of a material having a pattern represented by diagonal lines (4608), hereinafter referred to as "the pattern (4608)." These lines are for illustrative purposes only and should not be construed as limiting. The pattern (4608) can include numerous variations. An exemplary variation includes embedded objects (4606). The pattern (4608) can remain the same, but the objects (4606) can be modified. The pattern (4608) can have an embedded code. In the example, a seven-digit code is shown. The seven digits can be alphanumeric characters. The code can be from 3 to 20 alphanumeric characters. The exemplary baggage items and pattern variations can be used to identify a passenger's baggage items. This can also assist in locating lost or mishandled baggage items.

The tracking device may also be configured to store images of the baggage item. When a baggage item is missing, a B-Type message or a baggage information message may be transmitted to other machines to locate the baggage item using feature recognition of the pattern of the baggage item. Image capture devices (4650) may capture real-time image data of the baggage item, which may be compared to baseline image data of the baggage item using feature recognition. The baseline image data of the baggage item may be stored in the tracking device or in a separate secure database. The image data may be transmitted in the baggage information message or may be accessible using a baggage item image data identifier stored in the tracking device. As used herein, an image capture device may be, for example, a video device, a still image camera, or a device with both video and still image capabilities.

Figure 47 illustrates a flowchart of a method (4700) for generating a baggage information message according to an embodiment. In one or more embodiments, the baggage information message may be generated by the system (100) or at least one travel mode. The baggage information message may be communicated using IoT devices across platforms of multiple transport modes.

In an example, the method (4700) may include, at block 4702, obtaining, by at least one of the at least one processor, an International Air Transport Association (IATA) license plate number of a checked baggage item on a carrier from one of the fields in a first baggage information message, wherein a computer system associated with the airline operator is the originator or list of the IATA license plates. In an example, the method (4700) may include, at block 4708, generating, by at least one of the at least one processor, a second baggage information message comprising at least one of the IATA license plate number and a primary identifier (ID) from a baggage handling system that links to information associated with a security screening image or contents list of the checked baggage item.

In one or more embodiments, the second baggage information message of method (4700) may include one of an IATA baggage processing message (BPM) or an IATA baggage transfer message (BTM). The terms "first," "second," "third," and "fourth" are for differentiation purposes only and do not distinguish the order or number of messages. In an example, the information associated with the contents list may include one of a contents list associated with a security screening image or a contents list identifier for the location of the contents list in a security database.

In an example, the method (4700) may include, at block 4704, obtaining, by at least one of the at least one processor, a security screening photograph requirement when generating a second baggage information message by at least one of the at least one processor. The second baggage information message may include the security screening photograph requirement.

In an example, the first baggage information message may be a termination or transition BSM (baggage source message). The method may include, at block 4706, causing the communication device to receive the termination or transition BSM by at least one of the at least one processor. In another example, the method (4700) may include causing the communication device to communicate the termination or transition BSM by at least one of the at least one processor.

In an example, the method (4700) may include, at block 4710, generating, by at least one of the at least one processor, a third baggage information message that includes information associated with an IATA license plate number and a baseline baggage image. In an example, the information associated with the baseline baggage image includes one of baseline image data of a baggage item or a baggage image identifier for a location of baseline image data in a secure database.

In an example, the method (4700) may include, at block 4712, capturing real-time image data of a baggage item at a location by an image capture device; in an example, the method (4700) may include, at least one of the at least one processors, performing feature recognition of the baggage item using the captured real-time baggage image data relative to baseline image data to recognize the baggage item at the location; and, at block 4714, locating the baggage item by at least one of the at least one processors.

In the example, the method (4700) may include, at block 4716, generating, by at least one of the at least one processor, a fourth baggage information message including information associated with an IATA license plate number and a location of a baggage item based on the captured real-time baggage image data. In consideration of the foregoing, a baggage source message may be generated having any of the information stored in a tracking device, including the IATA license plate number and the tracking device identifier.

Considering the foregoing, a baggage source message may be generated with an IATA license plate number, any of the information stored in the tracking device, and a PNR number. Considering the foregoing, a baggage source message may be generated with any combination of an IATA license plate number and information stored in the tracking device.

At least one processor may be part of the system (100). At least one processor may be part of a non-flight airline operator. At least one processor may be part of an airline operator.

The "step-by-step process" for performing the functions claimed herein is a specific algorithm, which may be depicted as a mathematical formula, as prose in the text of this specification, and/or as a flowchart. The instructions of the software program create a special-purpose machine for performing the specific algorithm. Thus, in any means-plus-function claim herein where the disclosed structure is a computer or microprocessor programmed to perform an algorithm, the disclosed structure is not a general-purpose computer, but rather a special-purpose computer programmed to perform the disclosed algorithm.

A general-purpose computer or microprocessor can be programmed to perform algorithms/steps for creating a new machine. A general-purpose computer becomes a special-purpose computer when programmed to perform specific functions according to instructions from the program software of the embodiments described herein. The instructions of the software program for performing the algorithms/steps electrically modify the general-purpose computer by creating electrical paths within the device. These electrical paths create a special-purpose machine for performing the specific algorithms/steps.

Unless otherwise defined, all terms (including technical and scientific terms) used herein have the same meaning as commonly understood by one of ordinary skill in the art to which the embodiments pertain. It will be further understood that terms defined in commonly used dictionaries should be interpreted as having a meaning consistent with their meaning in the relevant art context, and will not be interpreted in an idealized or overly formal sense unless explicitly defined as such herein.

