Transporting Baggage to The Airport Sample Assignment

Baggage handling system is considered a type of conveyor system which is installed in the airports and it is also used to transport the checked baggage coming from the airplanes (Songet al. 2015). The baggage handling system has been subjected to significant changes with the incorporation of new technological changes. The application of automation in the baggage handling system first came into the light in 1994-95 when the Denver international Airport automated the baggage system of the airport (Snook, 2017).

Different airports have different number of bags per passenger and the process, depending upon the location and the passenger profile of the airport (Khong and Yanagi, 2018). Considering the Baggage handling technology that was using by the airports ten years ago, multiple cases of mishandling have been noticed the number is approximately 50 million mishandled bags. With the introduction of the bag charges, the number of passengers and their expectation related to the baggage service has increased. With the advent of new technology, it has been possible to take account of the number of bags and it has significantly reduced the number of mishandled bags. In this regard, it is important to note that the smarter baggage handling system has the capacity to improve the customer experience of the industry (Modobag, 2016). The benefit of the smarter baggage handling system is not limited with the customer satisfaction, rather it has largely saved $2 bbn every year. As per SITA’s baggage report, it is the approximate cost of recovering and reuniting the passengers with lost bags in the year 2016 (International Airport Review. 2018).

With the rise of bag-tracking technology 200 airports and 500 airlines that are members of the International Air Transport Association, have reflected much improved baggage handling instances (Airport Technology. 2018). IATA ADRM has suggested that with the help of decentralized facilities where the passengers and the baggage can be processed separately, the potential management costs would turn out to be higher.

Current practices in the baggage handling process

The existing frame or methods that are practiced in recent times for baggage handling includes the following categories of BHS.

Category A: This category of BHS indicates the baggage handling system which have low rate of flow that is less than 99 bags/hour. This type of BHS uses less complex technology along with manual system of sortation.

Category B: The second category indicates the BHS that has between 1000 bags to 4999 bags/hour to process and employs automation for the process of sortation. The chief examples to these automation in the BHS are seen in the Denver airport that is also referred. However the automation in the BHS failed in the airport.

Category C: In this category it includes these baggage systems that high flow rates which require high-end automation along with the DCV systems that are recommended by IATA (2004) for the larger airports.

It is important to understand the chief reason for which the airports are investing more into developing the baggage handling system. The congestion has increased along with that because of increasing spoke operation to the hub, it has become important for airports to invest more into the baggage handling system as the number of bags that are originating and requires to be transferred have increased in number. The baggage flow in the existing system can be summed up through the following figure.

Figure 1: Traditional baggage flow process

(Source: Jayaram, 2010)

In the above flowchart Jayaram (2010) has summarized different processes that exist in the handling the departing, arriving, transfer baggage. Although Jayaram (2010) concentrated on identifying the mishandling possibilities through the evaluation of the current methods, he has not discussed relevant, alternative flow options regarding baggage handling.

Reason of baggage mishandling and the current process of baggage transportation

One of the chief reasons for the heavy loss of baggage and mishandle of bags until 2009 is considered as the loss of operation of huge network flights from congested hubs. As per the passenger service survey of SITA in 2009, 54% of the passengers emphasized on the reconciliation with their baggage at the end of the journey as a chief factor of pleasant journey (Collins, 2016). Considering the important role of baggage handling behind the satisfaction of the customers, IATA has emphasized the industry to follow certain stringent measures that can help in reducing the number of mishandling cases and they have suggested the Baggage Improvement programme that has the capacity to save 2 billion (Mallick et al. 2018).

In the current baggage transportation, the stages start primarily from the check in and Carpatair, (2016) has identified in their study the traditional process at the check ins. According to (Khong and Yanagi, 2018) the traditional process of check in included a full service counter at the terminal that checks in the passenger and enters the bag into the central BHS (Yonget al. 2016). As far as the passenger experience is concerned it was a convenient process and reassuring as well. However, the process bears staff costs and the disadvantage included the significant issue of big traffic that resulted in long queues. Managing the long queues at the check in hall is difficult and it makes the airport stringent as well. The service quality differed for the first className and the economy passengers (Khong and Yanagi, 2018). Most importantly, the airlines and airports with low cost unit business models were unable to manage accommodating the number of checking desks required for the customers. The number of desks used influenced the charges for the desks.

With the emergence of customer satisfaction issue and in order to solve the problem of confined space in the airport, the airports attempted to solve the issue of capacity (Baskoroet al. 2017). This brought forth the idea of more space that can be underutilized during most of the time and it proved to be costly as well. In order to optimize the spatial infrastructure off terminal check-in concepts emerged and one of the potent examples is the online check ins through mobile or laptops.

Another important process is the one step process of CUSS and Bag drop that is more convenient and less time consuming. At the same time, the process also solves the problem of space in the check-in halls. The process helps in reducing extensive pressure at the security check as well (Looze and Bos, 2018). In this regard, it is important to note that the process had negative effect on the passenger’s experience as well as they did not see their luggage to be fed into the BHS at the check-in halls. However, considering the end to end handling time of a bag to be 10-15 minutes, LCCs point to point transfer makes the baggage handling requirement simpler and helps in achieving the short turnaround time. Baggage handling can be categorized as departure, arrival and transferring bags. The former two of the categories are simpler compared to the process of transfer of the bags. LCCs are more focused with the on point on travels and thus they have simpler procedures (Carpatair, 2016). However, the mainline carriers due to being more involved in hub transfers consists of more complex technology and systems in the baggage handling process.

Baggage transportation system design

The moot exponent in designing a baggage system includes higher probability of detection that is known as POD along with FAR or low false alarm rate. It is important for the design to be easily integrated into the baggage flow as well as performing in complete automatic manner that can perform robustly (Gupta and Naik, 2016). Apart from that, the other factors that need to be taken into account are system reliability, low maintenance cost, affordable capital cost along with feasibility of low energy costs.

The baggage system

In airport, the baggage is a relatively small but important component that plays a significant role in delivering efficiency and savings. Snook (2017) has suggested that at the time of selecting a new material or any new design for incorporating them in airport the operators take into account several conflicting considerations. The key factors that are functional for the decision are:

• Cost savings

Cost is one of the major considerations that are associated with changing a predominant system. As far as the baggage belts are concerned, they tend to consume a vast quantity of electricity. In order to ensure seamless running means most of the belts receive more power than required. Therefore, daily operation includes unnecessary expense during daily operations. Major moiety of the expense comes due to the friction coefficient present between the baggage belt and the slider belt (Briceet al. 2015). Therefore, taking into consideration the requirement of larger number of electrical units for seamless operation, it is important for the manufacturer to produce future generation of technology that has the capability of allowing the belts to run more smoothly so that the friction is reduced. Coatings on the belts, pulleys and similar components are used in order to minimize the friction. The new advanced materials that are used in the manufacturing of the belts are light weight, more flexible and stronger at the same time (Jarvis, 2017). The unnecessary energy consumption can be reduced through smarter power. It is important to note that the loads on the baggage belts vary and thus it is important that the all of them are able to produce adequate power in order to cope with the peak period of traffic (Collins.2016). Smarter control systems have the capacity of sensing load requirements and thus they can adjust the power output that can suit the purpose. As per the recent reports, airports have been able to slash baggage power by up to 50% (Jarvis, 2017). although the smart system is energy efficient the expense of installing the system requires major moiety of capital investment. It is important that new products are introduced that can achieve all the requirements in a modular way and single design can help in reducing the need for multiple conveyor belts and can also help in keeping the cost under control.

