Abstract:
A system and method track both passenger and baggage during passenger trips, improving trip security, reducing lost baggage, allowing remote baggage check-in and retrieval, and allowing billing and financial transactions among system users. A passenger identification code (PIC) identifies a passenger, a trip starting location, and both a carrier and a final destination. A baggage identification code (BIC) is assigned to each piece of a trackable baggage set. At the trip starting location the PIC and BIC are wirelessly transmitted to an integrated travel information system (ITIS) using a wireless electronic device (WED). At a trip segment end the ITIS locates the baggage set and directs it to a transportation vehicle located by the ITIS. The ITIS directs the passenger to the transportation vehicle via a WED message. The WED transmits an end-of-trip signal to the ITIS at the final destination.

Description:
CROSS-REFERENCE TO RELATED APPLICATIONS  
       [0001]     This application is a divisional of U.S. patent application Ser. No. 10/313,956 filed on Dec. 6, 2002. The disclosure of the above application is incorporated herein by reference. 
     
    
     FIELD  
       [0002]     The present invention relates to transportation systems and more specifically to a system and method to correlate a traveler to the traveler&#39;s baggage and track both over the course of a passenger trip.  
       BACKGROUND  
       [0003]     Passenger air transportation is generally viewed as a trip commencing at one airport and ending at another airport. Passengers generally check-in at the departure airport ticket counter or gate and check-in their baggage as well at the departure airport. A disadvantage of this system is that the passenger with all of the passenger&#39;s baggage is concentrated with a plurality of other passengers and their baggage into a finite quantity of check-in areas, and the time required to check-in travelers with their baggage increases with increasing passenger numbers. Passengers are often uninformed about changes to their flights, and airlines are unaware of passenger progress towards their flight. Security problems also exist, in part because it is difficult to ensure that bags are matched with the passenger on the aircraft, and passengers may also carry to the aircraft a greater volume of baggage in order to avoid having to check-in baggage with the airlines. Using carry-on baggage has its own drawbacks in that carry-on baggage has its own screening needs, consumes space within the aircraft in the overhead compartments and under the seating areas, and delays passenger loading.  
         [0004]     The airlines are also forced to deal with all aircraft checked baggage at the point of entry into the system, i.e., either at the curb-side check-in point or at the check-in terminal counters. This places the full burden of identifying, logging in and security checking each piece of baggage at the airport terminal. At the arrivals area of the terminal, passengers crowd into limited area baggage pickup zones to retrieve their baggage.  
         [0005]     A need therefore exists for a system which provides improved service to the passenger, reduces the congestion from passenger and baggage processing at departure terminals, provides better information to passengers and airlines, and facilitates security screening. A need also exists to improve the baggage pickup and passenger arrival coordination portions of a trip to reduce the congestion and security concerns at arrival terminals. The opportunity also exists to provide added value to the passenger and other system participants by facilitating transactions and information flow.  
       SUMMARY  
       [0006]     According to a preferred embodiment of the present invention, a system and method are provided to track both passengers and their baggage during their trip. A passenger trip record (PTR) is generated and recorded in an integrated travel information system (ITIS). The PTR identifies the passenger or passengers, an overall trip starting location, intermediate mode transfer points (e.g. airports), the final trip destination, the passenger&#39;s carry-on and checked bags, and other trip information, including billing information. The PTR also contains data linked with the passenger records (PNRs) associated with individual trip segments and vehicle operators. Each passenger has a unique passenger identification code (PIC) that is pre-registered in the ITIS with associated billing authorization, and each bag has a bag identification code (BIC) that is pre-registered in the ITIS. The bag pre-registration includes information on the bag owner and/or passenger, the bag description (e.g., a bag name provided by the passenger and/or owner) and manufacturer&#39;s serial number, and the radio frequency identification (i.e., RF ID) code for the bag. The overall trip starting location (origin) is defined to begin at the passenger&#39;s point of entry into the first vehicle used in the trip, such as a ground transportation vehicle (GTV). At the trip start, the PIC and associated bag BICs are wirelessly registered and transmitted to the ITIS using a wireless electronic device (WED) and a transponder, both preferably contained in the GTV. The PIC and the BICs are entered into the PTR in the computer database of the ITIS. The ITIS thereafter is updated to contain the latest information on the location of the passenger and trackable baggage set and additional relevant information on the passenger trip, including billing information and information concerning the on-time nature of the trip and if any delays or mishandled baggage have occurred.  