In particular, unless specifically stated otherwise as is clear from this discussion, it is to be understood that throughout the description, discussions utilizing terms such as "processing" or "computing" or "calculating" or "determining" or "displaying" or the like refer to actions and processes of a computer system or similar electronic computing device that manipulate and transform data represented as physical (electronic) quantities within the computer system's registers and memories into other data similarly represented as physical quantities within the computer system's memories or registers or other such data storage, transmission or display devices.

"Communication media" typically includes computer-readable instructions, data structures, program modules, or other data in a modulated data signal, such as a carrier wave or other transport mechanism. Communication media may also include any information delivery media. The term "modulated data signal" means a signal in which one or more of its characteristics are set or changed in such a way as to encode information in the signal. By way of example, and not limitation, communication media includes wired media, such as a wired network or direct-wired connection, and wireless media, such as acoustic, infrared, and other wireless media. Combinations of any of the above are also included within the scope of computer-readable media.

Alternatively, or additionally, any of the functions and programming modules described herein may be performed, at least in part, by one or more hardware logic components. For example, and without limitation, exemplary types of hardware logic components that may be used include Field-Programmable Gate Arrays (FPGAs), Application-Specific Integrated Circuits (ASICs), Application-Specific Standard Products, System-on-Chip Systems, Complex Programmable Logic Devices, and the like.

As used herein, terms such as "unit," "module," "member," "block," and "component" generally represent software, firmware, hardware, or combinations thereof. For a software implementation, a module or component represents program code that performs specified tasks when executed on a processor. The program code may be stored in one or more computer-readable memory devices, otherwise known as non-transitory devices. The features of the embodiments described herein are platform-independent, meaning that the techniques can be implemented on a variety of commercial computing platforms having various processors (e.g., set-top boxes, desktops, laptops, notebooks, tablet computers, personal digital assistants (PDAs), mobile phones, smart phones, gaming consoles, wearable devices, Internet-of-Things (IoT) devices, etc.). According to embodiments, a plurality of “units,” “modules,” “members,” “blocks,” and “components” may be implemented as a single component, or a single “unit,” “module,” “member,” “block,” and “component” may include a plurality of components.

When an element is referred to as being "connected" to another element, it will be understood that it can be directly or indirectly connected to or from the other element, and an indirect connection includes a "connection via a wireless communication network."

Throughout the description, when a member is "on" another member, this includes not only when the member is in contact with the other member, but also when there is another member between the two members.

The terminology used herein is for the purpose of describing particular embodiments only and is not intended to be limiting. As used herein, the singular forms "a," "an," and "the" are intended to include the plural forms as well unless the context clearly dictates otherwise. Furthermore, to the extent that the terms "including," "includes," "having," "has," "with," or variations thereof are used in the detailed description and/or claims, such terms are intended to be inclusive in a manner similar to the term "comprising." Furthermore, unless specifically stated otherwise, any use of the terms "first," "second," etc., does not imply any order or priority; rather, the terms "first," "second," etc., are used to distinguish one element from another. Similarly, identification codes or reference numbers are used for convenience of description and are not intended to illustrate the order of individual steps or blocks. Each step or block may be implemented in a different order than illustrated, unless context clearly indicates otherwise.

While various disclosed embodiments have been described above, they are presented by way of example only and should not be construed as limiting. Numerous modifications, omissions, and/or additions to the subject matter disclosed herein may be made in accordance with the embodiments disclosed herein without departing from the spirit or scope of the embodiments. Furthermore, equivalents may be substituted for elements thereof without departing from the spirit and scope of the embodiments. Furthermore, although a particular feature may be disclosed for only one of several implementations, such feature may be combined with one or more other features of other implementations, as desired and beneficial for any given or specific application. Furthermore, many modifications may be made to adapt a particular situation or material to the teachings of the embodiments without departing from the scope thereof.

Additionally, the purpose of the aforementioned Abstract is to enable the U.S. Patent and Trademark Office, the public generally, and scientists, engineers, and practitioners in relevant technical fields, particularly those unfamiliar with patent or legal terms or phrases, to quickly determine the nature and substance of the present technical disclosure from a cursory examination. The Abstract is in no way intended to limit the scope of the present disclosure.

Accordingly, the breadth and scope of the subject matter provided herein should not be limited by any of the embodiments explicitly described above. Rather, the scope of the embodiments should be defined by the following claims and their equivalents.

Computer and Software Technology

One or more embodiments of the present disclosure may be implemented on various platforms. The following provides a preliminary overview of information technologies that may be utilized to enable the present disclosure.

Embodiments of the present disclosure may be implemented in hardware, firmware, software, or any combination thereof. Embodiments of the present disclosure may also be implemented as instructions stored on a machine-readable medium that can be read and executed by one or more processors. A machine-readable medium may include any mechanism for storing or transmitting information in a form readable by a machine (e.g., a computing device). For example, a machine-readable medium may include read only memory (ROM); random access memory (RAM); magnetic disk storage media; optical storage media; flash memory devices; electrical, optical, acoustical, or other forms of propagated signals (e.g., carrier waves, infrared signals, digital signals, etc.), etc.

Additionally, firmware, software, routines, and instructions may be described herein as performing specific actions. However, it should be understood that these descriptions are for convenience only, and that these actions are actually caused by computing devices, processors, controllers, or other devices executing the firmware, software, routines, instructions, etc.