• Environment:

In the recent years, airports have come under the huge pressure of improving their credentials with reducing the amount of wastage, carbon footprint and the effect on the surrounding area (Rockwellcollins.com. 2018). Therefore, each of the features of the airport is under the influence of the Environmental legislation. As far as the new materials are concerned, the chief advantage is reduction of the friction and the energy wastage. The complaint against noise produced by the baggage belts and the regulations regarding noise levels has influenced the new belts to produce quieter running systems (Rockwellcollins.com. 2018). It is important to note that the reduced noise levels have made for a more comfortable environment and pleasant customer experience.

• Reliability

In airport, the baggage system needs to be reliable as any issue can lead to unnecessary delay. For example in 2014 an IT failure in the baggage handling system in Heathrow led to enormous build up of the luggage in the departure lounge. Therefore, the IT solutions need to be smoother, more efficient and less prone to malfunction. Therefore, the moot consideration is to build more reliable belts that extend service life and also reduces the risk of the failure. Vanderlande (2016) has suggested designing a system with fewer moving parts that can help in decreasing the resistance and the chaos at the airport premises.

• Health and safety

Health and safety of the baggage crew is often overlooked in the traditional baggage system (Thomas, 2016). According to a report for the Health and Safety Commission found that, handlers often required to lift approximately 10 tonnes of weight during a single shift. This affected the muscular-skeletal well-being of the handlers. In order to reduce the risk of the accidents and thus airports were more prone to the employee liability compensation claims. However, it has been identified that increased use of hazardous moving bags by hand than the manual use (Todd, 2016). Therefore, automation has also been utilized in order to reduce the health and safety requirements of the crew. In this regard, it is also important to note that operators need to consider one further factor in decision making, therefore, the quality and reputation of the provider.

Significant changes in the baggage handling process

After 2013 in order to decrease the mishandling the baggage the following changes have been incorporated:

Bag journey application

In the era of automation self-service has become one of the significant changes in luggage handling at airports. According to International Airport Review (2018) self-service drop-off of luggage is considered to save time and has also enhanced the experience of the customers. The system with end to end baggage tracking system provides status updates to the system of the airports and the airlines with the help of smart phone and tablet application that are used by operations staff (Oftring, 2014). Most importantly, a number of firms offer baggage management software solutions, SITA is till the leading aviation communications and IT application services.

Baggage handling systems Upgrades

Software and applications provide limited services as they can resolve the problem of luggage moving from the check-in desk to the aircraft hold and back through the arrival’s airport’s baggage handling system prior to reach their owner again at the time of arrival (Lee and Ji, 2015). Several companies like Siemens (German), Alstef Automation (French) and the Crisplant system (Denmark) that are manufacturers of the system.

Smart Bag tags

It has helped in providing individual assurance to the passengers regarding the checking of the luggage. Smart tag innovations have improved the process and helped in reducing the number of baggage mishandling incidents. In this regard, it is important to note that Hong kong International Airport (HKIA), SkyTarx’s 2014 winner for the best baggage handling system, invests a major moiety of amount in RFID technology (Mallick et al. 2018). It was the first airport that had introduced RFID luggage tags in 2008. On the other hand, Lyngsoe Systems had introduced RFID solution at HKIA, which made them become the world-leader in RFID solutions. In order to further improve the baggage handling the company has developed a comprehensive network.

RFID

RFID is considered as the most futuristic development in the domain of new e-tag and e-track system that have been introduced by Air France-KLM in collaboration along with the input from their SkyTeam partner Delta Airlines. The combination of devices allows the customers to track the bags throughout the journey directly on their phone using GSM, GPS as well as Bluetooth technology (Singh et al. 2016). eTag can automatically update and display the flight details and the barcode at the of chek-in from home. The customers just need to drop off the bag at the terminal and leave (Mølleret al. 2017). As per a study of SITA, Delta airlines that processes 120 million bags each year, with the help of RFID technology could meet Resolution 753 of SITA. With the help of 344 Delta stations worldwide, the airline has obtained 99.9% bag-tracking success rate.

There are alternatives to the e-Tag and the eTrack devices as well. Samsonite has developed the track & trace bag with eTag and eTrack devices embedded and it indicates less chance of losing the baggage.

Limitations of RFID

Cavadaet al (2017) has identified the problems with e-Tracks and e-Tags and the chief limitation is AirFrance-KLM can deploy the system only to a limited group of passengers for trials before making them available for the larger market segment. Therefore, it is difficult to predict the success of the system. On the other hand, the decision of AirFrance-KLM to make this particular device associated with the Flying Blue frequent Program also seems problematic (Nahavandiet al. 2015). The major limitation underlies in the fact that the system only activates at the time of checking in the flight with the flying blue account of the customer. The technology can not benefit the customers who are not the members of the Flying blue frequent programme.

FLEET

Vanderlande has designed FLEET that has been one of the evolutionary baggage handling designs of contemporary times. The chief purpose of FLEET is to provide a future proof baggage logistics. The design has utilized intelligent autonomous vehicle technology and its success lies in its capability of replacing the conveyors and the sorting systems that make the baggage handling process at airport more complex as Camilleri (2018) has mentioned. The automatic vehicles can carry a single bag individually and determines the optimal route through an airport. The energy consumption of FLEET is also 50% as compared to the traditional baggage handling system. The design aligns with the environmental guidelines of the industry as well due to its less power consumption and as the vehicles can be recycled. As per Vanderlande FLEET has the credential to offer end to end solution for baggage transportation service at airports.

Future of baggage handling

Snook (2017) has pondered upon a report of SITA that claims the luggage of the passengers are less likely to be lost in the coming years. SITA has emphasized on the factor of technological advancement that has helped in reducing the number of mishandled bags by 21.2%. At the check-in points as discussed earlier, the bags are tagged with a barcode which are used in order to track the bags (Briceet al. 2015). British Airways had tested digital bag tag that enables the passengers to track their baggage themselves. After the bags leaving the passengers, the baggage is routed through X-ray machines and other security devices. Heathrow airport has attempted to develop a new baggage handling systems that uses one terminal at Terminal 3, which is known as T3IB. The success of the process can ensure this to be the most modern baggage facility in Europe. As per the claims of the airport the system can be capable of handling 110 million bags every year. Guptaet al. (2016) have mentioned that in order to cope with the expected surge in demand, it is possible for the airports to either expand or become more efficient. For the baggage handling as Khongand Yanagi (2018) noticed the systems that are used currently need to be seamless and less liable for any possible malfunction.