         [0007]     The passenger or vehicle operator inputs the PICs and BICs remotely using the WED at the start of the trip. The WED signal is transmitted directly to an ITIS antenna or relayed via other communication means used in the ITIS, to transfer both the PICs and BICs to the ITIS database. When a satellite is used as the communication means, the satellite relays the signal to a remote antenna in communication with the ITIS computer. In a preferred mode of operation, upon arrival at the first mode transfer terminal (e.g. airport terminal building), the passenger leaves the GTV and enters the terminal. The GTV continues to convey the trackable baggage set to a baggage drop-off location located either within the terminal or nearby. In another preferred mode of operation (e.g. passenger driven GTV), the GTV drops the bags at a drop-off location and the GTV is then parked or departs from the transfer terminal. Each of the bags in the trackable baggage set are trackable by the ITIS.  
         [0008]     The trackable baggage set is correlated to the passenger using the BICs and PICs in the PTR trip record created for the trip and stored in the ITIS database. When both the trackable baggage set and the passenger are aboard the next vehicle at the transfer terminal, the ITIS is capable of identifying that a boarded passenger is matched with each piece of boarded trackable baggage on the vehicle. A missing piece or pieces of a passenger&#39;s trackable baggage set can be located and routed to the vehicle before departure or identified for later delivery to the passenger&#39;s destination. Any additional baggage not matched with a passenger PIC will create an ITIS alert. At this point and at all other passenger and bag processing points in the trip, the ITIS records any appropriate billing information, and provides data to the passenger and vehicle operator when requested.  
         [0009]     At the next mode transfer terminal (e.g. destination airport), the ITIS provides information on the matched PICs and BICs to a second ground transportation vehicle (GTV2) which is identified by the ITIS. In a preferred mode of operation, the GTV2 is directed to a pickup point for the trackable baggage set in an area adjacent to the arrival area of the mode transfer terminal. The passenger queries the ITIS via a portable WED, or through an ITIS access device provided for this purpose in the arrival area of the transfer terminal, and identifies the pickup location of the GTV2 and the passenger&#39;s trackable baggage set. The ITIS can also inform the passenger by the WED device of any missing or misdirected baggage. In other modes of operation, (e.g. passenger driven GTV2), the passenger enters the GTV2 and the GTV2 then moves to the baggage pickup location. Upon leaving the vicinity of the mode transfer terminal, the ITIS remotely identifies that the passenger and the passenger&#39;s trackable baggage set are located together in the transportation vehicle by a transponder located in the GTV2. In another preferred mode of operation, a fixed transponder receives the PICs and logs the BICs into the ITIS, indicating that the passenger has collected the bags and completed their ITIS trip.  
         [0010]     Upon reaching a final destination point or an end of the trip, in the preferred mode of operation, the passenger transmits an end-of-trip signal to the ITIS using the GTV2 transponder and WED, or by other method. The end of trip signal notifies the ITIS that both the passenger and baggage set are together and have arrived at the final destination point. Billing information associated with the trip is also finalized, recorded, and reported.  
         [0011]     In a preferred embodiment, the ITIS is wirelessly linked to a plurality of pickup locations using individualized pickup location codes (PLCs) for each of the pickup areas. Each ground transportation vehicle used for the ITIS also includes a unique vehicle identification number (VIN) to assist the ITIS in locating both the ground transportation vehicle and the pickup location, and directing the ground transportation vehicle to the pickup location. In a preferred mode of operation, the passenger therefore does not recover the trackable baggage set in the transfer terminal, but is directed by the ITIS to a nearby pickup location wherein both the ground transportation vehicle and the passenger&#39;s trackable baggage set are located. Congestion at the terminal, billing processing time, and passenger trip time are all reduced by the system of the present invention.  
