GB2306026A

GB2306026A - A monitoring system

Info

Publication number: GB2306026A
Application number: GB9620763A
Authority: GB
Inventors: Douglas Jeffrey Hills
Original assignee: ADI GROUP Ltd
Current assignee: ADI GROUP Ltd
Priority date: 1995-10-06
Filing date: 1996-10-04
Publication date: 1997-04-23
Also published as: GB9620763D0; AU7139596A; WO1997013685A1

Abstract

A monitoring system for monitoring e.g. airport passengers or cargo includes a first checkpoint at which information pertaining to the passenger/cargo is entered and a series of subsequent checkpoints at which that information can be accessed. The data entry/retrieval means can be based on a bar code system, and can be implemented using PC notepad type assemblies. The system allows improved passenger and baggage, or cargo reconciliation and more streamlined operation.

Description

A MONITORING SYSTEM The invention relates to monitoring systems, in particular airport passenger and/or cargo monitoring systems.

The importance of airport passenger monitoring systems is evident in view of the vulnerability and exposure to crime of airports and flights. Passenger monitoring systems are required both for the benefit of the passenger and also for commercial reasons. Such a monitoring system should be as comprehensive as possible.

At the same time, the passenger monitoring system should be efficient and cost effective and not so obtrusive as to be annoying to passengers. While the monitoring systems are rarely operated by an airline itself, the frustrated passenger is likely to associate faiiings and delays in his or her progress through the airport with the airline.

In existing systems the passenger passes through a series of checks between entering the airport and boarding the aircraft. The series of checks are illustrated in the block diagram shown in Fig. 1.

Firstly the passenger must stop at a manned podium 1 run by a trained operative who will ask a series of questions designed to detect suspicious or abnormal behaviour. No data on the passenger and his flight details is accessed or stored as part of this initial check. Assuming that no such behaviour is detected the passenger's ticket and bags are simply flagged by a coloured sticker, the colour of the sticker indicating that the passenger is or is not a selectee, according to a predetermined colour code.

The passenger then proceeds to an X-ray machine 2 where all luggage is scanned. After the X-ray, a proportion of passengers, including normal passengers are selected randomly for luggage hand searching 2a. The passengers then proceed to the check-in desk 3 at which the bags are checked in and tagged with "bag-tags". A receipt is also attached to the ticket. Accordingly, the information relating to the passenger and associated luggage is logged in at the check-in desk where the passenger and his or her luggage are separated until collection at the destination airport.

During the check-in process the luggage may be entered into a baggage reconciliation system in order that a "positive passenger bag match" can be carried out at the departure gate. The luggage is sent on a conveyor and monitored until it is delivered to the aircraft. The passenger then proceeds with any hand luggage to the departure area, undergoing a "central search" 4 where, in particular, all hand luggage is X-rayed and then to the departure gate 5 at which the passenger's ticket bearing the coloured sticker, boarding pass and passport are once again checked. The passenger then boards the aircraft.

The boarding gate personnel carry out a further luggage reconciliation check, or "positive passenger bag-match", whereby a check is carried out against the record of bags that have been loaded into the aircraft's hold to ensure that the passengers on the aircraft tally with the bags in the hold. If any of the luggage in the hold cannot be reconciled with a passenger on the aeroplane, in particular if the passenger has checked his luggage in but not boarded the aircraft, the aircraft is not allowed to take off.

Various problems exist, however, with such systems.

A successful system should comprise a successive series of barriers, at each of which a further or repeat check can be made. However, in the known system, if a passenger can avoid or falsify the result of the initial check, at the manned podium, the remaining checks will be less of an obstacle.

If the officer at the podium detects selectee qualifying behaviour he simply marks the selectee's bags and ticket accordingly. In theory, at the remaining checks the operative at each check is notified by the colour coded stickers that the passenger is a selectee and appropriate steps can be taken, for example, more rigorous searches of the bags, additional X-rays or a body search using a hand-held metal detector and/or an escort to the aircraft. These searches can, for example, be carried out at the central search area and at the boarding gate. In particular, the selectee will have their luggage hand searched (shown as 2a in Fig. 1) between the first X-ray and luggage check-in, in addition to the randomly selected normal passengers discussed above.

In order to breach the system, the passenger needs only to avoid the initial check at the podium, for example by circumventing the podium altogether and proceeding straight to the check-in desk. Although observers are often provided to maintain a watch for passengers avoiding the podium, it will be seen that, when the airport is busy, the passenger may be able to circumvent the first check without difficulty. Although passengers who have passed the podium and have been deemed not to be selectees will have their ticket and bags marked by an appropriately coloured sticker, when the airport is very busy the staff at subsequent check points may not in all cases check for the stickers.A further possibility is to circumvent the second check, the X-ray check, after having passed the podium; once again that may be possible when the airport is very busy and the officer manning the podium is distracted.

