Abstract:
The present invention discloses a computer-based method for minimizing loss or delayed delivery of commercially transported shipments by providing a first database containing transport/operational related data, (a.k.a. “operational data” and “transportation data”); providing a second database containing scanned shipment article identification data; providing third software which accesses a composite database containing integrated information records derived from and originally stored within transport and scanned shipment article databases; interrogating the composite database in response to a user input requirement; formatting said integrated records in response to a user input requirement, and communicating said formatted information to said user via a screen image display (GUI). The invention&#39;s process determines data required to satisfy user input requirements, identifies and compiles the information, then presents the information via screen image (GUI) utilizing real-time information retrieved from transportation and shipment article databases.

Description:
REFERENCE TO PENDING APPLICATIONS  
       [0001]     This application is not related to any pending applications.  
       REFERENCE TO MICROFICHE APPENDIX  
       [0002]     This application is not referenced in any microfiche appendix.  
       BACKGROUND OF THE INVENTION  
       [0003]     The automated scanning and identification of baggage and other commercially transported articles is known. The establishment of a transportation database containing among other record elements, estimated time of departure and arrivals, destination cities and vehicle specific identification information, (e.g. aircraft, vehicle, ship, flight, route number, itinerary) is also known. What is not known is the retrieval and combining of real-time database record elements associated with automated parcel scanning and transportation databases, in satisfaction of a user inquiry via web site enabled software having first considered variable transportation vehicle/parcel shipment parameters.  
         [0004]     Consequently it is an object of the present invention to enhance the art by fully utilizing scanning data generated by automated parcel shipment systems (herein referred synonymously and interchangeably as passive baggage scanning systems) to allow a pro-active response to potential baggage/shipment loss or mis-handlings. Throughout the disclosure of the present invention the terms “baggage”, “bags”, “parcel”, “shipment” and “shipment article” are used interchangeably and synonymously. Though for ease of comprehension and clarity the present invention is disclosed in the context of commercial airline baggage systems it will be readily apparent to those skilled in the art that easily envisioned alternative uses of the methodology may be applied to a variety of industries, such as parcel shipment accommodated via land and water bound transportation vehicles.  
         [0005]     Another object of the instant invention to utilize real-time information appended to a transportation database and integrate such information with real-time data stored upon a shipment article database once generated via an automated baggage scanning system.  
         [0006]     It is a further object of the instant invention to instantaneously provide location information for a parcel once the parcel has entered the scanning system.  
         [0007]     Yet another object of the instant invention is to determine delay in processing during parcel routing and delivery by the baggage system.  
         [0008]     Another object of the invention is to immediately identify and locate those articles that are entered into an automated scanning system in violation of a minimal routing time standard.  
         [0009]     An additional object of the instant invention is to identify problem locations, such as, mis-timed parcel ejection (delivery) points.  
         [0010]     A further object of the invention is to identify mis-handled articles at their point of origin.  
         [0011]     Another object of the invention is to parse automated scanning generated information and integrate it with real-time operational data to facilitate the on-time transfer of interconnecting and originating baggage.  
         [0012]     An object of the instant invention is to present integrated baggage data to supervisory personnel and others via web site presentation.  
         [0013]     Another object is to fully utilize automated parcel scanning data that is generated by legacy systems and not utilized in the contemporary art.  
         [0014]     Yet another object of the instant invention is to pro-actively utilize integrated shipment article and transportation information relating to articles to respond to potential baggage mis-handlings.  
         [0015]     A further object of the instant invention is to pro-actively respond to baggage mis-handlings utilizing parcel identification point of entry passive scanning devices as opposed to hand scanning devices that are less reliable and reduce productivity of employees.  
         [0016]     Another object is to identify mis-handled articles at the time of service failure as opposed to customer reported mis-handlings.  
         [0017]     Another object is to provide automated web based information to subsequent transfer station (a.k.a. “down line station”) of mis-handled articles.  
         [0018]     Yet another object of the instant invention is to identify productivity of parcel shipment employees/staffing encoding locations.  
         [0019]     A further object is to alert personnel of baggage staged at oversized baggage locations.  
         [0020]     Another object of the instant invention is to provide enhanced and timely baggage handling absent necessity for additional head count or use of handheld scanners.  