As far as the RFID technology is concerned it is expected that the no-read tags are to be developed further and the RFID tags can be embedded in the luggage. Furthermore, it is important to understand the capability of artificial intelligence and robotics in changing the baggage handling complications of airports. For future, Alsyouf (2018) states that the bag drop-off is going to be more intelligent with intelligent machines like Leo which is a fully autonomous robot that can take off at airports. Leo that is a completely autonomous robot that will be used in the check-in and print bag tags as well as transporting the bags to the desired location (Vanderlande.com. 2018).

It has also identified the importance of designing more reliable as well as stronger belts that can help in extending service life and reduce the risk of failure. Kalakouet al (2015) concentrating more on the changing dynamics of the passenger processes has indicated the short term and the long term developments of airport technology. In the findings, the researchers have mentioned that the key technologies that are to be affecting the central passenger processing function are identity management and biometrics. It indicates restructuring of the airport terminals as well. Similar toKalakouet al (2015), Ashgar (2016) has also identified the trend of smart phone applications and Big Data analytics. The case study of Lisbon Portela airport used by Kalakouet al (2015) reflects upon the success regarding the reduction of the process times of passenger check-in and the security checkpoints with the help of passenger facilitation process. Again the case study supports the perspective of Yonget al (2016) that the future of baggage handling in airports is going to be more customer-centric and thus the moot focus is going to be on the satisfaction of the passengers. From the current trends, Ashgar (2016) has identified that the future processes are going to be more customer centric and can reflect self service facility at the airports.

Leo is another new development in the baggage handling that can transform the future of baggage handling at airports. Leo that is a fully automatic baggage robot was trialled at Geneva airport last year and it is currently being trialled at different airports around the world (Todd. 2016). Leo has demonstrated that robotics can help in achieving more effective, secure and smarter baggage handling according to Serofontein. With the help of Leo and such robots, it is possible to create a more secure and smarter baggage handling. It has the capacity to limit the number of bags and trolleys in the terminal. Therefore using robots like Leo can help the airports to accommodate a growing number of passengers and can reduce the congestion as well. With the reduction of congestion automatically the airport navigation becomes easier and it helps in the spatial development of the terminals as well.

Advantages of the advanced baggage check in systems

Jarvis (2017) has discussed the futuristic designs and the technologically advanced baggage handling systems have several advantages as follows:

• According to SITA’s vice president the bag tracking technology that is the part of the advanced baggage handling system makes sure that the passengers’ checked baggage makes the same journey and reaches safely at the destination. Therefore, in reduces the number of mishandled bags.
• BagJourney designed by SITA helps the airlines and airports to become compliant with Resolution 753 as well as it provides necessary assistance regarding the case of a passenger’s baggage make onto the aircraft
• Self-service check ins are more preferred by the passengers and as per the IT Trends Survey of SITA 91% passengers have been identified to be using self-service technology in order to check-in (SITA2015).
• As Chapman explained the touch less check in introduced in the Luton airport provides several airport benefits and that are increased terminal efficiency as well as baggage system
• Other airport benefits include ancillary revenue uplift, decreased handling costs as well as improved customer satisfaction
• It helps in reducing the queue times and the process is simpler than the traditional baggage handling process

Advanced baggage handling with the help of automation, information technology and artificial intelligence, it is possible to provide the passengers with a better airport experience that SITA is looking for (SITA 2013). The advanced baggage handling system indicates using new materials in the baggage belts that can reduce friction and thereby automatically decreases power consumption. Apart from the initial installation cost, the system is overall cost effective and simpler to handle. The success can be supported by the example of Etihad Airways that with the help of BagJourney technology has carried 24.5 million bags each year across 8,500 scheduled passenger flights, has significantly reduced the mishandled bags by 20% and also has closed cases of almost 90% mishandled baggage cases (International Airport Review. 2018).

Figure 2: Check in process

(Source: Loskot and Ball, 2015)

From the above figure, the INT to DOM Transiting passenger flow the check-in process of the Luton airport can be understood. Looking at the traditional check in process it can be stated that the touch less kiosk being appointed at the check-in terminals is more convenient and secure as well. 

Figure 3: Self-service kiosk

(Source: International Airport Review. 2018)

The touch less self service kiosks can significantly help in reducing congestion at the check in terminal and makes the check-in bag dispatching seamless for both the baggage staff and the passengers. 

Case study of Luton airport

Luton airport of UK has recently been successful in reducing the passenger check in times with the help of first touch less bag drop at the airport. Airport Technology (2018) has mentioned that the new system has significantly streamlined and simplified the baggage check-in process (Alsyoufet al. 2018). Kim Kennedy the senior manager of Passenger services has commented that the organization is investing £ 110 million in order to transform the customer experience.

The Luton self-service bag drop from Rockwell Collins is a two step approach. In the first stage, the customers use their reference number to print a boarding card as well as for printing a tag. Once the baggage is tagged, the baggage is taken to the self-service kiosk and the bag is being dispatched automatically. Both the customers and staff have praised the new system and according to Airport Technology (2018) Luton have taken a significant step in order to enhance customer experience through increasing the processing speed. Due to the easier approach of the system, it has been easier for the ground staff to be more customers centric and proactive. In 2017 Daily Mail other media articles identified the callousness of the baggage handlers at Luton airport and it affected the reputation of the airport as well. Therefore, self service and the automatic baggage handling system can resolve the issue as well. The touch less T-series bag drop automatically detects the tag that is attached, whether the weight is correct or not and then it dispatches the bag automatically and it does not require the passenger to touch any button or screen. The Airport Systems Developer Rockwell Collins the pioneer of the touch less bag drop system at the airport has mentioned that the chief purpose of the Airport Systems is to enhance the travel experience of each passenger.

Gaps identified in the literature

From the evaluation of the existing literature regarding the issue of baggage transportation at the airport, it has been identified that most of the researchers have successfully identified the areas of baggage flow process that requires change. On the other hand, the failure of the Denver airport in automating the baggage handling process has been highlighted in order to bring forth the loopholes of the automation. However, it has been noticed that the practical implementation of automation in solving the problem of space and customer experience have not been discussed. However, several researchers have brought forth the designs that can be able end the possibility of mishandling of baggage at airports.

Summary

In the chapter from the eminent studies, the loopholes of the previous baggage systems have been identified with the help of examples from the reports of SITA. The need of introducing new technology in the baggage handling is an universal perspective of most of the articles and the possible future directions of the current baggage transportation process at the airports have been examined in the light of several airports like Luton. The most advanced technologies that have been utilized by the airports have been evaluated in order to understand the evolution of the baggage flow processing at the airport.