A further problem may arise when a passenger has circumvented the podium and X-ray check. In that case the luggage that is checked in will not have a sticker on it. The absence of a sticker may not be detected until after the bag is loaded onto the aircraft. It will be realised at that stage that the bag has not been X-rayed, and according to current regulations the bag must be removed from the plane. Hence the bag must be returned to be X-rayed leading to delay, which, if it results in the aircraft missing its "take-off slot" can lead to the aircraft being delayed for a matter of hours. Similarly, if there is an unreconciled bag in the aircraft hold just prior to take-off, it is necessary to remove that bag and either seek reconciliation with a passenger or leave it behind. In either case there is further scope for considerable delay.Such delays are of course highly undesirable and also very costly. Not only will customers be generally dissatisfied, but connecting flights may be jeopardised and the crew of the aircraft may have to be changed.

The series of questions asked at the manned podium form part of what is known as the "profiling system". It has been found that the profiling system is the most effective passenger monitoring system in the aviation industry because the person with something to hide has to come face to face with a trained interviewer and tell a series of lies convincingly. This has to be done keeping to a cover story without contradiction and without displaying suspicious signs in his body language. The profiling system takes into account the appearance and behaviour of the passenger and takes account of many signs for uncovering suspects. Although the profile system is extremely effective it can have an adverse impact on customer service and slow down the boarding process.Moreover, because of queues the profiling system can give a false impression that the airline is inefficient and inadequately staffed. While a large percentage of passengers quietly acquiesce to measures which directly and interactively affect them, there is evidence to suggest that a significant proportion have switched to airlines not subject to such procedures to avoid the delays.

Current cargo handling systems suffer from many of the problems discussed above in respect of conventional passenger monitoring systems. Once again, although an initial profiling or checking step takes place, that step can be circumvented and the circumvention can remain undetected, the cargo proceeding directly to the airline cargo handlers avoiding the various x-ray and/or handsearches. Accordingly the difficulties that arise with unreconciled cargo can lead to delays if the unreconciled cargo has to be unloaded from the cargo hold. In addition there is a risk that undesirable or illegal cargo, or cargo presenting a security risk may not be detected and may be loaded onto an aircraft.

It is an object of the invention to remove or mitigate the problems associated with known passenger monitoring systems.

It is a further object of the invention to improve the effectiveness of the passenger monitoring system, in particular to ensure that. each of the checks provides a deterrent to a selectee.

It is yet a further object of the invention to arrive at an improved profiling system which is more efficient and customer friendly.

It is a still further object of the invention to improve the effectiveness of the cargo monitoring system.

Statements of Invention According to the invention there is provided a passenger monitoring system for a transport facility comprising a series of checkpoints including an initial checkpoint and a subsequent luggage check-in checkpoint wherein data entry means are provided at the initial checkpoint and data retrieval means are provided at one or more subsequent checkpoints, and wherein the data entry means are operable at the initial checkpoint to enter passenger information for each passenger onto data storage means and the data retrieval means are operable at the subsequent checkpoints to retrieve the information from the data storage means.

Because passenger information is logged at the perimeter of the passenger monitored area, the passenger does not have the opportunities to breach the system that were previously presented where information was logged-in only at the check-in desk inside the monitored area. In addition, because the information can be retrieved at the subsequent stages the status of the passenger can be easily verified and selectees immediately identified.

The checkpoints may be linked to a central computer comprising the data storage means. The checkpoints may be linked with the central computer to form a wireless local area network. In an airport passenger monitoring system the central computer may form part of the airport departure control system. Accordingly rapid communication can be achieved with access to centralised information.

The data entry means may comprise a computer notepad. The officer manning the podium can therefore, enter information whether seated or standing with some ease and in a user friendly manner, and importantly, maintaining eye contact with the passenger which is an important aspect of the profiling process.

Each data retrieval means may be a read-only device.

The central computer may have access to a database of passenger data, relevant data being displayed at the initial checkpoint if triggered by corresponding passenger information entered at the preliminary checkpoint. The profiling system can thus be streamlined and/or allow the provision of information such as unusual booking patterns or movement alerting the officer to a possible selectee according to the profiling process.

The subsequent checkpoints may include a luggage Xray or other security search technologies point, a central search point and a pre-boarding checkpoint at the departure gate.

Preferably the initial and/or some or all of the subsequent checkpoints incorporate a preferably electronic verification and capture facility such that the respective operative can sign-off as the check is completed (and/or sign on before the check) allowing further security verification and recordal of the operatives who were involved in a given series of checks.

A bar code sticker containing passenger details may be generated at the initial checkpoint and applied to the passenger's ticket and each item of luggage. The bar code sticker may be read at one or more succeeding checkpoints to retrieve the passenger information. Hence the relevant information can be rapidly retrieved. The bar code may, for example, designate the relevant record stored in the data storage means.

The data storage means may comprise a programable pass programmed at the initial checkpoint and issued to the passenger. The programmable pass may include transmitter or reflector means enabling its location to be determined by locating stations. Accordingly, the whereabouts and movements of a selectee or indeed any passenger may be established instantly.

According to the invention there is further provided a method of monitoring passengers in a transport facility wherein there is provided a plurality of checkpoints including an initial checkpoint and a subsequent luggage check-in point wherein passenger information is entered at the initial checkpoint to, or for transfer to a data storage means and retrieved from the data storage means at one or more succeeding checkpoints.

The data storage means may comprise a central computer linked to each of the checkpoints and passenger information stored at the central computer may be displayed at the preliminary checkpoint when corresponding passenger information is entered at the preliminary checkpoint.