       SUMMARY OF THE INVENTION  
       [0021]     The present invention discloses a computer-based method for minimizing the potential loss or delayed delivery of commercially transported shipments comprising the steps of providing a first database containing transport related data, (a.k.a. “operational data” and “transportation data” such as but not limited to operational data generated via real-time legacy systems, for example the American Airlines Flight Operating System (FOS)); providing a second database containing scanned shipment article identification data; providing third software which accesses a composite database containing integrated information records derived from and originally stored within transport and scanned shipment article databases; interrogating the composite database in response to a user input requirement; formatting said integrated records in response to a user input requirement, and communicating said formatted information to said user via a screen image display (GUI). 
     
    
     BRIEF DESCRIPTION OF THE DRAWINGS  
       [0022]      FIG. 1  is a system schematic illustrating hardware and software components associated with one embodiment of the instant invention.  
         [0023]      FIG. 2  is a logic flow diagram depicting a non-limiting step sequence of the invention&#39;s computerized methodology.  
         [0024]      FIG. 3  is a non-limiting example of a graphical user interface (GUI) used to initiate process step execution of the methodology of the instant invention.  FIG. 3  speaks specifically to an example of initiating parameter navigation tools (a) and transport articles at risk for mis-connecting with a departing parcel transport vehicle (b).  
         [0025]      FIG. 4  illustrates a non-limiting example of a screen image user response denoting transport articles missing connection to a departed transport vehicle.  
         [0026]      FIG. 5  illustrates a non-limiting screen image user response of transportation articles which encountered delay or nearly missed connecting to an intermediate or originating city transport vehicle departure.  
         [0027]      FIG. 6  illustrates a non-limiting screen image user response of transportation articles that have intentionally or inadvertently been introduced into the system through the instant invention&#39;s scanning and tracking mechanism, as opposed to being placed upon an available scheduled transport vehicle for shipment.  
         [0028]      FIG. 7  illustrates a non-limiting screen image user response example denoting change(s) in departing location of scheduled article transport vehicles.  
         [0029]      FIG. 8  illustrates a non-limiting screen image response denoting those instances where a customer scheduled to accompany a transport article shipment has subsequently modified his or her travel arrangements from that originally scheduled. 
     
    
     DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS  
       [0030]     While the making and using of various embodiments of the present invention are discussed below, it should be appreciated that the present invention provides for inventive concepts capable of being embodied in a variety of specific contexts. The specific embodiments discussed herein are merely illustrative of specific manners in which to make and use the invention and are not to be interpreted as limiting the scope of the invention.  
         [0031]     The claims and the specification describe the invention presented and the terms that are employed in the claims draw their meaning from the use of such terms in the specification. The same terms employed in the prior art may be broader in meaning than specifically employed herein. Whenever there is a question between the broader definition of such terms used in the prior art and the more specific use of the terms herein, the more specific meaning is meant.  
         [0032]     While the invention has been described with a certain degree of particularity, it is clear that many changes may be made in the details of construction and the arrangement of components without departing from the spirit and scope of this disclosure. It is understood that the invention is not limited to the embodiments set forth herein for purposes of exemplification, but is to be limited only by the scope of the attached claim or claims, including the full range of equivalency to which each element thereof is entitled.  
         [0033]      FIG. 1  is a system schematic showing hardware and software components associated with the preferred embodiment of the instant invention. Turning now to  FIG. 1 .  