Research methodology

Introduction

This chapter of the study sheds light on the tools and techniques that have been used to understand the current and the future ways of transporting baggage to the airports. It is important to have a particular framework for a specific research. The framework used for the research has been discussed in the chapter that can pave the path further for the analysis and discussion of the obtained data. The systematic plan of the complete research procedure has been elaborately explained in the chapter in order to understand the validity of the data and the importance of selecting the chosen techniques for the research. In this section of the thesis, after understanding the current measures of Luton airport and the current trends in the baggage handling system in the previous chapter, the time space and cost for implementing a system that can separate the baggage system from the customer has to be analyzed. Therefore, an end-to-end approach is considered in order to extend the baggage system beyond airport terminal.

Research type

A research can be conducted based on two types of data and that are primary data and secondary data. Selection of a specific data type depends on the nature of the research and the objectives and the research questions as well. For this particular study both primary and secondary research have been conducted.

The chief reason for not discarding secondary research is the importance of understanding current trends in the baggage handling. Several researchers have pondered upon the possibility of redesigning airport terminals which can be done with the help of separating the baggage system from the passengers. The required technology, design, resources and infrastructure have been understood from understanding of several contemporary changed design of baggage transportation processes used in upgraded airports like Luton. On the other hand, in order to understand the possibility of changing the baggage transportation system for better passenger experience primary research has been significant.

Research approach

Baggage handling system has been an integral part of the airport, but in order to reduce the congestion, it is important to identify a new system or suggest a new process for baggage transportation. The technological advancement needs to be utilized in order to make the baggage handling process more efficient. Therefore, it is important to select a particular research approach that can help in understanding how a new baggage transportation process can be followed in order to separate the baggage system from the passengers throughout their journey. As the study has focussed upon instances from the baggage transportation processes used by different airport in order to identify whether it is possible for LLA to separate the baggage system from the passenger, inductive approach has been selected to be the appropriate research approach for the study.

Inductive approach is important for the study has it provides the scope of establishing a new fact from the available examples. In this case instances of the different baggage transportation system are to be used in order to establish a new baggage transportation process that can be applied by LLA.

Research design

Selection of a particular research design requires close speculation of the chosen research approach. Aligning with the inductive research approach, exploratory research design has been selected. Exploratory research design provides the scope of a process oriented research. Therefore, it has been considered to be appropriate in order to identify the possibility of moving the baggage processes away from the airport. Along with that for Luton airport, if it is possible to move the baggage handling process out of the airport in near future.

Data collection method

Data collection method varies with the type of the data that has been used in the Assignment of the study. Data collection method is categorized in two segments and that are primary data collection method and secondary data collection method. As this study have utilized both types of data in order to attain the objectives of the study, primary and secondary both types of data collection methods have been utilized.

For gathering, the primary data interview with the Luton airport baggage staff has been considered to be appropriate. On the other hand, in order to gather secondary data relevant internet sources have been considered along with recent SITA reports, journal articles on baggage system of airport and the patents of International Airport review.

Research strategy

Primary research has been conducted with the help of interview data collection strategy. A semi-structured interview is considered to be appropriate. In order to understand the current baggage transportation process and the new developments in the baggage handling by Luton airport interviews have been conducted with the baggage staff of the airport. Along with gaining close insight of the baggage handling system used in the airport, the interview has also been helpful in understanding the impact of implementation of new baggage process models on the airport staff. As airport is an operational environment it is important to understand the challenges faced by the baggage handling staff. Identification of the challenges can help in suggesting the functional transitions, mitigations and contingency facilities.

Sampling method

• Sampling technique

Purposive, stratified sampling has been used for selecting the respondents for the interview. The method of sampling has used in order to select the particular respondents from the sample population (baggage staff of Luton airport) who can provide deeper insight into the futuristic baggage designing possibilities for the airport to move away the baggage handling system from the airport.

• Sample population

Sample population is the baggage handling staff of Luton airport. As the case study that has been chosen for the research is of Luton airport and the baggage handling staff of Luton airport can provide necessary details regarding the recent developments and measures undertaken by the authors and can also inform the impact of the implementing the technological advancement in the baggage handling process.

• Sample size

10 staff have been selected for the interview considering the time span and availability of respondents for the interview.

Flow charts

In order to understand the possibility of separating the baggage from the passengers and the time point when the baggage can be separated from the passengers process flow charts have been used. The passenger flow process can help in understanding the particular time point when the baggage can be separated from the passengers. The elements of the flow are associated with the existing practice of Luton airport. With the help of separated flow process, the stress points are to be identified as well as the potential bag drop locations in case of separating the baggage system from the passengers.

Figure 4: Baggage transportation process

(Source: Mallicket al. 2018)

Flow drivers

There are certain factors that are to be treated as the chief parameters for assessing whether it is possible for LLA in near future to implement a baggage handling system that can separately operate the baggage from the passengers throughout their travel. The possible bag drop points are to be identified in terms of cost, time and space.

Data analysis technique

In order to obtain necessary results out of the findings and the collected data, it is important to rely upon a particular data analysis technique. The data analysis technique can be of three types and that are quantitative data analysis technique, qualitative data analysis technique and the mixed method of data analysis. Each of the data analysis techniques provides a particular manner of representing the analyzed results. For the current study mixed method of data analysis technique has been used.

The interview answers are to be analyzed using the qualitative data analysis technique. The particular technique has been selected as it provides ample scope of evaluating the perspectives of the respondents in an in depth manner. On the other hand, the quantitative data analysis technique has been used in order toanalyze the flow matrix in terms of the flow drivers. It is important to note that the baggage transportation flow process needs to analyzed with the mixed method considering the parameters and the cost, time and space analysis of the system that LLA can utilize in order to separate the baggage from the passengers in recent years. Content analysis of the available designs regarding establishing separate baggage transportation for LLA has also been provided.

Ethical considerations

It is important to conduct a research acknowledging the requisite ethical factors associated with the research. As primary research has been an important part of the research and interview has been involved, therefore, the confidentiality of the respondents has been taken into consideration. The answers provided by the respondents have not been manipulated or altered in order to cater the requirements of the study. The secondary data that has been used are acknowledged and no data gathered from Luton airport baggage handling system has been used for commercial use but solely for the academic purpose of the research. The gathered data has been protected under the Data Protection Act of 1999.

Summary

In the chapter, the plan of the research has been discussed in details. It is important to discuss the tools and techniques of the research in order to understand the progression of further chapters. Thus, the chapter has paved the path for presenting the findings and analyzing the gathered data.

Findings and Analysis

Introduction

In this chapter, the findings have been summarized in accordance with the objectives and the research questions and the findings have been analyzed closely in order to understand the future ways of baggage transportation that can help in taking the baggage handling system outside the terminal in order to utilize the terminal space. The chief purpose is to analyze and evaluate the ways through which the baggage system can be eliminated from the passengers from home to destination. In this chapter different case studies have been analysed in order to understand the current baggage handling trends that indicate separating baggage handling from the airport terminals.