A machine-readable medium may include, but is not limited to, an electronic, magnetic, optical, electromagnetic, infrared, or semiconductor system, apparatus, or device, or any suitable combination of the foregoing. More specific examples (a non-exclusive list) of a computer-readable storage medium would include the following: an electrical connection having one or more wires, a portable computer diskette, a hard disk, a random access memory (RAM), a read-only memory (ROM), an erasable programmable read-only memory (EPROM) or Flash memory, an optical fiber, a portable compact disc read-only memory (CD-ROM), an optical storage device, a magnetic storage device, or any suitable combination of the foregoing. In the context of this document, a computer-readable storage medium may be any non-transitory, tangible medium that can contain or store a program for use by or in connection with an instruction execution system, apparatus, or device. Storage and services may be on-premises or remote, such as in the "cloud" through vendors operating under the brands MICROSOFT AZURE, AMAZON WEB SERVICES, RACKSPACE, and KAMATERA.

A machine-readable signal medium may include a propagated data signal having machine-readable program code embodied therein, for example, in baseband or as part of a carrier wave. Such a propagated signal may take any of a variety of forms, including but not limited to, electromagnetic, optical, or any suitable combination thereof. A machine-readable signal medium may be any machine-readable medium that is not a machine-readable storage medium, but that can communicate, propagate, or transport a program for use by or in connection with an instruction execution system, apparatus, or device.

Program code embodied on a machine-readable medium may be transmitted using any suitable medium, including but not limited to wirelessly, wiredly, fiber optic cable, radio frequency, etc., or any suitable combination of the foregoing. Machine-readable program code for performing operations for aspects of the present disclosure may be written in any combination of one or more programming languages, including object-oriented programming languages such as Java, C#, C++, Visual Basic, etc., and conventional procedural programming languages such as the "C" programming language or similar programming languages. Additional languages may include scripting languages such as PYTHON, LUA, and PERL.

Aspects of the present disclosure are described throughout with reference to flowcharts and/or block diagrams of methods, devices (systems), and computer program products according to one or more embodiments of the present disclosure. It will be understood that each block of the flowcharts and/or block diagrams, and combinations of blocks of the flowcharts and/or block diagrams, can be implemented by machine-readable program instructions.

It will be further understood that, when used herein, the terms "comprises" and/or "comprising", or "includes" and/or "including", specify the presence of stated features, regions, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, regions, integers, steps, operations, elements, components, and/or groups thereof.

As used herein, unless the context clearly dictates otherwise, the singular forms "a," "an," and "the" are intended to include the plural forms as well. As used herein, the term "and/or" includes any or all combinations of one or more of the associated listed items, and may be abbreviated as "/."

Although the terms first, second, third, etc. may be used herein to describe various elements, components, regions, layers, and/or sections, it will be understood that these elements, components, regions, layers, and/or sections are not intended to be limited by these terms. Unless the context indicates otherwise, these terms are used solely, for example, as a naming convention, to distinguish one element, component, region, layer, or section from another. Thus, a first element, component, region, layer, or section discussed below in one section of this specification could be referred to as a second element, component, region, layer, or section in another section of this specification or in the claims without departing from the teachings of this disclosure. Furthermore, in certain instances, even if a term is not described in the specification using the terms "first," "second," etc., it may still be referred to as "first" or "second" in the claims to distinguish different claimed elements from each other.

It should be understood that the various aspects disclosed herein may be combined in combinations different from those specifically presented in the description and accompanying drawings. Furthermore, it should be understood that, depending on the example, certain acts or events of any of the processes or methods described herein may be performed in a different sequence, added, combined, or omitted entirely (e.g., not all described acts or events may be required to perform the techniques). Furthermore, while certain aspects of the present disclosure are described for clarity as being performed by a single module or unit, it should be understood that the techniques of the present disclosure may be performed by a combination of units or modules associated with, for example, a medical device.

Although the drawings described herein may be referenced using language such as "one embodiment" or "certain embodiments," these drawings and their corresponding descriptions are not intended to be mutually exclusive from other drawings or descriptions unless the context so indicates. Thus, certain aspects from certain drawings may be identical to certain features in other drawings, and/or certain drawings may be different representations or different parts of certain exemplary embodiments.

Glossary of Claim Terms

Airport computing infrastructure (ACI) refers to a distributed network of computing systems with controlled access to systems such as baggage handling systems, which track and process baggage items, passenger tracking systems, and flight reservation systems. Airport computing infrastructure is shared by airlines, for example, to route aircraft to gates for passenger departure and to deliver baggage items to carousels. In some cases, airline computing infrastructure and airport infrastructure may be used interchangeably.

Airline computing infrastructure refers to a distributed network of computing systems with controlled access for booking reservations and checking in passengers and their baggage. The airline computing infrastructure interfaces with the baggage handling system, which tracks baggage items, and the passenger tracking system. The airline computing infrastructure includes the Departure Control System (DCS) and the travel reservation system.

BTI stands for "bag tag identifier." A bag tag identifier, also known as a baggage tag or baggage label, is a small tag or label attached to a passenger's baggage that contains identifying information about the passenger and their flight. It is used by airlines to track and handle a passenger's checked baggage. The tag typically includes the passenger's name, flight information (flight number, origin and destination airports, and travel date), and a unique identifier, such as a bag tag number or barcode. The bag tag identifier number is unique to each piece of baggage and is used by airlines to track baggage through the baggage handling system, match baggage to a passenger's flight and shipment, and identify the owner of the baggage in the event of misplaced, lost, or delayed baggage. Bag tag identifiers are typically issued at check-in, and passengers can attach them to their baggage before dropping it off at the baggage drop-off counter.