         [0034]     In  FIG. 1  it is shown where the present invention is comprised of web enabled software  3  executing under the dispatching control of server central processing unit&#39;s  6  control program. As used throughout this application the term “web enabled software” is used interchangeably and synonymously with third software. A plurality of users  38  are connected to the server central processing unit  6  by utilizing a hard wired, wireless or telecommunication network means  39  well known to those skilled in the art. Non-limiting examples of such networks would include but not be limited to such as a local area networks (LAN), wide area networks (WAN), metropolitan area networks (MAN), campus-wide networks (CAN), Intranet and Internet. A second host central processing unit  9  executes under its dispatching control, second software  12 . Second software  12  will be recognized by those skilled in the art as any one of a number of automated parcel scanning systems (a.k.a. “Baggage Sortation Systems”) which automatically identify and route one or more articles to be transported  14  to a departing transport location and can be modified to interface with third party proprietary software. A non-limiting example of such proprietary software would be the proprietary software used throughout the American Airlines passenger service system, commonly referred to and known as “BAASIC”. The second software  12  identifies and scans shipped article  14 , and communicates uniquely identifiable information as a database record to be stored within shipment article database  15 . As used herein the term “shipment article database” is referred to synonymously and interchangeably with “transport article database” and “BPM database”. The database record communication to database  15  may occur over any computer compatible network communication means. As will be discussed more thoroughly, third software  3  also accesses shipment article database  15  with such access provided by either locally, or remotely connected communications link(s)  34 . Transportation information (a.k.a. “operational data” and “transport related data”), such as but not limited to information indicating a flight number, vehicle number, ship name, aircraft number and location, departure location, etc. is processed in a real-time mode via first software  21  executing under the operational dispatching control of central processor  18 &#39;s central program. As used herein the term “real-time” indicates a software capability means which automatically recognizes a change in status of one or more record elements and automatically updates those database resources pertaining to such data elements. The automated updating of these subject data elements provides for “up-to-minute” information upon which management and/or customer relation decisions may be made. By way of example and as referenced throughout the disclosure of the present invention, one example of a non-limiting third software system would be the Flight Operating System (a.k.a. FOS) utilized in conjunction with the American Airlines® Sabre® system. Predetermined transport related data records are generated and processed by first software  21  with such records stored upon transport record database  24  via a communications link  27  in a “real-time” mode. The transport database  24  is further communicably attached to third software  3  by communications link  29 . Conceptually overviewed, the invention is practiced by one or more users  38  inquiring and requiring of third software  3 , information related to shipment articles  14  first stored on databases  15  and  24 . The computerized methodology of the present invention associates data elements stored within the shipment article database  15  and transport related database  24  and combines such integrated information into a composite record stored upon a composite database  35 . Integration proceeds according to schema which correlates scanned article identification, such as but not limited to a bag tag to uniquely identifiable customer identifiable record on the transport/operational database. Such passenger identifiable records are commonly referred to within the airline industry as portions of a Passenger Name Record (PNR) which further includes customer specific information and scheduled itinerary including but not limited to flight number and/or destination city. This “combined/integrated” information represents a real-time record or records of articles/baggage to be shipped upon a transport vehicle irrespective of vehicle type as well as information containing relevant customer data, departure times, transport vehicle identification, location and other data. Such integrated information will be discussed in detail in association with  FIGS. 3 through 8  wherein “originating data source” indicates database (either 15 or 24) from which originating data elements are retrieved, interrogated and combined (integrated) for subsequent presentation and storage upon the composite database  35 . Third software  3  recognizes a user input request via a web site enable software graphical user interface (GUI), determines the type of information record or records required to satisfy the request, accesses database  35  to retrieve such records, then returns records retrieved in satisfaction of the users request back to the user over communications link  39  in the form of a responding graphic user interface screen image. Such user interfaces and the information contained therein will be presented in detail in association with discussion of  FIGS. 3 through 8 . To reiterate, composite records stored on database  35  are those records which have been retrieved and integrated by third software  3  from shipment article database  15  and transport record database  24 .  FIG. 2  illustrates the logic flow sequence when processing a user inquiry with respect to transport record and/or shipment article database information. Turning now to  FIG. 2 .  