Scenario analysis

Scenario matrix of the process flow drivers

Figure 5: Scenario matrix

(Source: Self-developed)

Scenarios for separating the baggage from the passenger

In this section, the 10 scenarios are illustrated in the matrix provided with the suitable weightage flow. The color-coding enables the comprehension of the factors, which play the relevant role in the baggage separation prospect from the passenger.

Scenario 1: Home to 1st Transit Departure

As illustrated in the Scenario Matrix, it may be reasonable to state that the separation of the baggages from the passengers in the entire Assignment of the commute from the Home of the Passenger to the first Transit does not appear as desirable. This is because of the cost-ineffectiveness associated with the ticket and passport control procedures. Additionally, the PAX convenience factors will also affect the appropriateness of this scenario, as in case of increased PAX on the baggage separation during the commute will make it difficult for the passenger to keep the track of his or her luggage.

Scenario 2: Home to 2nd Transit Departure

Considering the fact that it will entail the traditional methods transportation of the baggage and luggage of the passengers from Home to the first Transit and then the separation of the luggage from the passengers must take place at the 2nd Transit Departure. This is observed to be a more hassled procedure to incorporate and is equally cost-ineffective for the passengers. However, it is comparatively less problematic in terms of PAX convenience and space that will be occupied. Nonetheless, it is still undesirable in comparison to the first scenario.

Scenario 3: 1st Transit Departure to Baggage Building of Departing Airport

The major factors that impact the desirability of this scenario are the Cost and the PAX Convenience associated with the commute of the passengers from the 1st transit Departure to the Baggage Building of the Departing Airport. This is because the space of the commute will be a minimal factor considering the small distance that will be covered in this scenario. However, the PAX convenience will be a major factor as the passengers may have to wait for longer time to ensure the transfer of their baggage. Hence, it may be seen as the self-connection of the passengers with the luggage transportation.

Scenario 4: 2nd Transit Departure to Baggage Building of Departing Airport

The scenario involves the linear transfer of the baggage within the Airport premises and involves re-check procedures of the luggage and the bags by the passengers. This is also observed to be an expensive procedure and offer inconvenience to the passengers which makes it a less suitable choice. According to the scenario, cost and pax convenience is very ineffective and difficult to levy for such kind of transport. However, the space and business potentials would be convenient in near future.

Scenario 5: Baggage Building of Departing Airport to Baggage Building of Arrival Airport

This specific transfer of baggage from the Departing Airport point to the Baggage building of the Arrival Airport is affected greatly by the factors like cost, PAX convenience and Operational Flexibility. This scenario suits the Operational flexibility, as less amount of inconvenience with the commute of the luggage is associated and is a comparatively more preferred scenario.

Scenario 6: Baggage Building of Arrival Airport to first Transit Arrival

The separation of the baggage from the Arrival Airport to the first Transit Arrival indicates that Cost is not a governing factor, as it does not require additional payments from the passengers for the commute of the luggage and bags. The transportation charge is covered in the existing ticket and Airport charges. However, delays in the transportation may be caused in this scenario, which can lead to passenger inconvenience and is a comparatively less desirable scenario. The cost for the scenario seems continuing process where there is scope of additional cost to improve baggage transport in this transmit. Moreover, the space, pax convenience and operational flexibility is sufficient in its current process with no need for additional input.

Scenario 7: Baggage Building of Arrival Airport to second Transit Arrival

The scenario 7 is similar in its approach with scenario 6, except in the operational flexibility. This is substantiated by the fact that passengers will reach the second Transit Arrival, which will make the further bag transport responsibility of the passenger. In case of operational flexibility, the airport would implement further operational input to enrich baggage transport process.

Scenario 8: 1st Transit Arrival to Final Destination

The separation of the luggage and bags from the Passengers from the very first Transit level to the Final Destination is observed to affect majorly from the cost factor and has a great amount of practicality attached with this. This makes this scenario comparatively more desirable than the others do.

Scenario 9: 2nd Transit Arrival to Final Destination

The extent to which the cost factor affecting the commute of the bags from the 2nd Transit Arrival to the Final Destination is similar to that of the previous scenario. There is no identifiable distinction between Scenarios 8 and 9, except in the operational flexibility.

Scenario 10: Home to Final Destination Case study analysis

This scenario is the ideal scenario where the passengers will be free from luggage transportation and the third party will be responsible for the transportation of the luggage. However, this is expensive and effective Operational flexibility will be ensured that will facilitate the revenue generation along with customer satisfaction from the services offered.

Matrix of the overall flow process

Figure 6: Overall flow process matrix

(Source: Self-developed)

Separate baggage transportation

The most used and feasible process concerned with the separate baggage transportation is the through the third party forwarders. The variants of the new Airbus A350 and the aircraft have reported the volumetric and structural cargo payloads of upto 52 tons that is additional to the luggage and the passenger. The cargo is consolidated by the third party forwarders and the average revenue in each kilogram of cargo delivery is calculated as follows:

CW1 < CW2 < . . . are cargo weights

TRF1 >TRF2 > . . . are the corresponding tariffs. The tariffs can bedetermined through bids for the available carrier capacity.

considering the possibility of baggage free travelling in future, it is important look at the regulation of IATA and the general conditions of carriage has indicated that the checked baggage is to be carried on the same aircraft along with the passengers, unless the carrier that to be impractical. In that case, the carrier is to carry the luggage on carrier’s next flight that would depend on the availability of space. The implementation aspects of dissociating passenger travel and baggage delivery can be understood from the following equation that has been done considering the journey of a single passenger.

1. The point of origin of the passenger denoted as P (possibilities: passenger’s home, work place, a hotel)
2. Passenger’s destination: a hotel or home in the return journey
3. P leaves the origin at T₀ for the departure at time T_1. P reaches destination at time T₃ after (T₂-T₁) at flight.
4. The additional events that are associated with the times are E₀, E₁, E₂ and E₃.

E₀, E₁, E₂ and E₃ are occurring at times T₀ + ∆T₀, T₁ + ∆T₁, T₂ + ∆T₂ and T₃ + ∆T₃, respectively as per the figure below;

Figure 7: Time and events map

(Source: Self-developed)

E₀ : Baggage being sent from the origin to departure airport

E₁ : Baggage being delivered to the airport

E₂ : Baggage being delivered to the arrival airport

E₃ : Baggage being collected by the passenger

As far as the current system is concerned, passenger travel and the baggage delivery is conducted in synchronized manner, therefore, ∆T_iis 0, for all i= 0, 1,2, 3.

If the two systems are separated the events are likely to occur before or after the current corresponding times (i.e,  ∆T_i≠ 0) and it implies that the new AT (Airport Transportation) system to be more convenient and it can significantly improve the passenger experience.