         [0012]     The present invention also applies to the carry-on bags carried with the passenger throughout the trip. The WED device allows the ITIS to track both the passenger and the carry-on bags through the mode transfer terminal, through primary security, and to the departure point for the next vehicle (e.g. aircraft departure gate).  
         [0013]     Further areas of applicability of the present invention will become apparent from the detailed description provided hereinafter. It should be understood that the detailed description and specific examples, while indicating the preferred embodiments of the invention, are intended for purposes of illustration only and are intended neither to limit the scope of the invention nor to limit its applicability to a single mode of transportation  
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0014]     The present invention will become more fully understood from the detailed description and the accompanying drawings, wherein:  
         [0015]      FIG. 1  is a block diagram showing an overview of the entities that interact within the integrated travel information system of the present invention, and the information flow paths (including billing information) between these entities, including sensors, data storage and processing, and communications devices;  
         [0016]      FIG. 2  is a block diagram showing a preferred embodiment of the integrated travel information system of the present invention, illustrated for a trip that includes both ground and air travel;  
         [0017]      FIG. 3  is a perspective view identifying the electronic equipment and wireless data paths for entering a passenger identification code and a trackable baggage set baggage identification code into the integrated travel information system of the present invention, illustrated for a trip that includes satellite communications;  
         [0018]      FIG. 4  is a block diagram identifying the steps used by the ITIS of the present invention to check-in both the passenger and the baggage set at a departure terminal;  
         [0019]      FIG. 5  is a block diagram identifying the steps the ITIS of the present invention uses to track both a passenger and the passenger baggage set during the travel phase between carrier terminals;  
         [0020]      FIG. 6  is a block diagram identifying the steps conducted by the ITIS of the present invention at the end of an intermediate segment of the passenger trip;  
         [0021]      FIG. 7  is a perspective view identifying the electronic equipment and wireless data paths for entering a final destination code (and other information including billing information) into the ITIS and a return confirmation signal used by the ITIS; and  
         [0022]      FIG. 8  is a perspective view of an exemplary trackable bag and system for tracking the trackable bag, with input to the ITIS computer of the present invention. 
     
    
     DETAILED DESCRIPTION  
       [0023]     The following description of the preferred embodiments is merely exemplary in nature and is in no way intended to limit the invention, its application, or uses.  
         [0024]     Referring to  FIG. 1 , there is shown an integrated travel information system (ITIS)  10  formed by linking a central information system  11  along a plurality of information transfer paths to a plurality of related components of a passenger trip. A passenger trip is initiated by entering data into the ITIS  10  by a passenger  12  and/or by an operator of a vehicle  14 . In a preferred mode of operation, the passenger  12  makes a complete trip itinerary request for a plurality of travel providers  16  using for example a wireless electronic device (WED)  18  to the central information system  11  of the ITIS  10 . In another preferred mode of operation, the WED can be replaced by other communications methods such as a computer or a telephone. Using the central information system  11 , the ITIS  10  then searches available trip segments through the plurality of travel providers  16  and vehicles  14  to check availability and pricing, and offers alternative itineraries to the passenger  12 . The passenger  12  then selects the preferred trip itinerary and pricing. The travel provider  16  for each segment of the trip then provides a confirmed reservation for their segment of the trip to the passenger, and/or negotiate with the passenger to refine the trip itinerary request.  
         [0025]     The confirmed reservations for each segment are entered into the central information system  11  of the ITIS  10  by the travel providers  16 , and become part of an overall passenger trip record (PTR) that includes individual segment reservations to mode transfer terminals  19  confirmed by each travel provider  16 . In another preferred mode of operation, the passenger  12  makes individual trip segment requests to one or more travel providers  16 , and the ITIS  10  performs selected elements of the above-described process in response to passenger  12  and travel provider  16  requests.  