         [0035]     In  FIG. 2 a  transport related/operational record is appended to the transport record database via first software  51 . Non-limiting examples of transport records that are appended and processed according to first software are immediately provided in Table 1 below:  
                         TABLE 1                       Data Record Type/Content:                                    Date           Origin City           Flight           Origin Date           Actual Departure City           Actual Arrival City           Leg Status           Departure Status           Arrival Status           Scheduled Departure Date           Scheduled Departure Time           Scheduled Arrival Date           Scheduled Arrival Time           Actual Departure Date           Actual Departure Time           Actual Arrival Date           Actual Arrival Time           Airline           Scheduled Equipment Type           Actual Equipment Type           First Class Seats           Actual Tail (Ship) Number           Business Class Seats           Coach Class Seats           Total Seats           Ground Objective           Taxi Out Time           Taxi In Time           Departure Gate           Arrival Gate           Zone           Sub Zone           Passenger Services CSM Employee Number           Passenger Services Manager Employee Number           Ramp Services CSM Employee Number           Ramp Services Manager Employee Number           Tower CSM Employee Number           Tower Manager Employee Number           4th Department CSM Employee Number           4th Department Manager Employee Number           5th Department CSM Employee Number           5th Department Manager Employee Number           6th Department CSM Employee Number           6th Department Manager Employee Number           Departure Terminal           Arrival Terminal           Baggage Claim Number           AM/PM Indicator           Delay Minutes           Complex Number           Scheduled First Arrival City           Scheduled Second Arrival City (“next stop” after 1st arrival city)           Scheduled Third Arrival City (“next stop” after 2nd arrival city)           Next Flight Number (turning flight number)           Next Flight Date (turning flight date)           Previous Flight Number (turned flight number)           Previous Flight Date (turned flight date)           Greenwich Mean Time (GMT) Adjustment For Departure City           Greenwich Mean Time (GMT) Adjustment For Arrival City           Total Customers           Thru Customers           Connecting Customers           First Class Local Count           First Class Child Count           First Class Excess Weight           First Class Thru Count           First Class Thru Child Count           First Class Thru Excess Weight           Business Class Local Count           Business Class Child Count           Business Class Excess Weight           Business Class Thru Count           Business Class Thru Child Count           Business Class Thru Excess Weight           Coach Class Local Count           Coach Class Child Count           Coach Class Excess Weight           Coach Class Thru Count           Coach Class Thru Child Count           Coach Class Thru Excess Weight           Local Cockpit Jumpseat Rider Count           Thru Cockpit Jumpseat Rider Count           Local Cabin Jumpseat Rider Count           Thru Cabin Jumpseat Rider Count           Kickoff Flight Indicator           Time Record Last Updated                      
 
         [0036]     Prior to, concurrent with, or subsequent to transport record appendage to the transport record database, an automated scan of a shipment article takes place  54  with identifying information related to the scanned article communicated to the second software  57 . Automated scanning of shipment articles takes place in concert with automated baggage sortation scanning systems well known to those skilled in the art, with proprietary software allowing for a time stamp to be appended to the record generated by the automated scanning system denoting time the shipment article had been introduced to the process of the instant invention  60  via scan execution in  54 . It is contemplated by the instant invention that a variety of scanning processes may be employed in its practice. As an example contemporary art baggage sortation systems rely heavily upon bar code scanning technology. It would be obvious to those skilled in the art to employ an alternative form of scanning recognition technology such as a RF (radio frequency) chip or chips imbedded within tags to denote and identify the presence of a transport article, without departing from the intent or practice of the instant invention. The scanned record (with appended time stamp) is then stored upon a shipment article database in step  63 . The computer resident methodology of the instant invention then associates and integrates shipment article information stored in the shipment article database ( 15 ,  FIG. 1 ) with transport related records stored within Operational database ( 24 ,  FIG. 1 ) to create a composite record which associates article shipment information with relevant transport vehicle information. This integrated information set is then stored within a composite record database  65  ( 35 ,  FIG. 1 ) by the third software. Though not individually required, through exhaustive testing it has been found that the most effective practice of the instant invention is realized via the real-time or instantaneous determining and storing of relevant database records to shipment article database  15 , transportation record database  24  and composite record database  35 . Users in  FIG. 138  are permitted to make one or more input inquiries relating to information stored on the composite database  35 , or alternatively, individually appended records maintained on transaction database  24  ( FIG. 1 ) or shipment article database  15  ( FIG. 1 ).  
         [0037]     Returning to  FIG. 2 , the software of the instant invention ( 3 ,  FIG. 1 ) next determines the type of information required to satisfy user request  68  and accesses the composite database to retrieve records  71  to satisfy the user request. Once having garnered all information necessary to satisfy the user request of  68 , the third software presents the collected information to the requesting user via a web site graphic user interface screen presentation in  73 . The software then returns to a polling or “recognition mode”  76  where it awaits the next user input information request and processes subsequent user requests as previously taught by first identifying the type of information required, retrieving the information and then presenting it via a web site presentation to the requesting user. This process repeats in an iterative manner until all such user requests are satisfied whereupon the instant invention sits in an idle state awaiting further input inquiry.  