A database is an organized collection of data that is stored, updated, and accessed electronically. Databases are typically designed to hold data, support efficient querying and manipulation, and manage how the data is stored and retrieved.

A first-mode travel carrier (FMTC) means an initial operator that affixes machine-scannable markings of the type used to retrieve passenger PNRs and then construct passenger lists for one or more return journeys without the need for manual re-entry of data in accordance with this disclosure to passenger baggage.

IATA (International Air Transport Association) refers to the global trade association of airlines (both cargo and passenger operators) that regulates the aviation industry by promulgating standards, procedures, and practices.

A license plate is a 10-digit numeric code on a baggage tag issued by a carrier to an agent during check-in for a travel itinerary. In this context, the term "license plate" is the official term used by IATA. The license plate is encoded with a machine-scannable barcode, but is also presented in human-readable form with a two-character or three-digit IATA carrier code. For example, it could be "CZ728359" or "784728359," where "CZ" is the two-character IATA code for China Southern Airlines and "784" is the three-digit IATA carrier code. For American Airlines®, the IATA designator would be "AA" and the IATA code "001."

A lodging entity is a business or operation that provides residential hospitality services, such as a hotel, resort, or cruise ship, as non-limiting examples. A lodging entity may also be a travel mode or a means of transportation.

Multi-Mode Travel functionally involves using B-Type messages and IATA messages, extending their use to accommodation providers and other travel modes. The IATA number plate, PNR number, and paper fragments become bag tags for the entire itinerary and any travel mode.

OP-BTI (Originating Hardcopy Bag Tag Identifier) refers to a unique identifier associated with or printed on the baggage tag from the departing airline travel operator. Typically, all pieces of baggage on airline travel are tagged with a unique identifier for tracking purposes. This identifier is typically affixed to the baggage at check-in to ensure it reaches the correct destination and is scanned at various points throughout the journey.

Passenger/Airline Information on a departure hardcopy bag tag refers to information that links a passenger and an airline to specific IATA-compliant passenger information. This information may include the PNR number for the passenger's itinerary, the IATA number plate printed on the departure hardcopy bag tag associated with a flight on the passenger's itinerary, and/or the departure airline of the passenger's flight or the departure airline associated with the itinerary. This information may include the passenger's name and airline code or airline name. This information, when combined, may include any information that can be used to access the passenger's PNR data stored in a computer-readable memory device connected to a computing device associated with the airline carrier. The term "passenger/airline information" is sometimes referred to as "printed passenger information associated with an airline travel carrier" on the departure hardcopy bag tag.

A Luggage Item Brain (LIB) refers to data and programming instructions stored in a central or distributed location that generate instructions for delivering, picking up, and handling baggage items in parallel with the travel itinerary or schedule of the owner. The LIB may include information for checking in a baggage item for its return journey or for the return leg of the journey. The LIB may include reservation information for travel on multiple travel modes. The LIB may include up-to-date information on the clearance status of the baggage item through a government customs station or ISSS. The LIB may include up-to-date information on available reservation status. The LIB may include a primary key or linking key compatible with a PNR number that tracks the baggage item using an IATA unique identifier and/or a printed bag tag or bingo marker issued by the airline carrier. The LIB may include fields of a general or extended BSM as described herein and may be communicated using Internet protocols over the Internet or web-based networks. The LIB may include application programming interfaces (APIs) that interface with machines to receive information about the contents of the LIB and to display or communicate information to humans through the machines.

A Luggage Manifest is a digital record containing an array of data for pickup of baggage items beyond a destination point, such as a terminal airport, and delivery to a lodging provider or other travel agent, and return flight check-in based on digitized IATA license plates, passenger name record (PNR) numbers, and/or text, all of which may be from an outbound hardcopy bag tag of the first outbound travel segment. A baggage manifest may include a home address, a government security screening location, a temporary holding location, passenger delivery instructions, a cabin room, a lodging provider address, any intermediate travel agent location, a destination point, a rental car location, a first-mode travel agent location, a designated return flight transport location, and/or a designated return travel agent location. Because a baggage item has an independent travel experience, its location at a destination point, such as a DP (107), may be different from that of a passenger in the same DP (107). For example, once a baggage item is screened for the next travel mode, the baggage item can be passed on to a trusted baggage handler.

Mode of Transportation: Transportation by aircraft, automobiles, locomotives, and marine vessels. Marine vessels may include ships or cruise ships. In one or more embodiments, the mode of transportation may be rental transportation, including, for example, rental automobiles and recreational vehicles.

A Passenger Manifest is a record containing an array of data containing check-in information for a passenger's return journey segment with a designated return travel operator. The passenger manifest may be a flight list. The passenger manifest may be a list of expected passengers for arrival or stay in a travel mode.