Baggage delivery strategies:

The conceptually simple factor of baggage delivery and the passenger travel requires a complex implementation in practical due to the constraint of the strict AT regulations and AT safety and security. It is important to consider the factor that the complete process requires definition of the baggage ownership all the time (Loskot and Ball, 2015). Passenger travel includes three different segments and that are journey to and from the airport, the air travel between the departure and destination airport. As far as the passenger and baggage disassociation at the ground level is concerned, it is specific as it does not include the air travel. Therefore, it is possible that the third parties can provide a new travel service to deliver the passenger luggage to and from the airport that implies services like AirPortr in which prior to departure, passengers only needs to drop off their baggage at a decided collection point or a service can be arranged that can collect their baggage from suitable premises. The process is likely to enhance the passenger experience as passengers can travel without any hassle to the departure airport. At the destination airport, a third party can be assigned in order to provide a new delivery service for the baggage to the selected destination. The process is more likely to simplify the passenger travel from the airport.

The complexity lies in the air-travelling segment. Within the air segment dissociation of the passenger and the baggage delivery is a complex procedure as it demands changes in the current operating system as well as the current airline and airport regulations and procedures. However, unlike the ground segment, in order to separate the passengers from the baggage at the air travel segment, technological feasibility and infrastructure are more suitable. The changes that are required are majorly related to the baggage handling and the logistics (Reece and Marinov, 2015). The aircraft optimization is possible with the consideration of an AT network segment that consists an original airport, a destination airport and a stop over airport. It is possible to arrange multiple stop over points, however, in this case the analysis is considering the scenario for a single stop over airport.

Figure 8: Origin, stopover and destination point mapping

(Source: Loskot and Ball, 2015)

As suggested by Loskot and Ball (2015) the model in the above figure can be optimized by the airports for baggage free travelling facility. If passengers (P) aretravelling from the origin to a destination airport with p₁ passengers on the direct flight and the p₂ = (P- p₁) are stopover passengers. The corresponding baggage volume has been denoted as b = b1 + b2, and the cargo volume as c = c1 + c2.

The passenger numbers are assumed as p1 and p2 on the respective flights and that are fixed. Provided possibility of disassociating the passengers and their baggage the goal is to optimize loading of each flight.

Luton airport

Flow process analysis

The existing baggage and the passenger flow typically at the check-in point the baggage is collected after the passengers dispatch them the self service kiosks. The baggage being tagged and passed the security checks at the security terminal is typically done as computer generated tags are affixed to the bags. The inconvenience that has been identified is associated with the checking baggage after the passengers disembark an aircraft in the destination point. The problem with the baggage transported separately from the passengers is largely associated with time. As it has been identified in case of Etihaad airways that provides separate baggage transportation service to the passengers. The passengers often has to wait at the baggage carousels for their baggage to reach.

It is imperative to mention that the inclusion of a transfer airport between the arrival and the departure terminal is possible for Luton airport. In that case, the local means of transportation like bus, train or tube is required as the connector that connects the home and the destination airport. The possibility of a connector depends on the home and the destination point. For the international flights including such connector can be apparently difficult and expensive as well. Therefore, the process no longer remains cost-effective.

Figure 8: Luton Dart service

(Source: van Zylet al. 2017)

From the above figure, the efficiency of the Luton Dart service indicates that at the Luton Airport Parkway the baggage is collected through the dart service from the customers and it directly reaches the terminal and from the Car park the passengers enter at terminal 1 directly.

Figure 9: The flow process

(Source: Yang and Santonino, 2016)

The figure illustrates the flow process that is followed once the passengers enter the first terminal. From the flow chart from the process of the baggage flow and the passenger flow from the check in terminal to the destination can be understood.

Therefore the final phase of the baggage reconciliation with the passengers can be identified from the flow chart below:

Figure 10: Baggage reconciliation process

(Source: Smahel, 2017)

Discussions

Introduction

From the interview with the baggage staff and the planners as well as the architects the possibility of further technological development of Luton airport has been identified. The chief findings in terms of the research objectives and the research questions have been summarized in the chapter. The recent technological implementation of LLA has been analyzed in respect to Resolution 753 in order to identify the possibility of the airport of introducing a baggage transportation system moved out of the airport.

Findings

Progress on the standards to support the digital luggage developments in Luton Airport

From the analysis of the baggage process in the previous chapter, the results of the new developments implemented in the airport in order to ensure ease of operation and enhanced satisfaction of the passengers, it can be stated the checking process and the security process offered by LLA indicates some of the best practices in the industry.

Check in process

• Self-service bag drop

The revolutionary change in the check in process has been achieved by LLA with the implementation of touch less self service check in points at the terminal. The airport already had dart system that could separate the baggage from the passengers at the point of arrival at the airport. The city check-in practice has already proved to be beneficial for the airport as it reduced the traffic and allowed flexibility to the passengers at the time of travelling. Alsyouf et al. (2018) has identified that it has proved to be cost efficient for the airports as well. However, the chief problem that was largely associated with the city check in was the bag drop as it was uncertain for the passengers. With the help of on board dirt Luton partially solved the problem earlier. However, with the help of AirPortr the baggage transportation can be easier. On the other hand, the self-check in process that has been introduced by the several US airlines have self-check-in process that allows the passengers with bags to check-in at the self-service kiosks with baggage. In case of Luton airport the baggage is separated from the passengers before they check in. at Luton airport the self-service bag drop has taken a step further with the implementation of the touch less T-Series bag drop process that has simplified the baggage check-in process.

• Web check in

Another breakthrough that LLA has achieved in the check in process is the web check in facility. Online check in or the web check in available 36 hours before the departure and it has further simplified the check in process with focus on reducing time and queues at the airport. Online check in is more feasible to the passengers who are travelling without any heavy baggage as this provides the scope to the boarders of direct boarding after security check.

For implementing robots at the baggage drop off point, the customers can move towards self-service check in points after their baggage being moved at the check in point by the robots where through the touch less baggage system the baggage are to be checked and weighed.

Security measures

The traditional security check process of the baggage and the passenger in Luton hhas become more proactive with the help of fast-track security passes. The pre-bookimng online of the fast track service saves queuing time. Once a passenger shows the fast track pass at the security the passenger is directed to the appropriate station and it helps the passengers to skip the airport rush hour. However, it is important to note that in 2018 the security restrictions have emphasized on improving the check point security at the airports with the help of 3D scanners.

Therefore, from the technological implementation in the recent years suggest that, the digital luggage development is possible in the Airport. LLA has digitalized the check in and the security system. On the other hand, it has also invested in automating the baggage handling process with the help of touch less check in points that includes baggage being checked and sorted without any baggage handling staff. Therefore, it can be stated that LLA can further improve their luggage transportation system from the dart services to the automated robots that can help in the digitalization of luggage handling of LLA.