         [0038]     As indicated earlier, it will be easily envisioned by those skilled in the art that process steps of the present invention can be applied to any number of sequences wherein articles are to be transported by one or more vehicle types. For purposes of clarity, example and non-limiting disclosure, the functionality of the instant invention is best understood by relating it to a specific practicing model. The instant application will so proceed in this regard by disclosing its practice invention in association with airline passenger baggage scanning and tracking systems.  
         [0039]     As articles travel the length of the bag belt in any bag room with passive scan points, scan data is recognized and communicated to the invention&#39;s second software (synonymously referred to herein as “BAASIC” or “Baggage Sortation Systems”). A scan record is typically though not limitedly sent to BAASIC each and every time a bag is scanned. Should a bag re-circulate in the system, and pass by a passive scan point a second, third or other occasion, an additional scan record is created for each scanned occasion. The scanned record is processed via the second software and along with a time stamp inserts the message (referred to synonymously herein as “record”) into the system&#39;s shipment article database (BPM)  15  ( FIG. 1 ). The message, typically though is not limitedly, is stored in the following International Air Transport Association (“IATA”) format in Table 2:  
               TABLE 2                           BPM .V/1TJFK. J/S/BAASIC/UM1/18DEC/0201L/JFK       .F/AA0879/18DEC/MIA/Y       .I/AA0141/17DEC/LHR/Y .O/AA5165/18DEC/GGT/Y       .N/4001405153001       .P/SMITH/GODFR ENDBPM                  
 
 Record elements in Table 2 proceed according to the following identification scheme, where: 
    BPM V/IT=BPM header; constant; section mandatory     JFK=Message City; variable     .J/S/BAASIC/=Scan data header for BAASIC system; constant     UM1/=Scan location; variable     18DEC/=Scan Date; variable     0201L/=Scan time (L indicates local time); variable     JFK=Scan location city; variable     .F/=Outbound flight data header; constant; section mandatory     AA0879/=Outbound carrier and flight number; variable     18DEC/=Outbound flight date; variable     MIA/=Outbound City; variable     Y=Placeholder; constant     .I/=Inbound flight data header; constant; section optional     AA0141/=Inbound carrier and light number; variable     17DEC/=Inbound flight date; variable     LHR/=Upline city of inbound flight; variable     Y=Placeholder; constant     .O/=Onward flight data header; constant; section optional     AA5165/=Onward flight number (at downline city); variable     18DEC/=Onward date (at downline city); variable     GGT/=Onward destination (at downline city); variable     Y=Placeholder; constant     .N/=Bag tag information header; constant     4001405153001=Bag tag number; variable     .P/=Passenger Information Header; constant     SMITH/=Passenger Last Name; variable     GODFR=Passenger First Name; variable     ENDBPM=End of BPM; constant    
 
         [0068]     The BPM database continues to build as messages are stored within it. At a predefined interval, formatted BPM records associated with relevant operational data are forwarded to the composite database  35  via third software  3 . As used herein the terms “real-time flight data” are used interchangeably and synonymously with “transportation record database”, “flight database” and/or “FOS records database”. The now formatted BPM records are joined with existing real-time operational flight data for presentation on a web page by third software in response to a user inquiry.  
         [0069]     Specific structured query language “queries” return different views of the BPM/Flight Data depending on a user&#39;s input requirement and separate web pages are created to present the detail of this data. Additionally a “Dashboard” or GUI is provided and taught by the instant invention to initiate process step execution and control.  
         [0070]      FIG. 3  is a non-limiting example of a graphical user interface used to initiate process step execution of the methodology of the instant invention.  FIG. 3  speaks specifically to an example of initiating parameter navigation tools and transport articles at risk for mis-connecting with a scheduled transport vehicle for shipment. A description of a Dashboard summary page is illustrated as well as related detail pages is present and discussed in association with  FIG. 3 . Turning now to  FIG. 3 .  
         [0071]      FIG. 3  illustrates a graphic user interface which is referred to synonymously and interchangeably throughout this disclosure as “dashboard” or “bag team dashboard”. A description of the information presented in the dashboard graphic user interface follows with the database source of the information indicated as well as the sponsoring or storing software (a.k.a. first software, second software, third software).  