PNR stands for "Passenger Name Record," a term used in the travel industry. It can be a record in an airline or travel agency's database that contains all details of a passenger's itinerary and itinerary information. This information includes the passenger's name, contact information, flight details, seat preferences, and any special requests. A PNR may also contain reservation information, such as reservation dates, fares, and ticketing status. It is used by airlines and travel agencies to manage and track passenger itineraries and travel plans. The PNR number can be unique to each passenger or group of passengers and serves as a reference for passengers, airlines, and travel agencies. A PNR is also used to check in, check flight status, and make any changes to a reservation. The PNR number itself is typically six characters long, often a combination of letters and numbers. While regulatory bodies such as IATA (see above) do not mandate a universal format for PNRs, each PNR has five (5) required fields: (1) a telephone number for the traveler or agent; (2) the last person to make changes to the PNR; (3) an itinerary that must include at least one segment of the itinerary; (4) the name of the passenger or passengers, including their full first and last names; and (5) specifying how and when the ticket will be issued. PNR numbers for airlines are currently six characters long, but PNR numbers can increase in number and are not limited to the number of characters, and must be limited to current and future airline industry guidelines. In other industries or travel operators, PNR numbers use different number sequences. Some systems may use a Super PNR number that combines the PNR numbers of multiple travel operators and accommodation providers, including rental car companies, hotels, etc.

A printed instrument is a physical substrate imprinted with specific passenger and airline information that complies with IATA guidelines. Such devices can take a variety of forms, ranging from self-printed baggage tags generated by a home printing device to conventional airline baggage tag markers conforming to standardized designs, such as those depicted in schematics such as Figure 2b. Beyond baggage identification, printed instruments can also include a variety of alternative documents containing relevant passenger and airline data. The functionality of such devices lies in their ability to act as a direct or indirect conduit for extracting passenger name record (PNR) numbers. In certain embodiments, such extraction can be facilitated by image capture via a mobile communication device, whereby associated memory accessible by the device itself or an operating computer system can retrieve the PNR. It should be noted that airline operators typically dictate the text and layout properties of both the departure hardcopy baggage tag and any derivative printing devices, which may include appropriate text elements.

RFID (Radio-frequency identification) is a technology that uses electromagnetic fields to automatically identify and track tags attached to objects.

Regulations refers to the rules of government entrusted by law to regulate modes of travel or transport, which provide for the selection of baggage items for boarding aircraft, public transportation of land-travel modes or transport, and security of maritime vessels.

A return travel carrier (RTC) refers to a business (e.g., an airline) concluding a stay at a lodging facility or other travel mode. In this disclosure, the RTC is derived from a process that uses license plates printed by the FMTC to access a passenger's PNR to build a passenger list for the return journey. Among other benefits, this reduces or eliminates data entry for the lodging facility checking in passengers for the RTC.

Travel Data refers to data that can be extracted from an airline's B-Type message, a passenger's itinerary, and/or data from a PNR database.

Type B (or B-Type) messages refer to a specific format of communication used by airlines and other entities in the air travel industry to transmit and receive critical operational data. These messages are standardized and used for a wide range of applications, including flight planning, passenger reservations and check-in, baggage tracking, weather updates, and other critical air transport operations. The Type B messaging standard is governed by the International Air Transport Association (IATA). Compared to more modern data types and formats, such as extensible markup language (XML) and JavaScript Object Notation (JSON), which carry message payloads, Type B messages utilize a strict structure. Type B messages operate on a "store-and-forward" mechanism, whereby the message sender transmits data through the service provider, which then stores it for a contracted period, often seven days. The data is delivered directly to the selected recipient, or, if they reside on different networks, through a gateway provider. If delivery fails, contractual agreements allow data to be retransmitted, a contingency reflected in the Possible Duplicate Message (PDM) header.

Rules refer to guidelines required by the company or business owning the travel vehicle, which may include additional rules regarding what items may be brought into or on board the travel vehicle as checked baggage. These rules may be self-regulating.

Rules and Regulations refers to the combined rules and regulations of both government agencies and the companies or businesses that own the travel vehicle regarding the types of objects and materials that can be brought into or carried on board the travel vehicle as baggage items.

A Super PNR (Passenger Name Record) acts as an aggregated meta-record that encapsulates multiple individual PNRs, thereby providing a unified identifier for complex travel itineraries. Characterized by its capacity for data aggregation, a Super PNR can integrate flight information from multiple carriers—potentially cross-referencing partner airlines in code-sharing or federated configurations—as well as multimodal transportation options such as rail or bus services. This converged data structure facilitates streamlined itinerary management by providing a single reference point, thereby ensuring data integrity through synchronized updates across all configuration records. Additionally, a Super PNR can encapsulate rich data elements, including, but not limited to, integrated baggage information and special service requests, thereby enhancing both the customer experience and operational efficiency for service providers.

A Trusted Custody Handler is someone who is authorized to securely transfer baggage, luggage, and packages from aircraft cargo holds or other travel vehicles without exposing the baggage to additional physical security screening by control agencies such as CBP and the Coast Guard, or by private companies entering the next travel vehicle or country of travel.

Vehicle of Travel: A vehicle of travel includes a travel medium. A vehicle of travel may include public transportation vehicles, locomotives, and marine vessels. Marine vessels may include ships or cruise ships. A vehicle of travel may include a fixed structure, such as a lodging establishment or resort. Trains, such as ships, cruise ships, and lodging establishments, may have overnight accommodations as part of passenger reservations. Some modes of transportation, such as recreational transportation, may include overnight accommodations.

The advantages presented above, and those apparent from the foregoing description, are effectively achieved. Since certain modifications may be made to the above configuration without departing from the scope of the present disclosure, it is intended that all subject matter contained in the foregoing description or illustrated in the accompanying drawings be construed as illustrative rather than limiting.