         [0026]     The central information system  11  of the ITIS  10  also includes a billing and financial transaction section  20 . The ITIS  10 , through the billing and financial transaction section  20 , communicates with a travel provider  16  or a service provider  22  to collect from the passenger  12  the fare for each pre-paid or post-paid segment of the trip or charge for each service and pass it on to the travel provider  16  or service provider  22 , as agreed between the passenger  12  and either the travel provider  16  or service provider  22 . Through the central information system  11 , the ITIS  10  can also communicate with at least one security agency  23 , including airport and airline security, local and national law enforcement, etc., to identify and/or communicate passenger and bag data including missing, stolen or tampered bags. A data processing/interchange subsystem  24  is contained within the central information system  11  of the ITIS  10 , permitting communication between the central information system  11  of the ITIS  10  and the vehicles  14 , travel providers  16 , mode transfer terminals  19 , a plurality of businesses, travel agencies, and other goods and service providers  22 , and security agencies  23 . An ITIS computer (shown and described in reference to  FIG. 2 ) is also provided in the central information system  11  of the ITIS  10 .  
         [0027]     Referring to  FIG. 2 , a managed sequence of events implementing the integrated travel information system  10  according to a preferred embodiment of the present invention is shown for an exemplary trip that includes both ground and air travel. A single passenger trip is broken down into six segments labeled A through F respectively. In the initial trip segment A, a passenger  12  begins a trip at a trip origin location  25 . The passenger  12  carries a trackable baggage set  26  and optionally the WED  18 . As defined herein, a passenger trip includes in part transportation from the trip origin location to the mode transfer terminal. A ground transportation vehicle (GTV)  28  carries the passenger  12  and the trackable baggage set  26 .  
         [0028]     In a check-in segment B, the passenger  12  and the trackable baggage set  26  are in the GTV  28 . The GTV  28  is wirelessly linked into the ITIS  10  through a transponder  30  in communication with a vehicle WED  32 . In a preferred embodiment the passenger  12  uses the vehicle WED  32  to enter a set of passenger data including a passenger identification code and a baggage identification code. The set of passenger data is wirelessly transmitted into the ITIS  10  from the transponder  30 . The set of passenger data is then loaded into an ITIS computer  34 . The passenger trip record is updated in a database of the ITIS computer  34  to reflect the current status of passengers, baggage, and billing information. After receiving the passenger identification code, the ITIS  10  queries the passenger  12  for a quantity and code for baggage. The passenger  12  responds by entering the baggage identification information which is stored in the ITIS  10  as a baggage identification code (BIC), and the ITIS  10  matches the information with that provided at the trip origin location  25 , or other location.  
         [0029]     In another preferred embodiment, the WED  18  is a wireless portable telephone or other wireless device that wirelessly communicates with the ITIS  10 . In still another preferred embodiment, the passenger  12  enters baggage data into the vehicle WED  32  using a “smart card” in place of the WED  18 . The smart card is carried by the passenger  12 , and is used similar to a credit card and swiped into the vehicle WED  32  or by using a WED device embedded in the smart card.  
         [0030]     The set of passenger data entered by the passenger  12  using the vehicle WED  32  (or using the WED  18 ) is preferably directly transmitted into the ITIS  10 . If direct wireless transmission is not available, the set of passenger data is wirelessly relayed to a satellite  36  or other remote communication system via a signal path  38 . From the satellite  36  the signal is wirelessly transmitted to an ITIS antenna  40  over a satellite-to-ground signal path  42 .  