Test questions may be displayed at the initial checkpoint for answer by the operative at the initial checkpoint when the operative logs on at the start of a work period.

An I.D. code system, for example any machine readable tagging and labelling device such as a bar code sticker containing information relating to the passenger may be applied to the passenger's ticket and each bag at the preliminary check point.

According to the invention there is further provided a cargo monitoring system for a transport facility comprising a series of checkpoints including an initial checkpoint and subsequent cargo monitoring checkpoints wherein data entry means are provided at the initial checkpoint and data retrieval means are provided at one or more subsequent checkpoints, and wherein the data entry means are operable at the initial checkpoint to enter cargo information onto data storage means and the data retrieval means are operable at the subsequent checkpoints to retrieve the information from the data storage means. There is thus provided an improved cargo reconciliation system reducing the potential for fraud, inclusion of prohibited articles (including dangerous or illegal articles) and the risk of delay.Because information is entered onto the system at the very first step, the remaining steps can be accelerated. On the other hand, circumvention of the first step is easily detected. The invention accordingly allows improved monitoring, auditing and reconciliation of cargo.

According to the invention there is further provided a method of monitoring cargo wherein there is provided a plurality of checkpoints including an initial checkpoint and a subsequent cargo monitoring checkpoint wherein cargo information is entered to, or for transfer to a data storage means at the initial checkpoint and retrieved from the data storage means at one or more subsequent checkpoints.

According to the invention there is yet further provided a monitoring system for a transport facility for monitoring items or persons to be transported comprising a series of checkpoints including an initial checkpoint and subsequent monitoring checkpoints wherein data entry means are provided at the initial checkpoint and data retrieval means are provided at one or more subsequent checkpoints and wherein the data entry means are operable at the initial checkpoint to enter monitoring information relating to the item or person onto data storage means and the data retrieval means are operable at the subsequent checkpoints to retrieve the information from the data storage means.

According to the invention there is still further provided a method of monitoring items or persons wherein there is provided a plurality of checkpoints including an initial checkpoint and subsequent monitoring checkpoints wherein information relating to the item or person is entered to, or for transfer to a data storage means at the initial checkpoint and retrieved from the data storage means at one or more subsequent checkpoints.

Embodiments of the invention will now be described, by way of example, with reference to the drawings of which: Fig. 1 is a block diagram showing the various steps in the existing airport passenger monitoring system; Fig. 2a is a flow chart illustrating the series of checks carried out according to the present invention; Fig. 2b is a flow chart, illustrating the series of checks carried out according to another embodiment of the present invention; Fig. 3 is a schematic illustration of a passenger monitoring system according to the present invention; and Fig. 4 is a flow chart showing the operation of a cargo monitoring system.

Referring to Figs. 2 and 3 the various steps involved in a passenger monitoring system are shown.

Once the passenger has entered the airport building, carrying hand luggage and luggage for the aircraft hold he or she first progresses to a manned podium. As discussed above, at the manned podium 14 manned by an operative (profiler) a series of questions are asked forming part of a profiling procedure 6. The questions may begin simply, establishing where the passenger is travelling to, whether their bags were packed by third parties, etc. The questions are designed to be nonleading, that is to say, questions inviting a yes/no response are preferably avoided as they may more easily be dealt with by a potential selectee. Certain of the information derived from the questions is then entered by the operative into data storage means 7. The relevant information may be, for example the passenger's name, ticket number, passport number, flight number, destination, passport details etc.In a preferred embodiment the data storage means include or have access to a data base of passenger data which can be checked prior to the flight and data which is or could be suspicious can be highlighted and stored in the system to draw attention to that passenger in order that additional or pre-determined security measures can be taken when the passenger presents himself to security staff at the podium. Where the passenger information entered at 7 tallies with passenger data contained in the database, the passenger data is displayed (shown at 8) to the operative at the podium.The passenger data may include, for example, the passenger's PNR (passenger name record) and may indicate where the ticket was purchased, what means of payment were employed, what visas were applicable, whether the passenger was a frequent flyer and whether other parties are travelling because of the booking, all of which would allow the profiler to ask relevant questions and detect those eligible for selectee status in a more efficient and streamlined manner. The system could be arranged so that the PNR could not be altered by the operative, but merely read.

The profiler relies on his or her own experience when asking the relevant questions. Previous attempts to computerise the profiling process wherein answers were mathematically weighted were unsuccessful, not least because the behaviour of such a system can be predicted and catered for by one wishing to overcome the system.

On the other hand the present arrangement does not decrease the human element in any way but merely assists in focusing the profiling and, possibly, prompting the profiler to ask relevant or standard questions at the perimeter of the monitored area. Accordingly, the arrangement is used to enhance the effectiveness of the profiler rather than replacing or reducing it, in particular allowing a reduction of the length of the interview, and an increase in the level of passenger monitoring, and an improvement to customer service. The system allows simplified, highlighted and expedited detection of suspicious signs whilst softening the process for the normal passenger. Based on the passenger data and the passenger's response to the profiling questions the profiler can make a decision as to whether the passenger is a selectee, in which case he is designated as such, or is accorded normal passenger status (shown at 9).