Claims (60)

As a method,
Matching, by at least one processor, first travel information including a passenger name and an International Air Transport Association (IATA) license plate number for a baggage item of the passenger in the flight manifest with second travel information from a generated B-Type message including a reference indicator representing a non-routine shipped baggage item;
generating, by at least one of said at least one processor, an irregular baggage item list record for said non-routine shipped baggage item associated with said flight list;
A step of retrieving third travel information of said non-routine dispatched baggage item generated by the baggage handling system before or after said generated B-Type message by at least one of said at least one processor; and
A method comprising locating said non-routine dispatched baggage item by at least one of said at least one processor. In the first paragraph, additionally,
A method comprising the step of generating, by at least one of said at least one processor, transmission instructions to resend said located baggage items based on passenger reservation information in the list for the next travel mode to meet said passenger. In the first paragraph, the B-Type message,
BNS(baggage not seen message);
BPM(baggage processing message);
baggage transfer message (BTM); and
How to express one of the baggage source messages (BSM) from the airline. In the third paragraph, additionally,
Training a model with said reference indicators of said non-routine dispatched baggage items associated with one or more B-Type messages by at least one of said at least one processor;
A step of inputting data representing generating information about a routine dispatch into said model by at least one of said at least one processor;
inputting data from one or more of the current B-Type messages relating to the carriage of the baggage item having the IATA license plate number into the model by at least one of the at least one processors; and
By at least one of said at least one processor, said handling of said baggage items comprises the step of training said model with each baggage handling system,
The above model is a method of using machine learning algorithms to detect that the above baggage item is a non-routine shipped baggage item where the difference between the current shipment and the above routine shipment is greater than a threshold. In the third paragraph, additionally, before the matching step,
A method comprising receiving a departure BSM to determine a routine dispatch for said baggage item based on departure reference indicators, by at least one of said at least one processor. In the fifth paragraph, additionally,
A method comprising determining, by at least one of said at least one processor, that said reference indicator represents a deviation in time or distance between a routine dispatch of said baggage item and a current dispatch of said baggage item greater than a threshold value. In the first paragraph, additionally,
determining, by at least one of said at least one processor, that said reference indicator represents that said baggage item is not visible;
Notifying the passenger of the invisible baggage item by at least one of the at least one processor; and
A method comprising the step of submitting a claim to a carrier of said invisible baggage item by at least one of said at least one processor. In the first paragraph, additionally,
receiving, by at least one of said at least one processor, said flight list for the current date of travel having first travel information of such registered passengers traveling on the current date; and
A method comprising receiving, by at least one of said at least one processor, a termination BSM (baggage source message) or a transition BSM having said second travel information. In the first paragraph, additionally,
determining, by at least one of said at least one processor, that said reference indicator represents a non-routine shipment of said baggage item;
accessing location data generated by a tracking device on said baggage item to track a current location of said baggage item, by at least one of said at least one processor; and
A method comprising generating, by at least one of said at least one processor, transmission instructions to resend recovered baggage items, including using the current location of said baggage items from said tracking device. In claim 9, the tracking device is configured to communicate using one of a WIFI communication protocol, a BLUETOOTH communication protocol, a cellular communication protocol, a long-range radio frequency communication protocol, a short-range communication protocol, a near-field communication protocol, and a Global System for Mobile Communications; and
The above method further comprises:
A method comprising the step of communicating current location information to a computing system for tracking the tracking device by the tracking device. As a computing system for baggage recovery,
at least one processor; and
At least one non-transitory, tangible memory communicatively connected to said at least one processor, said at least one memory storing at least one instruction;
wherein said at least one processor is configured to execute said at least one instruction,
Matching first trip information including passenger name and International Air Transport Association (IATA) plate number for the passenger's baggage item from the flight manifest with second trip information from the generated B-Type message including a reference indicator representing the non-routine shipped baggage item;
Create an irregular baggage item list record for the non-routine shipped baggage items associated with the above flight list;
Retrieving third-party travel information of said non-routine dispatched baggage item generated by the baggage handling system before or after said generated B-Type message; and
A system for locating the above non-routine shipped baggage items. In the 11th paragraph, the at least one processor is further configured to execute the at least one instruction,
A system for generating delivery instructions to resend the located baggage items based on passenger reservation information from the list for the next travel mode to meet the passenger. In the 11th paragraph, the B-Type message,
BNS(baggage not seen message);
BPM(baggage processing message);
baggage transfer message (BTM); and
A system that represents one of the baggage source messages (BSM) from the airline. In the 13th paragraph, the at least one processor is further configured to execute the at least one instruction,
Train a model with the above reference indicators of said non-routine dispatched baggage items associated with one or more B-Type messages;
Input data representing the generation of information about routine shipments into the above model;
Inputting data from one or more of the current B-Type messages relating to the carriage of said baggage item having said IATA number plate number into said model; and
The above baggage items are handled by training the model with each baggage handling system,
The above model is a system that uses machine learning algorithms to detect that the above baggage item is a non-routine shipped baggage item where the difference between the current shipment and the above routine shipment is greater than a threshold. In the 14th paragraph, the at least one processor is further configured to execute the at least one instruction, prior to matching,
A system for receiving a departure BSM to determine routine dispatch for said baggage items based on departure reference indicators. In the 14th paragraph, the at least one processor is further configured to execute the at least one instruction,
A system that determines that the reference indicator indicates that a deviation in time or distance between a routine dispatch of the baggage item and a current dispatch of the baggage item is greater than a threshold value. In the 11th paragraph, the at least one processor is further configured to execute the at least one instruction,