         [0031]     At a departure terminal segment C, the GTV  28  discharges the passenger  12  at a transfer terminal  44 . The passenger  12  is security screened at the vehicle departure point (e.g. gate). The GTV  28  continues to transport the trackable baggage set  26  to a baggage drop-off area  46 . The passenger  12  is therefore not required to physically bring the trackable baggage set  26  into the transfer terminal  44 , which reduces congestion at the transfer terminal  44 . Since the baggage code is already entered in the ITIS computer  34 , the ITIS  10  is capable of “actively” tracking the trackable baggage set  26  when the GTV  28  approaches within a predetermined proximity range to the baggage drop-off area  46  as further discussed in reference to  FIG. 8 . Additional data is entered at the vehicle departure point by vehicle operator personnel. This data includes billing information and confirmation of the passenger  12  arrival and update data on the vehicle including departure/arrival times.  
         [0032]     In another preferred mode of operation, the passenger may drop the check-in bags at the baggage drop-off area  46  before parking the GTV  28 , or carry the bags into the transfer terminal  44 .  
         [0033]     In a carrier travel segment D, the data in the ITIS computer  34  is transmitted along a computer signal path  48  to a vehicle  50  (such as an aircraft in the exemplary) through the ITIS antenna  40  preferably by a direct antenna-to-aircraft path and optionally using the satellite  36  or other data communication system. Both the passenger  12  and the trackable baggage set  26  are loaded on the vehicle  50 . The status of both the passenger  12  and the trackable baggage set  26  are continually relayed to the ITIS computer  34 . The signal path during travel is from the vehicle  50  to the ITIS computer  34  via the satellite  36 , and/or the ITIS antenna  40 , or by other means of communication. The operators of the vehicle  50  can also access data from the ITIS computer  34  to confirm that each piece of boarded trackable baggage corresponds to one of the plurality of boarded passengers. The passenger  12  can confirm using the WED  18  or other communications device that all of the passengers&#39; bags are on the vehicle  50 .  
         [0034]     At a mode transfer terminal segment E, (i.e., a carrier arrival segment), the vehicle  50  approaches a mode transfer terminal  52 . Passenger data including the passenger identification code and the status of the trackable baggage set  26  are preferably downloaded through an ITIS antenna  54 . The passenger data can also be sent via a satellite signal path or other means of communication. Upon arrival at the mode transfer terminal  52 , the ITIS  10  correlates the location and status of the trackable baggage set  26 . This correlation is initiated by the passenger  12  upon arrival at the mode transfer terminal  52  using the WED  18 , or a carrier destination terminal WED (not shown), to signal the ITIS computer  34  of the passengers&#39; arrival. The signal is received by the ITIS antenna  54  and relayed to the ITIS computer  34  via a computer signal path  56 . The passenger  12  and the trackable baggage set  26  are preferably reunited close to the mode transfer terminal  52 . In a preferred mode of operation, the ITIS  10  identifies a parking area  58  and selects a pickup location  60  using data collectable along a signal path  62  via the ITIS antenna  54 . The ITIS  10  then signals the passenger  12  via a signal path  64  that the pickup location  60  contains the passengers&#39; trackable baggage set  26 . The signal path  64  communicates the pickup location  60  to either the WED  18  or to the transfer terminal WED (not shown).  
         [0035]     The ITIS  10  also identifies an available ground transportation vehicle (GTV)  66  using a transponder  68  and a vehicle WED  70  provided on the GTV  66 . In a preferred means of operation, the GTV  66  and/or the mode transfer terminal ( 19 ) selects the pickup location  60  to receive the trackable baggage set  26 . The GTV  66  then picks up the trackable baggage set  26  and proceeds to a nearby waiting point selected by the GTV driver, the passenger  12 , or the ITIS  10 . An antenna (not shown) at the pickup location  60  interrogates the codes of the trackable baggage set  26 , and communicates the pickup location  60  to the ITIS database and on to the passenger  12 . The passenger  12  proceeds to the pickup location  60  or a closer waiting point to meet the GTV  66  that contains the trackable baggage set  26 . The passenger  12  boards the GTV  66  and together with the trackable baggage set  26  departs from the pickup location  60  or the waiting point. The ITIS  10  actively tracks the GTV  66  and the trackable baggage set  26  up to the proximity range of the ITIS  10  at the waiting point and in the mode transfer terminal  52 .  