In the preferred embodiment the information entered by the operative at the podium is stored in a central host computer which may, for example, be part of the airport departure control system (DCS). Where the passenger is a selectee the officer can flag the information accordingly (shown at 10) to draw that fact to the attention of staff at subsequent checkpoints using data retrieval devices. In addition various suggested procedures can be entered or highlighted, for example a body search using a hand-held metal detector, more rigorous searching ("dump searching") of the selectee's bags and/or escort of the selectee to the aeroplane to prevent the selectee from switching bags or indeed documents with a third party after the majority of the checkpoints have been passed but before reaching the departure gate.At the same time the operative at the podium applies a bar code sticker to the passenger's ticket and each of the passenger's bags; the bar code may for example, contain information allowing the passenger's information record to be retrieved from the data storage means. Most preferably, the operative can apply the actual bar coded bag tag, usually applied at the check-in desk at the podium which allows far better efficiency and reinforces the integrity of the system.

Preferably as the profiling is completed the operative signs off to an electronic signature verification and capture facility, for example to the data storage means. This enhances security further and allows a record to be kept of the operative involved. A similar signature verification and capture facility can be provided at subsequent checkpoints. The facility would be of particular assistance after an aircraft search when it would be particularly important to verify the identity of the searcher and retain a record of their identity.

Referring to Fig 2b an alternative preferred set of preliminary steps is shown. These additional steps are particularly appropriate where the profiler or operative has access to the departure control system/passenger name records. At step 20 a pre-screening of the DCS/PNR is carried out, the information is entered manually or transferred automatically to the data storage means at step 22 and the passenger data is displayed at step 24.

On the basis of this information the profiling questions can be tailored, accelerated, enhanced or avoided at step 26 to establish at step 28 whether the passenger is a selectee. As a result the system as a whole can be further streamlined.

It will be appreciated that although the profiling is indicated above as being carried out at a podium, in cases where there is a large queue the simplicity and portability of the system would allow additional profilers to carry out profiling along the queue to speed up the process. Similarly the invention could be used at the curb side entrance to the terminal building, or in other implementations at a hotel, an underground station, a railway station, a bus station or other possibilities which will be apparent to the skilled person.

In another envisaged aspect of the invention a passenger weighing device could be introduced at this preliminary step which would improve passenger loading and seat allocation procedures and database maintenance.

The passenger proceeds to the subsequent stage 11, the X-ray machine 15 for X-raying all luggage. At the Xray machine the next operative can retrieve the passenger information, for example by reading the bar code symbol and obtain the associated data record. Even if the passenger has avoided the initial checkpoint at the perimeter of the monitored area that will be detected at the X-ray machine because the information will not have been entered. Similarly, if the passenger proceeds straight to the check-in desk 16, evading the prior checkpoints, it will be detected because there will be no security or monitoring information on that passenger at the check-in desk. Accordingly, because the information logging is carried out at the perimeter of the monitored area, at the initial checkpoint, the majority of those intent on criminal activity will be frustrated.

Once the X-ray officer has retrieved the record he can establish the status of the passenger and take appropriate action. For the purposes of cost effectiveness the data retrieval means would normally be a read-only means, but in an alternative arrangement it would be possible for the data record to include an indication of whether the various monitoring steps have been taken or not, and the officer at each checkpoint could check off each step as it was carried out. This would allow the officer at any checkpoint to establish whether the passenger had passed through all prior checkpoints and been correctly monitored.As an example, where the passenger was sent on to a search team after Xray revealed suspicious items, and where, previously, the passenger might have taken the opportunity to avoid the search team, the evasion could be detected by the presence of a "search team" prompt on the data retrieval device that had not been cancelled following such a search.

The passenger then proceeds to the check-in desk 16 where each item of luggage to be stored in the hold of the aircraft is checked-in and a receipt attached to the ticket. It is at this checkpoint following establishment of the data entry for the passenger at the initial checkpoint, that he or she is parted from the declared luggage. Previously, the data entry was only established at the check-in desk inside the monitored area. From there the passenger proceeds through the various subsequent checkpoints 12 detailed above at each of which his data record may be retrieved and appropriate action taken. The passenger then arrives at the departure gate 17 where luggage reconciliation 13 is carried out by the gate personnel. The luggage data has been entered by the officer at the initial checkpoint.Once the luggage has been passed over at the check-in desk it is monitored in order that it will not be tampered with. Hence the gate personnel, or staff loading the luggage, need not enter additional information concerning the luggage as it is loaded. The passenger data is tallied with the luggage that has been loaded into the aircraft hold. In particular, it is vital to ensure that no luggage is loaded into the hold if the corresponding passenger has not joined the flight. It will be appreciated that the luggage information may be entered into the system at the earliest stage, the initial checkpoint podium, allowing full reconciliation to take place.