The challenges faced by LLA in relation to satisfy the Resolution 753

IATA Resolution 753 came into effect in June 2018 and thus the airports got one year to comply with the standards in order to reduce the problem of baggage handling. In order to comply with the enforcements, airports have encountered significant challenges in terms of workforce management, incorporation of the necessary technological changes as well as changing the baggage handling procedure. From the interview with the baggage department staff of LLA which has been attached in the appendix, the possible challenges of that LLA might face can be evaluated. In this regard, it is important to note that the staffs have identified the problem removing the baggage facilities from the terminal into a logistic function building. The process according to the baggage staff is not convenient for the passengers. As far as the technological development of screening technology is concerned, LLA has already combined level 1 & 2 as well as level 3 & 4 screening technology and the airport had both the time and space that allowed them go through the challenge of technological change effectively. In order to comply with IATA Resolution 753, it has become mandatory for the airports to monitor both the acquisition and the delivery of the baggage in case of custody changes. The off loading process for the passenger reclaim and it has put extensive demand on the automatic tag reading (ATR). The challenge has also been dealt by LLA as they have installed the systems such as e-tags, bagTags and the automated touch less baggage handling system.

Progress towards the baggage free travel

Currently the concept of baggage free travel has been partially fulfilled in LLA as the airport has dart system that carries the baggage to the check in terminal from the bag drop off point. However, the baggage staff could not indicate any possibility of direct transporting of the baggage as the airport is not looking forward to short haul and legacy long-haul interlining and could not specify whether the process can problematize the transfer complexities. Therefore, although the airport has implemented Rockwell Collins’ Self Service Airport solutions and the new auto bag drop terminals have transformed the passenger experience, LLA does not have external systems like cargo transfer or aircraft transfer of the baggage. However, ARNIC SmartBag has helped LLA to comply with IATA Resolution 753 and therefore, the customers can track their bags. As far as moving the baggage management system out of the airport is concerned, the airport baggage staff could not provide enough insight to the such planning. The baggage free travel is possible if the passenger ships the baggage as far as Luton is concerned, LLA does not provide facilities like separate baggage shipment.

Technology

Leo and automated robots

The automated robots for seamless baggage handling and minimizing the mishandling risks have been already introduced by SITA. Both SITA and bluebotics have utilized the virtue of artificial intelligence and has built Leo. Leo has been designed to handle the bags and it has the ability to check in, print tags as well as transporting a single bag each time. The self automated robots can be an option for decreasing the functional problems of manual baggage handling at Luton.

Figure 11: Leo and automated robots

(Source: SITA 2013)

On the other hand, application of such technology can be used at the bag dropping terminal of the Luton airport as identified in figure 11 where it has been identified the dart service of Luton is responsible to transport the baggage at the baggage drop point. Thus, the dart can be replaced by the automated robots and in this ideal scenario, the baggage can be dropped off by the passengers at the drop off point, after which the automated robots can pick up the baggage and transport them using the connector passage to the check-in terminal. This technological innovation has the capability to ensure mobility and space efficient as well as which can be effectively utilized in order to combat the current challenges that are faced by Luton.

AirPortr service

AirPortr, which is a London based luggage delivery service, has been designed to ensure same day luggage delivery. London Heathrow and Gatwick have already utilized the service. Luton cam collaborate with AirPortr service in order to ensure that the baggage of the passengers are delivered to the destination. This service ensures bag free travelling for the passengers. The planned service can deliver the luggage of the passengers to the hotels, offices and the homes as addressed by the passenger. The facility can be availed by the passengers simply through online booking. If Luton collaborates with AirPortr the facility can be added in their airport services where they can take the initiative to conduct booking for passengers and the automated robots can drop the bags at the booth. The service is secure with its tracking feature, that allows the passengers to track the location of their baggage with the help of mobile GPS.

Touch less self service kiosk

The T-series bag drop at the Luton airport can significantly minimize the complexity of the check in process that is used traditionally. The touch less bag drop has been designed to automatically detect the tag that is attached and dispatches the bag after checking if the weight of the bag is correct. In this case, the passenger or the service staff do not need to touch the screen or any button. Another important feature of the Touch less self service facility is that, it has audio prompts for the visually impaired passengers. However, the touch less bag drop solution is inside the terminal and although it has managed to provide a simplified baggage check-in process, the baggage handling system could not be moved out of the check-in terminal. Therefore, the terminal space is not completely free to be utilized for other services. However, it has managed to streamline the process and thus it through the installation space problem at the check in terminal could be resolved to certain extent.  

Payment kiosks

Luton airport is looking forward to introduce the self-service payment kiosks as well for payments at the check in terminal. It is developed along with the touch less self service kiosks and designed in a manner that can accept payments for additional services.

Convenience of passenger

It has already been identified that in order to increase the level of travel experience of the passengers, it is necessary to provide the passengers several choices. Therefore, for the convenience of the passengers it is important to provide them the choice so that they can select the process of their baggage handling. As per the 2016 Passenger Survey report of SITA it could be identified that 55% of the passengers use technology and 85% of the passengers are satisfied with the experience (Airport Technology. 2018). As IATA resolution 753 has emphasized on the enhanced customer experience and thus it is important for Luton airport to invest into self service facilities at the check in points in order to enhance customer experience. Therefore, with the initiative of Luton installing the touch less self-service kiosks and the payment kiosk at the check in terminal the process is going to become more seamless as the complications of the multiple operators handling bags have been replaced with a more centralized baggage handling system.

The AirPortr services and the baggage dropping services can further help passengers to move without the bags that indicate passengers can travel freely. On the other hand, with the help of self-tracking baggage facilities available the passengers can also track their baggage as well. Although such facilities are available it is important to note that the tracking facility with the inbuilt bag tags and the e-tags has been available to limited number of passengers as the passengers who travel frequently are members of the blue tag system of the airport (Yang and Santonino, 2016). On the one hand, it indicates the feasibility of availing the option of blue tags for the passengers. However, in order to keep more passengers under the facility it is important for the airport to take the initiative to provide more membership options for different types of travellers.

Security measures

One of the chief challenges of the aviation industry is to align with the security concerns and it has further emerged the need of initiate advanced scanning infrastructure that can not be breached easily. As far as the Drop and Go concept is concerned that is more convenient for the passengers, EDS system is used along with two ETDs for the alarm resolution (Lykkegaardet al. 2015). The requisites of the system are more likely to be installed as the system requires less staff with baggage being screened at a Central place  this configuration with the TSA system for unlocking the baggage in order to meet the requirement for physical inspection, is mostly used in the airports of US. However, Luton airport offers a fast track service that can be booked online and it helps in saving the time of security checks at the airport. The mandatory checking points can be identified from the following figure.