         [0036]     In a final destination segment F, a final destination point  72  is reached by the passenger  12 , the GTV  66 , and the trackable baggage set  26 . At the final destination point  72 , the passenger  12  and/or GTV operator uses the transponder  68  and the vehicle WED  70  (or alternatively the WED  18 ) to wirelessly signal the ITIS  10  via a signal path  74  that the passenger  12  and the trackable baggage set  26  have arrived at the final destination point  72  (with appropriate billing information). Via a return signal off a satellite  76  or the satellite  36  if the satellite  36  is in range) along a signal path  78  or by other means of communication, the ITIS  10  confirms that the trackable baggage set  26  and the GTV  66  have arrived at the final destination point  72 . The data in the ITIS computer  34  for this passenger trip is thereafter removed from the active trip area of the database in preparation for another passenger trip.  
         [0037]     Referring now to  FIG. 3 , the remote check-in segment B of the passenger trip shown in  FIG. 2  is identified in greater detail. Both a personal identification code (PIC)  80  and a baggage identification code (BIC)  82  are preferably entered into the vehicle WED  32  (or alternately via the WED  18 ). The PIC  80  and the BIC  82  are then transmitted by the transponder  30  into the ITIS computer  34  as previously discussed using the satellite  36  via the signal path  38  to the ITIS antenna  40  via the satellite-to-ground signal path  42 , or by other means of communication. From the ITIS antenna  40 , the data is transferred to the ITIS computer  34  along the computer signal path  48 . If the vehicle WED  32  is within a direct signal path proximity to the ITIS antenna  40 , the signal from the vehicle WED  32  can also be directly sent to the ITIS antenna  40  bypassing the satellite  36  (not shown). The PIC  80  is a unique identification number that is either pre-registered in the ITIS database or assigned by a vehicle operator to the passenger  12  when the passenger  12  initializes a trip with the vehicle operator (e.g. airline), creating a passenger trip record with preferred itinerary and other information. When the passenger  12  enters the PIC  80  into the ITIS  10 , the ITIS computer  34  relays back to the vehicle WED  32  a request for information concerning passenger baggage.  
         [0038]     In response to this request for passenger baggage information, the BIC  82  for each bag is entered, either automatically or by the passenger  12  or vehicle operator. The BICs  82  are a set of unique numbers assigned to each piece of the trackable baggage set  26  and pre-registered with the ITIS  10 . In a preferred embodiment of the present invention, each piece of the trackable baggage set  26  will have a unique identification number. The ITIS  10  thereafter correlates each piece of the trackable baggage set  26  to the passenger using the PIC  80 . In this preferred embodiment, the ITIS  10  requires that each piece of the trackable baggage set  26  be remotely identifiable by the ITIS  10 .  
         [0039]     Referring to  FIG. 4 , the passenger arrival steps of the departure terminal segment C (shown in  FIG. 2 ) are further detailed. At a step  84 , the ground transportation vehicle arrives at the departure terminal with both the passenger and the passenger&#39;s baggage. In the preferred mode of operation, at step  86 , the passenger leaves the GTV at the transfer terminal. At a step  87 , the passenger and carry-on baggage are security screened in the transfer terminal using the PIC  80  and the BICs  82 . At a step  88 , the passenger checks in at the departure point using the PIC  80 , and the ITIS  10  updates the original check-in data with the information that the passenger is checked in at the departure point. At a dropping-off step  90 , the baggage which was checked in previously (and which remained in the ground transportation vehicle after the passenger leaves the GTV) is taken by the ground transportation vehicle to a nearby baggage drop off area and dropped off. At a step  91 , the checked baggage that was dropped off in step  90  is security screened, using the PIC  80  and the BIC  82  as references. At an identification and loading step  92 , each piece of the trackable baggage set is identified by its baggage code transmitted to the ITIS  10 . The status of each piece of the trackable baggage set is updated in the ITIS database and the baggage is loaded onto the vehicle for the next trip segment of the passenger. In a confirming step  94 , both the passenger and each piece of the trackable baggage set are confirmed boarded on the vehicle. The vehicle operator is capable of correlating the boarded status of each piece of the baggage set to a boarded passenger using the ITIS and is therefore able to confirm that all the passengers&#39; baggage is boarded on the vehicle.  