In order to carry out the invent ion, in the preferred embodiment the various checkpoints together with the centralised computer data storage means form a wireless local area network. At the podium initial checkpoint the operative may be equipped with a computer notepad writable with a suitable electronic pen, allowing him to enter information in a quick and user-friendly fashion whether standing or seated. In addition, and as is very important in the profiling system, the operative can, like a policeman taking notes, enter information whilst maintaining an observation of the profiled candidate in order to detect signs of nervousness or other suspicious or abnormal behaviour. The notepad used by the profiling officer can, for example, be the one sold under the trademark TELEPAD 3 manufactured by Telepad, Inc., of Virginia, USA. The computer notepad could at the time of logging-on by the officer staffing the podium, display various questions for the operative to ensure that the officer was working efficiently. The questions could relate to basic features that would normally be used to identify a selectee, or to situations with which the operative might have to deal. As a result, the operative would be prepared for the subsequent profiling process.

The software used with the TELEPAD 3 could be Pen for Windows and communications between the notepad and the host computer could be via the AT & WaveLAN system.

The host computer itself could be the airline departure control system (DCS) on an IBM or IBM compatible machine or a UNISYS machine. The host computer would generally be a main frame. A similar notepad could be used at the departure gate checkpoint, allowing simplified entry of information for luggage reconciliation. At the intermediate checkpoints it is less important to be able to enter information in to the data storage means and hence a read-only device would be possible, leading to cost reductions although there could be some advantages to having data entry, as discussed above.

In an alternative arrangement, rather than having a central host computer and a local area network, the relevant information could be entered by the profiling operative into a "smart card" including magnetic information storage means. The card could then be carried by the passenger and read at each subsequent stage allowing the staff at each checkpoint to examine the passenger information and any highlighted points or instructions. In addition, the smart card could include a transmitter or reflector that, in cooperation with various position locating stations, would allow the location of the card and hence the passenger holding it to be identified at any time. Various advantages can be envisaged in that case, in particular if a passenger could not be found at the flight time of an aircraft.

Accordingly the invention allows the passenger information to be recorded on entering the monitored areas (see Fig. 3, podium 14), rather than at the checkin desk 15 as was previously known. As a result a passenger cannot, merely by avoiding the initial podium stage 14, breach the passenger monitoring system as it will be immediately apparent at all downstream stages 1517. In addition, luggage reconciliation can be made between the very first stage 14 and the very last stage 17 if desired. The passenger monitoring system of the invention includes an initial barrier or checkpoint 14 and a series of subsequent barriers or checkpoints 15-17 at each of which a selectee can be deterred.

The invention reduces the time taken for passenger monitoring considerably whilst making the system more effective and fool-proof, and also possibly reducing duplicated work. For example where bag tags were attached to the passenger's bags at the initial podium checkpoint, the level of duplication under the old system whereby a sticker was placed on the luggage at the first checkpoint and a bag tag applied at the check-in desk would be reduced. In addition, the check-in reconciliation and safety monitoring of the bags would begin at the first stage of the system, which would defeat the selectee who, after profiling, removed the sticker under the previous system from the original bag and placed it on a bag that had by-passed the initial checkpoint, e.g. after X-ray.The bar code bag tag is easy to spot and would provide the X-ray staff with the opportunity to check that the bag had been past the profiler before it reached the X-ray. Checking time would be reduced because the bag tags would have been issued and attached to the bags by the profiler. It is envisaged that according to the present invention the profiling time could be reduced by up to 50% whilst passenger monitoring would be improved because the profiler would have access to more information about the passenger to assist in the interview. Customer service would be enhanced because the amount of questions and consequently time spent by the profiler with each passenger would be reduced, leading to the financial advantage to the airline that a staffing reduction would be achieved especially in large stations.Importantly, the system of the invention can be integrated onto all existing luggage reconciliation systems.

The invention could be combined with an approved luggage reconciliation system. As a result, for late arriving passengers, the ramp supervisor supervising loading of the luggage onto the aircraft would know and be able to follow the movement and current location of the bag.

It will further be appreciated that various peripheral advantages are obtained by the system for example, VIP or frequent flyer passengers could be identified and greeted accordingly. Passports and ticket fraud databases could be identified and accessed.

It will be recognised that, while the invention has been discussed in relation to airport security it would be of equal application in other transport facilities, in particular where the passenger is separated from his luggage, for example long-distance bus rides, the Channel Tunnel, boat journeys, train journeys and the like.

The principles of the invention extend to the monitoring, auditing, control and management of cargo.

The cargo monitoring systems operates in much the same way as the passenger monitoring system and it will be appreciated that many of the same considerations arise as regards the identification of undesirable, dangerous or illegal cargo.

The cargo to be transported passes through effectively the same steps as a passenger in the passenger monitoring system discussed above except that the ticket carried by a passenger is replaced by an airway bill for the cargo. Accordingly, at the initial or preliminary step a comparable type of profiling takes place, for example via questioning of the person or persons delivering the cargo or through examination of the cargo documentation. Relevant information relating to the cargo is entered by a profiler, outline operator, booking or cargo agent via, for example, a computer or computer notepad of the type described above, and the information is stored in a data storage means such as a central host computer as discussed above.The data storage means may include or have access to a database which can be checked prior to the flight and data which is or could be suspicious can be highlighted and stored in the system to draw attention to that cargo in order that additional or pre-determined security measures can be taken then or at later stages. At the same time the operative applies a bar code sticker or other I.D. code system such as any machine readable tagging and labelling device to the airway bill accompanying the cargo. The bar code may, for example, contain information allowing the cargo information record to be retrieved from the data storage means. This allows rapid reconciliation of cargo when the paper documents go missing. Indeed this problem is removed altogether following the preferred electronic data interchange system of the present invention allowing a paperless cargo regime.