Determine that the above reference indicator indicates that the above baggage item is not visible;
Notify the passenger of the above-mentioned unseen baggage items; and
A system for submitting claims to the carrier for the above-mentioned invisible baggage items. In the 11th paragraph, the at least one processor is further configured to execute the at least one instruction,
Receive the list of flights for the current date of travel having the first travel information of such registered passengers traveling on the current date; and
A system receiving a termination BSM (baggage source message) or a transition BSM having the above second travel information. In the 11th paragraph, the at least one processor is further configured to execute the at least one instruction,
Determines that the above reference indicator represents a non-routine shipment of the above baggage item; and
Accessing location data generated by a tracking device on said baggage item to track the current location of said baggage item;
A system for generating delivery instructions to resend recovered baggage items, including using the current location of said baggage items from said tracking device. A system according to claim 19, further comprising a tracking device for communicating the current location, wherein the tracking device is configured to communicate using one of a WIFI communication protocol, a BLUETOOTH communication protocol, a cellular communication protocol, a long-range radio frequency communication protocol, a short-range communication protocol, a near-field communication protocol, and a Global System for Mobile Communications. As a method,
A step of generating a baggage information message comprising, by at least one of the at least one processors, IATA bag tag data including an International Air Transport Association (IATA) license plate number and a pseudo ID uniquely identifying a checked baggage item, said pseudo ID identifying said checked baggage item of a passenger to be screened by a security screening machine and linked to a security screening image of said checked baggage item generated by said security screening machine;
A step of matching the IATA license plate number in the baggage information message with an IATA license plate number in the list to extract the pseudo ID from the baggage information message corresponding to the checked baggage item, by at least one of the at least one processors;
A step of retrieving the security screening image stored in the storage cloud system by the security screening camera machine using at least one of the extracted doctor ID or the IATA license plate number by at least one of the at least one processor; and
A method comprising providing information associated with the security screening image to one of the security screening workstations by at least one of the at least one processor. In addition, in Article 21,
A step of retrieving a passenger name record (PNR) number from the baggage information message or the tracking device of the baggage item by at least one of the at least one processor; and
A method comprising the step of extracting personally identifiable information of the passenger from a PNR database associated with a computing device of an airline operator using the retrieved PNR number by at least one of the at least one processor. In claim 22, the personally identifiable information comprises one of the passenger's birthday, social security number, driver's license number, passport identifier, or government-issued identification number. In addition, in paragraph 23,
generating a marker comprising the IATA license plate number, the passenger's name, and the personally identifiable information of the passenger by at least one of the at least one processors; and
A method comprising the step of causing a printing device to print the marker including the IATA license plate number, the name, and the personally identifiable information, by at least one of the at least one processors. A method according to claim 24, wherein the personally identifiable information includes the passenger's birthday printed on the marker using steganography. A method according to claim 24, wherein the personally identifiable information includes the passenger's birthday printed on the marker using an encrypted quick-response (QR) code. A method according to claim 24, wherein the personally identifiable information includes the passenger's birthday printed on the marker using ink invisible to the naked eye. In addition, in Article 21,
A method comprising receiving personally identifiable information from said passenger using a graphical user interface that provides authorization in a data entry field to communicate personally identifiable information to a designated party by at least one of said at least one processor. In addition, in Article 21,
generating a marker comprising the IATA license plate number, the passenger's name, and personally identifiable information of the passenger by at least one of the at least one processors; and
A method comprising the step of causing a printing device to print the marker including the IATA license plate number, the name, and the personally identifiable information, by at least one of the at least one processors. In Article 21,
The above baggage information message is either a termination or a transition BSM (baggage source message); and
The above method further comprises:
A method comprising, prior to matching, sorting a plurality of BSMs based on a baggage source indicator indicating that the BSM is the terminating BSM or the transition BSM to extract the medical ID. As a system,
at least one processor; and
At least one non-transitory, tangible memory communicatively connected to said at least one processor, said at least one memory storing at least one instruction;
wherein said at least one processor is configured to execute said at least one instruction,
Generating a baggage information message including an International Air Transport Association (IATA) license plate number and IATA bag tag data including a pseudo ID that uniquely identifies the checked baggage item, said pseudo ID identifying the checked baggage item of the passenger to be screened by a security screening machine and being linked to a security screening image of said checked baggage item generated by said security screening machine;
Matching the IATA license plate number in the baggage information message with the IATA license plate number in the list to extract the medical ID from the baggage information message corresponding to the checked baggage item;
Retrieving the security screening image stored in the storage cloud system by the security screening camera machine using at least one of the extracted doctor ID or the IATA license plate number; and
A system that provides information associated with the above security screening image to one of the security screening workstations. In claim 31, the at least one processor is configured to execute the at least one instruction,
Retrieving the PNR (passenger name record) number from the baggage information message or the tracking device of the baggage item; and
A system for extracting personally identifiable information of a passenger from a PNR database associated with an airline operator's computing device using the retrieved PNR number. In paragraph 32, the personally identifiable information comprises one of the passenger's birthday, social security number, driver's license number, passport identifier, or government-issued identification number. In claim 32, the at least one processor is configured to execute the at least one instruction,
Generating a marker including the IATA license plate number, the passenger's name, and the personally identifiable information of the passenger; and
A system that causes a printing device to print the marker including the IATA license plate number, the name, and the personally identifiable information. In claim 34, the personally identifiable information comprises the passenger's birthday printed on the marker using steganography. In claim 34, the personally identifiable information includes the passenger's birthday printed on the marker using an encrypted quick-response (QR) code. A system in accordance with claim 34, wherein the personally identifiable information includes the passenger's birthday printed on the marker using ink invisible to the naked eye. In claim 31, the at least one processor is configured to execute the at least one instruction,