         [0040]     Referring to  FIG. 5 , the steps confirming both passenger and baggage loading on the vehicle are further detailed. At a confirming step  96 , the integrated travel information system is informed that the passenger is aboard the vehicle (by automatic tracking, by the vehicle operator entering a passenger boarded status, and/or by the passenger using a portable wireless electronic device). At a loading step  98 , after confirming with the baggage codes that each piece of the trackable baggage set belonging to the passenger is loaded on the vehicle, the status of all baggage is transmitted to the vehicle operator. The status of any misdirected, extra, or missing bags from the trackable baggage set is also available at this time. At a matching step  100 , the vehicle operator matches each piece of the trackable baggage set to a boarded passenger on the vehicle. This capability also provides an additional security enhancement to the vehicle operator in that only those pieces of baggage previously correlated to the passengers onboard the vehicle are loaded onto the vehicle (plus any other vehicle operator approved and screened packages such as freight, mail, and company material). This capability identifies baggage pieces checked in at the transfer terminal where a corresponding passenger is not aboard the vehicle. At an updating step  102 , during the travel phase, the integrated travel information system is continually updated with vehicle operator data, billing information, weather information, and any delays in the system. The integrated travel information system of the present invention is therefore capable of identifying to the passenger en route any changes in information concerning a connection with the next vehicle, and the status of any missing or misdirected baggage.  
         [0041]     Referring now to  FIG. 6 , the mode transfer terminal segment E (i.e., the carrier arrival segment shown in  FIG. 2 ) is further identified in a sequence of steps. At an arrival step  104 , the passenger and the trackable baggage set arrive at the mode transfer terminal. At a locating step  106 , the ITIS  10  locates and tracks each piece of the trackable baggage set  26  using the baggage identification code stored in the ITIS computer  34 . At a notification step  108 , the ITIS  10  is notified of the passenger&#39;s arrival and provides the location of the trackable baggage set to the passenger  12 . At a correlation step  110 , the ITIS  10  accesses the ITIS computer  34  to retrieve data to correlate the trackable baggage set with an available baggage pickup location  60  at the mode transfer terminal  52 . A plurality of baggage pickup locations are available, each having a unique location identification number. At a further correlation step  112 , the ITIS  10  locates an available ground transportation vehicle  66  and correlates its location with the available baggage pickup location. Each ground transportation vehicle is tracked by the ITIS  10  using a unique vehicle identification number.  
         [0042]     At a signal step  114 , the ITIS  10  signals to the passenger the location of both the trackable baggage set and the ground transportation vehicle at the pickup location. At a parallel locating step  116 , the ITIS  10  sends the baggage pickup location to the baggage handling system of the transfer terminal operator (e.g airport operator) or vehicle operator for the previous segment of the passenger&#39;s trip (e.g. airline). At a transportation step  118 , the baggage handling system transports the trackable baggage set to the pickup location where the ground transportation vehicle is waiting or will arrive. Finally, in a preferred mode of operation, at a confirmation step  120 , the ITIS  10  is notified when the passenger boards the ground transportation vehicle and confirms that the trackable baggage set is also aboard the ground transportation vehicle. The ITIS  10  sends a confirmation signal and continues to track each piece of the trackable baggage set until the ground transportation vehicle leaves the transfer terminal.  