The cargo is then transferred to the subsequent stages which may include "checking in" at the carrier airline desk, examination using X-ray machines, and/or hand searching or other security search technologies of known type. At each stage the record can be retrieved and, if desired added to in a manner discussed above.

Once the cargo has entered the system it is monitored in order that it will not be tampered with and hence the staff loading the cargo need not enter additional information concerning the cargo as it is loaded. The cargo that has been loaded into the aircraft hold is reconciled with the cargo data input at the preliminary step. Any discrepancies are immediately detected and the efficiency, safety and effectiveness of the reconciliation process is accordingly improved. Because all of the relevant information relating to the cargo is entered at the earliest stage, therefore, the possibilities of circumventing the system are greatly reduced.

In order to render the system more attractive to potential users, and in particular cargo agents who ship cargo frequently (often known as "known shippers"), they may be vetted so as to have an overall clearance. In that case, in effect, the information entered at the profiling stage is largely standard information that may in fact be pre-entered. Alternatively the information may be triggered by an appropriate bar code or other I.D.

code system on the cargo or in the cargo documentation indicating that it is being sent by a known shipper.

In that case, the process is streamlined as only "unknown shippers" who have not been vetted need undergo the full system reconciliation. In such a case, the cargo is passed through the steps as described above. It will be appreciated that the profiling step is so named only in that it is analogous to the passenger profiling step discussed above. In effect the profiling may take place by questioning of the cargo agent or, alternatively, by examination of the shipping documentation. Cross-referencing of the information contained in the documentation may be made with records stored in a data base at the host computer. In that way the profiling process may be accelerated as relevant information may be retrieved from those records, in much the same manner as discussed above in respect of passenger records.

Turning now to a more detailed discussion of a suitable system, it is known to require a certificate attesting to the consignment/collection of the cargo, sometimes known as a Security Certificate. Such a certificate includes details of the cargo agent company and the listed agent number, details of the consignment and details of the destination. In addition the signee of a certificate is identified by name, agent code number and position in company.

In the case of a known shipper or customer it is certified that the consignment has been prepared in accordance with Government or local legal requirements and in accordance with other general declarations that have previously been submitted and approved by the agent company. It is also certified that the consignment is considered as known cargo.

In the case of an unknown shipper the identified agent certifies that the consignment has been secured (e.g. examined by X-ray, hand search or other techniques) in accordance with Government or local legal regulations and can be considered as "known cargo", or that the consignment was received in a secure condition and has since been protected from unauthorised access.

It will be appreciated that the term "known shipper" "unknown shipper" "known cargo" and "unknown cargo" are to be understood under the interpretation generally given to those terms in the UK; where appropriate local systems or the International Civil Aviation Organisation (ICAO) may use different but corresponding terms which will be apparent to the skilled person.

In the case of transhipment, that is, cargo that is passed between aeroplanes in transit, it is certified that the consignment was made tamper-evident at the given aerodrome on the given date.

All of this information may be incorporated into the system according to the present invention. For example the computer or computer notepad can include a reader capable of signature capture - either by scanning the signature of the agent on the certificate or by entry of the signature by the agent directly onto a suitable screen which is read by appropriate intelligent software.

The signature can then be verified or stored for later verification. In addition the software accompanying the system can raise various points either covering or complementing the points raised in the certificate. The details of, inter alia the agent number can be compared against entries stored in a database at the host computer and any relevant information can be displayed on the screen of the operative checking the consignment. As a result any suspicious signs or information can immediately be detected and appropriate steps can be taken.

In the case of known customers or known shippers, database information can provide full clearance for the shipper allowing the procedure for known shippers to be accelerated, which will be attractive to known shippers.

Profiling may also be incorporated into the software with regard to an examination of the air-waybill (the equivalent of the passengers ticket). Various signs are searched for in the document to establish whether the accompanying cargo is a selectee. For example the shipper's address may be vague, possibly mis-typed or incomplete, or indicating a post office box or hotel.

The software can be adapted to verify the address to establish whether it is proper to the broker or freight/cargo agent and to identify whether the shipper and consignee are the same.

The consignee's identity can be checked, for example by checking against a database at the host computer storing details from local directories and records held by the regulatory authorities. It can further be checked whether the consignee is a first time exporter, or whether his address is at a private dwelling, whether the consignee and importer are the same, whether the address is incomplete (as discussed above), and whether the telephone number quoted in the documents corresponds with the area for the address.