A system for receiving personally identifiable information from a passenger using a graphical user interface that provides authorization in a data entry field to communicate personally identifiable information to a designated party by at least one of said at least one processor. In claim 31, the at least one processor is configured to execute the at least one instruction,
Generating a marker including the IATA license plate number, the passenger's name, and personally identifiable information of the passenger; and
A system that causes a printing device to print the marker including the IATA license plate number, the name, and the personally identifiable information. In paragraph 87, the baggage information message is one of a termination or a transition BSM (baggage source message); and the at least one processor is configured to execute the at least one instruction.
A system for sorting a plurality of BSMs based on a baggage source indicator indicating that the BSM is the terminating BSM or the transition BSM, prior to matching, to extract the medical ID. As a method,
A step of obtaining, by at least one of the at least one processor, an International Air Transport Association (IATA) number plate number of a checked baggage item on a carrier from one of the fields in a first baggage information message, wherein a computer system associated with the airline operator is the originator or list of said IATA number plates; and
A method comprising generating a second baggage information message, said second baggage information message including at least one of said IATA license plate number and a primary identifier from a baggage handling system linking said checked baggage item to information associated with a security screening image or contents list. In paragraph 41, the second baggage information message is:
IATA BPM (baggage processing message); or
One of the IATA BTM (baggage transfer message) methods. In paragraph 41, information associated with the contents lists is:
A list of contents associated with the security screening image; or
A method comprising one of the contents list identifiers for the location of the list of contents in the security database. In paragraph 41, the step of generating the second baggage information message by at least one of the at least one processors further comprises:
comprising a step of obtaining a security screening shooting requirement by at least one of the at least one processor;
A method wherein the second baggage information message includes the security screening photographing requirement. In paragraph 41, the first baggage information message is a termination BSM (baggage source message); and
The above method further comprises:
A method comprising the step of causing a communication device to receive the termination BSM by at least one of at least one processor. In paragraph 41, the first baggage information message is a transfer BSM (baggage source message); and
The above method further comprises:
A method comprising the step of causing a communication device to receive said switching BSM by at least one of at least one processor. In addition, in Article 41,
A method comprising generating, by at least one of the at least one processors, a third baggage information message comprising information associated with the IATA license plate number and the baseline baggage image. In paragraph 47, information associated with the baseline baggage image is:
Baseline image data of the above baggage item; or
A method comprising: including one of the baggage image identifiers for the location of said baseline image data in the security database. In addition, in Article 48,
A step of capturing real-time image data of said baggage item at one location by an image capture device;
performing feature recognition of the baggage item using the captured real-time baggage image data relative to the baseline image data, by at least one of the at least one processors, to recognize the baggage item at a location; and
A method comprising the step of locating said baggage item by at least one of at least one processor. In addition, in Article 49,
A method comprising generating, by at least one of the at least one processors, a fourth baggage information message including information associated with the IATA license plate number and the location of the baggage item based on the captured real-time baggage image data. As a system,
at least one processor; and
At least one non-transitory, tangible memory communicatively connected to said at least one processor, said at least one memory storing at least one instruction;
wherein said at least one processor is configured to execute said at least one instruction,
Obtaining the International Air Transport Association (IATA) plate number of the checked baggage item on the aircraft from one of the fields in the first baggage information message, wherein the computer system associated with the airline operator is the originator or list of said IATA plates; and
A system for generating a second baggage information message comprising at least one of the IATA license plate number and a primary identifier from a baggage handling system linking to information associated with a security screening image or contents list of the checked baggage item. In paragraph 51, the second baggage information message is:
IATA BPM (baggage processing message); or
A system that is one of the IATA BTM (baggage transfer message). In paragraph 51, information associated with the contents lists is:
A list of contents associated with the security screening image; or
A system comprising one of the contents list identifiers for the location of the list of contents in the security database. In claim 51, the at least one processor is configured to execute the at least one command when generating the second baggage information message.
Obtain security screening requirements,
The system wherein the second baggage information message includes the security screening photographing requirements. In paragraph 51, the first baggage information message is a termination BSM (baggage source message); and
The above method further comprises:
A system comprising a step of causing a communication device to receive the termination BSM by at least one of the at least one processor. In paragraph 51, the first baggage information message is a diverted BSM (baggage source message); and
A system wherein said at least one processor is configured to execute said at least one instruction, thereby causing the communication device to receive said switching BSM. In claim 51, the at least one processor is configured to execute the at least one instruction,
A system for generating a third baggage information message including information associated with the IATA license plate number and the baseline baggage image. In paragraph 57, information associated with the baseline baggage image is:
Baseline image data of the above baggage item; or
A system comprising one of the baggage image identifiers for the location of said baseline image data in the security database. In claim 57, the at least one processor is configured to execute the at least one instruction,
Receive real-time image data of said baggage item from an image capture device at one location;
To recognize the baggage item at one location, feature recognition of the baggage item is performed using the captured real-time baggage image data with respect to the baseline image data; and
A system for locating the above baggage items. In claim 59, the at least one processor is configured to execute the at least one instruction,
A system for generating a fourth baggage information message including information associated with the IATA license plate number and the location of the baggage item based on the captured real-time baggage image data.