         [0043]     Referring to  FIG. 7 , the wireless signal exchanges occurring at the passenger final destination segment F (shown in  FIG. 2 ) are shown. Upon reaching the passenger&#39;s final destination point  72 , the passenger  12  signals the ITIS  10  using the vehicle WED  70  or other device. Billing information for the GTV  66  is transmitted to the ITIS  10  to authorize payment by the passenger  12  to the ground transportation vehicle company. A final destination signal code is sent along a signal path  74  to the satellite  76  or other communication system. The satellite  76  or other communication system relays the final destination signal code along a signal path  122  to the ITIS antenna  54 . From the ITIS antenna  54 , the final destination code is sent to the ITIS computer  34  along the computer signal path  56 . At this time the ITIS computer  34  runs a subroutine  124  which correlates the passenger  12  and the trackable baggage set  26  to the final destination signal code. The ITIS computer  34  returns a confirmation signal along the previously described signal paths to the vehicle WED  70  and also queries the status of the trackable baggage set  26  along the signal path  74  via the satellite  76  or other communication system. When correlation is complete, data for the passenger trip is removed from an active trip file of the ITIS  10 .  
         [0044]     Referring to  FIG. 8 , an exemplary trackable baggage set  26 , together with a system for both tracking the trackable baggage set  26  and reporting data to the ITIS computer  34  of the present invention is shown. In the exemplary embodiment shown, the trackable baggage set  26  includes a trackable bag  150 . The trackable bag  150  includes a storage/transmission device  152 . The storage/transmission device  152  stores the BIC  82  and provides the capability to transmit the BIC  82  either continuously, or in response to an electronic request to transmit the BIC  82 . The BIC  82  is transmittable by a wireless transmission path  154  to an antenna  156  of one or more interrogator units  158  over a predetermined proximity range. In a preferred embodiment, the predetermined proximity range is based on a radio frequency signal having a range of approximately 1 yard (0.9 m) to approximately 150 yards (138.5 m). Each interrogator unit  158  is capable of sending and/or receiving electronic signals. A plurality of interrogator units  158  can be used to triangulate a position of the trackable bag  150 . The BIC  82  is received and further transmitted to the ITIS computer  34  over a transmission path  160 . One or more computers or data collecting units (not shown) can be included between the interrogator unit  158  and the ITIS computer  34  to provide correlation of the position of the trackable bag  150 . The ITIS computer  34  receives the BIC  82  and location data from the one or more interrogator units  158 .  
         [0045]      FIG. 8  provides an exemplary embodiment of a system and method to identify and track a trackable baggage set  26 . It should be understood that a plurality of systems and methods to track the trackable baggage set  26  and communicate data with the ITIS  10  of the present invention are possible. One such system and method is disclosed in copending United States Patent Application entitled “ELECTRONIC SYSTEM AND METHOD FOR BAGGAGE TRACKING AND IDENTIFICATION”, Ser. No. 10/212,650, filed Aug. 5, 2002, published as United States Patent Application Publication US 2004-0021572 A1, Abandoned, which is herein incorporated by reference.  
         [0046]     The integrated travel information system of the present invention offers several advantages. The passenger is no longer required to bring the baggage into the departure terminal or to recover the baggage from the carrier destination terminal. Remote check-in using a wireless system is available using the system of the present invention, therefore the passenger can check-in and the baggage can be checked-in before the passenger arrives at the terminal gate. This reduces the amount of time the passenger is required to spend at the terminal gate. The passenger can obtain updated information throughout the trip on the passenger&#39;s baggage and the status of future trip segments (e.g. flights). The vehicle operator (e.g. airline) can obtain information on passenger location and intent, and all parties can access billing information and perform financial transactions associated with the trip. By organizing a baggage drop off area remote from but nearby the transfer terminal area, the carrier can relieve the congestion at the terminal and more efficiently handle the volume of baggage. By using trackable baggage, the system of the present invention also provides improved security for the vehicle operators, transfer terminal operators, and for the passengers, by identifying the location and status of each passenger and piece of baggage during the entire trip.  
         [0047]     The description of the invention is merely exemplary in nature and, thus, variations that do not depart from the gist of the invention are intended to be within the scope of the invention. Such variations are not to be regarded as a departure from the spirit and scope of the invention.