It will be seen that all of these stages can be incorporated into the software and used to speed up the process considerably by carrying out various cross checks on the information entered by the operative at the initial checkpoint. Many other points can also be crossreferenced and/or verified and/or checked, for example whether there is an unusual routing or unusual instructions, whether the weight seems unlikely for the identified commodity, or the goods appear risky, whether the goods are described vaguely or would not appear appropriate to the business of the company sending them, or whether they have potential for concealment. Indeed the system can be used in conjunction with sensing systems (such as size and/or weight sensing means) to verify that the size and weight of the cargo agree with the information on the documentation, to prevent substitution to a very large extent. In addition payment details may be vague or suspicious, the shipper's signature may be absent or very vague (once again signature capture and verification can be carried out), the consignment may be sent through unusual countries or suspicious countries, and may be sent by private persons or by unknown intermediaries. There may also be evidence of tampering, forceable opening or tell-tales such as grease or wires suggesting prohibited articles such as illegal goods or other suggestions that the packaging is suspicious. In all of these cases the system may be arranged to incorporate many of these checks in software.

In a manner analogue to that for passenger monitoring, a signature capture and verification facility can be built into the system at any desired checking step allowing improved security and maintenance of records.

In particular it can be incorporated with the initial steps at the freight agent, at the profiling stage or the security certificate stage, whereby the agent/ profiler/freight forwarder signs off when the checks are completed.

As discussed above the information derived from the various checks or profiling steps is entered in an identification code attached to the cargo, for example a bar code such that it can be promptly and easily read at subsequent checkpoints. At the profiling stage a "screening decision" is made in effect as to whether further checks may or may not be required. For example for known cargo the consignment can be designated secure as the screening decision or for suspect cargo further screening may be decided upon. At subsequent stages the identification code can be read and the screening decision accessed and such further screening if necessary can be taken out. As a result the reconciliation of "accepted" or secure cargo can be allowed whereas "rejected" cargo can be held or further screened.

At the initial stage, for example when a consignee arrives at the freight forwarder, the profiling can be carried out online and consolidated with the "security certificate" discussed above. The security certificate is then kept with the airway bill and in fact corresponds to the profiling report such that subsequent screening can be reduced or discounted altogether. This leads to further streamlining of the system.

Because, as discussed above, the system can rely on cabled or wireless communication (for example a local wide or international area network), it will be appreciated that the first check may be carried out outside the airport if required. Referring to the flow chart shown in Fig. 4 cargo is delivered by the manufacturer to an agent located in, say, a city centre at step 100. The basic profiling steps are then carried out by a trained operative employed by or retained at the agent. In particular, it is established whether the manufacturer is a known shipper or customer and if so the security certificate is examined as discussed above (steps 101, 102); if the customer is an unknown shipper then additional searches and checks such as "profiling" of the air waybill, an X-ray, or a hand search is carried out (step 103b) and a security certificate is prepared (step 104).In either case the cargo is then stored securely at step 105 and forwarded to the aircraft operator with the security certificate at step 106. If, however, at step 103b, an item fails to pass the inspection that information is recorded on the database for reference at later stages. In addition, all profiling data, X-ray image data, data from other security techniques and checks, the airway bill number and other relevant data can all be attached to the I.D.

code for data storage. Referring to Fig. 4 the I.D. code allocation is carried out at step 103a, after the "profiling" step at 101, if an unknown shipper is identified. Alternatively that step could be carried out earlier in the process and before it branched (such that the code was allocated regardless of the status of the shipper), for example after step 100 (delivery to agent) but before identification of the shipper as known/unknown (step 101). Further checks are then carried out at step 107 prior to the cargo being loaded onto the aircraft at step 108. It will be seen that all of the information entered by the operative at the first stages may be accessed at later stages to establish the level of earlier searching, and to detect any suspicious signs.

It would be appreciated that the various stages can be connected by suitable data recorded/storage links if desired such as a wireless or cabled system. The checking of the security certificate at step 102 could in fact be redundant if the profiling and security information at the initial stage were pre-checked for correspondence. In that case there would be no need for any subsequent check. Referring to the additional search step at step 103b, the level of searching could be reflected as appropriate to the consignment. For example a three level search of known type could be carried out involving any type of known search including recent techniques such as "back-scatter" (a proprietary name) technology. It will be appreciated that where cargo failed the additional searches it would simply be rejected (not shown in Fig 4).

Of course the cargo may be delivered directly from the manufacturer to the airline operator where available in which case the steps discussed above will be carried out directly by the aircraft operator. In either case, once the checks have been carried out the system is then designed such that tampering cannot take place between the first check and the loading of the cargo onto an aircraft. Accordingly because the first line of defence is comprehensive, and cannot be circumvented, an improved monitoring system is arrived at.

It will be appreciated that all relevant features and any modification or variations of the passenger monitoring system described above could be incorporated as appropriate into the cargo monitoring system.

It will further be appreciated that the various systems could be influenced in various different manners.

For example it is envisaged that the systems would generally be used by airlines in airport security applications but it will be clear that the airport authority itself could implement the system. In addition the system could be used to enhance or complement security systems at hotels, underground stations, railway stations, bus stations or the like. Alternatively, where the passenger was travelling to an airport from one of these locations and the means of travel was secure, the profiling step could be carried out at the location to expedite matters.

It will further be appreciated that the present invention could be incorporated in electronic ticketing commonly known as "ticketless travel" or automated ticket/boarding pass systems. In such systems a flight is booked by telephone with credit card payment and the passenger is simply issued with an identification code.