Figure 11: IATA suggested mandatory tracking points

(Source: International Airport Review. 2018)

Time and space

Time: The technological counterfeits that have been identified in terms of replacing human labour significantly help in reducing the time. To be specific it can be stated that, the automated robots handling the baggage and transporting the baggage from the drop off point to the baggage terminal is more feasible in terms of time. Considering the ideal scenario of check in as suggested by the author that implies use of robots for baggage handling instead of dirt services, touch less self service check in and use of cargo aircrafts for sending the baggage to the destination since the arrival of the passengers would save 89% less time at the primary process (Yang and Santonino, 2016).

Space: With the implementation of automated robots and the self check in process, it is possible to save 58% space at the peak hours as the conventional baggage handling system is being replaced (Yang and Santonino, 2016).

Figure 12: Reduction of time and space

(Source: Yang and Santonino, 2016)

Implications and Recommendations

The dissociation of the baggage delivery for the air travel part can be done without minimum challenges by minimum number of stop over airports. It is important to note that all baggage needs to be delivered on the direct flights between the airport hubs and baggage delivery on the flights. Delivering the baggage over the flights with minimum number of stop over airports helps in relieving the baggage load congestion and thus it also needs to be considered the importance of selecting the baggage route. Route baggage over the direct flights needs to chosen whenever possible and when the destination airport is a large air travel hub.

The suggested dissociation of passenger travel and the baggage delivery is directly associated with the IATA InBag program that is associated with the baggage process across the industry. The chief objective of separating the baggage from the passengers over the whole journey can be conducted by simplifying and automating the processes along with minimizing the response time. Baggage separation from the passengers can be routed more directly to the destination that indicates streamlining the its delivery at the AT networks. It can be highly suggested that airports like Luton can collaborate to deliver the baggage several times a day, with the help of dedicated cargo flights, at least at the major airport hubs.

The airlines and the airports can select the delivery of the baggage to and from the airports with the help of support delivery baggage and it is suggested to simplify the check-in process to a large extent. Baggage dissociation will encourage new aircraft designs. The passenger only aircrafts would be faster to load and unload and can accommodate more passengers as well. Thus, baggage free journey can be a promising step in order to establish a more sustainable future Air transport.

Conclusion

Summary

It is a relative exaggeration to mention that the fundamental aim of the study is to introspect and analyze how the baggage and cargo system of the airport management system can be separated utilizing the space for further accommodations of the passenger. In this regard, the current suite has been able to provide several simulated scenarios which might assist the contemporary airport system to accomplish a circumvent baggage transfer system. In order to derive that, it is a relative exaggeration to mention that, the apprehensions of the study happens to be framed upon the corollaries of Luton London Airport (LLA) case study. Furthermore, this study has been able to suggest through simulated frameworks and algorithms that how the cargo transfer system can be separated entirely from the airport system.

In order to embark on such a disintegrated baggage system, the study happens to consult several critical studies in the Assignment of accomplishing such zenith. In this regard, the study also embarks into several comparative assessment of the integrated baggage transfer system along with the old school baggage transfer system. In this Assignment of study, the solutions provided by the study happens to suggest a baggage transfer system which the passengers will avail immediately after reaching the destination.

Limitations

The suggested implementation strategy is critical as it indicates combating significant challenges. The chief challenge associated with the dissociation of baggage is the security, as it requires involvement of the third party. The limitations of the particular study lies in the fact that, the interview with the baggage staff provided limited information regarding the possibility of having a baggage transportation system completely separated from the airport. The concept has not been into much practices which has been a major challenge in understanding its feasibility with Luton airport.

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Appendix

RFID tags :

1. By how much has efficiency gone up in terms of mishandled bags?
2. Unit cost difference and affordability by smaller airports?
3. Will counterfoil tags to passengers be beneficial in tracking/mishandled situations?

No benefit, there is an IATA Resolution 753, which addresses this issue 

4. In case of checking in outside the terminal (city/home), is it possible to obtain reliable tagging?

This is something the industry is looking at.

BHS :

1. As airports generally need a custom fit baggage system, can prototyping of BHS be done? Also, as phasing and expansions at an airport is inevitable, could modular additions be done without much interruption to existing operation?

We have already embarked on feasibility study looking at this particular issue. It can be achieved with minimal disruption. 

2. How can operation and maintenance of BHS be made cost effective? Does the design of the terminal play a role in this aspect?

Indeed the design of the terminal does have a huge impact of the BHS, with the maintenance aspect of the system addressed at the design stage.

3. What is your opinion on removing baggage facilities from the terminal building into a separate logistic function building?

This would be problematic, as the customer would have to check the luggage in, and then make their way to the terminal building. We are trying to make the customer experience seamless and trouble free.

4. Is it possible to combine level 1& 2 and level 3 & 4 of screening technology? Is there a benefit of time or space in doing so?

This is already being done

5. Screening process to sensitive destinations is different to what extent? Responsible stakeholder?

Additional screening is the main difference. All luggage passes through the normal screening process. If an airline requires additional screening this is then carried out via a different system, which they supply and man.

6. Optimum throughput of baggage and impact of check-in reporting time for mishandled baggage (die back?)?
7. Impact of transfer baggage? Can this be sorted out by direct transporting? LCC short haul and legacy long-haul interlining will add to transfer complexities?

N/A

8. Larger terminals and satellite piers adversely affect the minimum connection time for baggage in case of transfer passengers

N/A

9. Any separate technology for out of gauge baggage?

The OOG baggage is subject to the same screening requirement as the main system. Standard 2, soon to be standard 3

10. Is baggage scanned again during transfer? At departure terminal, is the bag scanned as per finaldestination regulations or transfer point regulations?

N/A

11. In case of adopting new technologies from time to time, what motivates the airport financially?

Planners and architects :

1. Will baggage and passenger part for a longer or shorter interval in future air travel? (where ideally could they be separated and reunited in an entire process of home to home travel)
2. How viable is city bag drop concept keeping in mind of the size and location of the airports?
3. Is travel light the concept for future travel where baggage if necessary could be transported by a third party like courier etc.?
4. Can the growing security concerns be solved with technology at the same time reducing process requirements which implies spatial and cost benefits?
5. Rethinking the existing framework of travel process, how would you suggest to eliminate the requirement of vast spaces for baggage handling in the terminal?
6. Is the city check in process viable for smaller airports? What are the key points to be kept in mind for planning these infrastructure?
7. Does the geographic location of the airport influence the city check in concept?
8. What is your opinion on rethinking the existing process of check-in and BHS? Should security concerns restrict this perspective?
9. In case of baggage handling at city check in points, is the additional logistic facility feasible in terms of Capex and OPEX?
10. Who is the main stake holder for the city check in? If airlines, how is the integration of handling and security seen to?
11. From your experience is the passenger confident about parting with their bag at a different location and for a longer period of time?
12. If given a choice would passengers choose to keep the bag with them throughout the process? What practical difficulties do you see in implementing this?