In effect, therefore, the filing takes place at this stage as the credit card details can be checked against the existing records looking for signs such as those discussed above. When the passenger arrives at the airport they can, for example, type in their identification code at a terminal which will issue a bar code or other information carrying item (such as a radio frequency tag) with the profile and other information contained thereon. A suitable bar code or other tag can be provided for each piece of luggage in response to queries raised at the terminal, for subsequent baggage reconciliation. Alternatively the passenger can identify themselves at a luggage check-in point comprising no more than a luggage handling system, present their identification code and be issued with a suitable luggage and personal tags in the manner discussed in more detail above. In such a case the initial booking can be considered to be the preliminary or initial checkpoint, passenger information being stored on data storage means at that stage, and the subsequently issued bar code tag or other tag can be checked at subsequent checkpoints in the matter discussed above.

Claims

1. A passenger monitoring system for a transport facility comprising a series of checkpoints including an initial check point and a subsequent luggage check-in checkpoint wherein data entry means are provided at the initial checkpoint and data retrieval means are provided at one or more subsequent checkpoints, and wherein the data entry means are operable at the initial checkpoint to enter passenger information for each passenger onto data storage means and the data retrieval means are operable at the subsequent checkpoints to retrieve the information from the data storage means.

2. A system as claimed in claim 1 wherein the checkpoints are linked to a central computer comprising the data storage means.

3. A system as claimed in claim 2 in which the checkpoints are linked with the central computer to form a wireless local area network.

4. A system as claimed in claim 2 or claim 3 for an airport in which the central computer forms part of a airport departure control system.

5. A system as claimed in any preceding claim in which the data entry means comprise a computer notepad.

6. A system as claimed in any preceding claim in which each data retrieval means are a read-only device.

7. A system as claimed in any of claims 2 to 6 in which the central computer has access to a database of passenger data, relevant data being displayed at the initial checkpoint if triggered by corresponding passenger information entered at the initial checkpoint.

8. A system as claimed in any preceding claim wherein the subsequent checkpoints include a luggage X-ray point, a central search point and a pre-boarding checkpoint at a departure gate.

9. A system as claimed in any preceding claim in which information storage means, for example a bar coded sticker, information containing passenger details is generated at the initial checkpoint and applied to the passenger's ticket and each item of luggage.

10. A system as claimed in claim 9 in which the information storage means is read at one cr more subsequent checkpoints to retrieve the passenger information.

11. A system as claimed in claim 1 in which the data storage means comprise a programmable pass programmed at the preliminary checkpoint and issued to the passenger.

12. A system as claimed in claim 11 in which the programmable pass includes transmitter or reflector means enabling its location to be determined by locating stations.

13. A method of monitoring passengers wherein there is provided a plurality of checkpoints including an initial check point and a subsequent luggage check-in point wherein passenger information is entered at the initial checkpoint to or for transfer to a data storage means and retrieved from the data storage means at one or more subsequent checkpoints.

14. A method as claimed in claim 13 in which the data storage means comprises a central computer linked to each of the checkpoints and wherein passenger information stored at the central computer is displayed at the preliminary checkpoint when corresponding passenger information is entered at the preliminary checkpoint.

15. A method as claimed in claim 14 in which test questions are displayed at the preliminary check point for answer by the operative at the preliminary check point when the operative logs on at the preliminary check point.

16. A method as claimed in any of the claims 12 to 15 in which a bar code sticker containing information relating to the passenger is applied to the passenger's ticket and each bag at the initial checkpoint.

17. A cargo monitoring system for a transport facility comprising a series of checkpoints including an initial checkpoint and subsequent cargo monitoring checkpoints wherein data entry means are provided at the initial checkpoint and data retrieval means are provided at one or more subsequent checkpoints, and wherein the data entry means are operable at the initial checkpoint to enter cargo information onto data storage means and the data retrieval means are operable at the subsequent checkpoints to retrieve the information from the data storage means.

18. A method of monitoring cargo wherein there is provided a plurality of checkpoints including an initial checkpoint and a subsequent cargo monitoring checkpoint wherein cargo information is entered at this initial checkpoint to, or for transfer to a data storage means and retrieved from the data storage means at one or more subsequent checkpoints.

19. A monitoring system for a transport facility for monitoring items or persons to be transported comprising a series of checkpoints including an initial checkpoint and subsequent monitoring checkpoints wherein data entry means are provided at the initial checkpoint and data retrieval means are provided at one or more subsequent checkpoints and wherein the data entry means are operable at the initial checkpoint to enter monitoring information relating to the item or person onto data storage means and the data retrieval means are operable at the subsequent checkpoints to retrieve the information from the data storage means.

20. A method of monitoring items or persons wherein there is provided a plurality of checkpoints including an initial checkpoint and subsequent monitoring checkpoints wherein information relating to the item or person is entered at the initial checkpoint to or for transfer to a data storage means and retrieved from the data storage means at one or more subsequent checkpoints.

21. A system as claimed in any of claims 1 to 12 wherein a passenger weighing device is included at the initial checkpoint and included in the passenger information allowing improved passenger loading and seat allocation.

22. A method of monitoring passengers for an automatic ticket/boarding pass system wherein, at the initial booking step, passenger information is obtained and stored, wherein the passenger is assigned a readable data storage means containing said passenger information at a transport facility and said passenger information is readable at subsequent checks.