         [0072]     There are two primary sections to the Dashboard illustrated in  FIG. 3 .  
         [0073]     Section A is a summary of the major points of interest to those users whose attention is concentrated measurements relating to parcel handling (also known as “Bag Team”). Each of these measurements are explained separately in  FIGS. 3 through 8 .  
         [0074]     Section B of  FIG. 3  illustrates those articles that are currently traveling through the baggage system and are considered at risk of being mishandled (“Hot”).  
         [0075]     As used herein, the definition of a Hot Bag is a bag that has been scanned within 30 minutes of departure time and the actual departure time of the aircraft is also within 30 minutes. The “30 Minute Rule” is alterable and may be configured by the user to specify any other time interval.  
         [0000]     Dashboard Column Definitions  
         [0000]    
       
          Flight  80  (Originating Data Source: BPM Database)  
          Departure flight for which the bag/parcel is destined  
          To  83  (Originating Data Source: FOS, (a.k.a. first software) Flight Data Database)  
          Next destination of the bag/parcel  
          Gate  85  (Originating Data Source: FOS, Flight Data Database)  
          Departure gate for the flight and bag/parcel  
          Tag  87  (Originating Data Source: BPM Database)  
          Short tag number for the bag/parcel.  
          Scan Time  88  (Originating Data Source: BPM Database)  
          Time bag/parcel was scanned in the baggage system  
          Scan Location  90  (Originating Data Source: BPM Database)  
          Location at which the bag/parcel was scanned  
          Departure Time  92  (Originating Data Source: FOS, Flight Data Database)  
          Current departure time of the flight for which the bag/parcel is destined  
          Minutes To Load  94  (Calculated Number)  
          A calculation of the difference, in minutes, between the moment the web page is displayed and the actual departure time of the aircraft/transport vehicle.  
          Dispatch Status  96  (User Input, Dispatch Status Database)  
          Bag/parcel team members have the opportunity to take action on each Hot Bag/parcel. If dispatched a runner to find the bag/parcel and deliver it to an indicated departure gate, a Bag Team member may click on the Dispatch Status button to indicate someone was dispatched. An optional color “X” icon will then change to a second optional “Check Mark” icon, indicating a dispatched runner.  
       
     
         [0094]      FIG. 4  illustrates a non-limiting example of a screen image user response denoting transport articles missing connection to a departed transport vehicle. The present invention assumes that  FIG. 4  information is required as a consequence of a user input requesting missed bag information. As used herein, the term “missed articles” will be readily appreciated by those skilled in the art to include not only passenger baggage but any transport article to be shipped on a plane or transportation vehicle. Turning now to  FIG. 4 .  
         [0095]     In  FIG. 4  the instant invention has determined that user has inquired via input request for information relating to missed articles. This inquiry step of the instant invention methodology is indicated as step  68  on  FIG. 2 . In response thereto, the instant invention retrieves one or more composite records from the composite database  35  and presents collated/formatted information from database  35  to the user. This return to the user is designated in step  73  of  FIG. 2 .  FIG. 4  illustrates according to column definition those databases from which the original information has been retrieved by the invention&#39;s third software compiled and stored upon the composite database. In  FIG. 4  it is seen where: 
    Flight  100  (Originating Data Source: BPM Database)     Departure flight for which the bag/parcel is destined     To  103  (Originating Data Source: FOS, Flight Data Database)     Next destination of the bag/parcel     Gate  106  (Originating Data Source: FOS, Flight Data Database)     Departure gate for the flight and bag/parcel     Tag  109  (Originating Data Source: BPM Database)     Short tag number for the bag/parcel.     Scan Time  110  (Originating Data Source: BPM Database)     Time bag/parcel was scanned in the baggage system     Scan Location  115  (Originating Data Source: BPM Database)     Location at which the bag/parcel was scanned     Departure Time  120  (Originating Data Source: FOS, Flight Data Database)     Current departure time of the flight for which the bag/parcel is destined     Customer Connect Time  123  (Calculated Number)     If the customer has connected, the actual number of customer connection minutes (difference between customer&#39;s actual arrival and customer&#39;s actual departure times) is displayed. If the customer is originating, the word “Local” is displayed.     Minutes To Load  127  (Calculated Number)     A calculation of the difference, in minutes, between the moment the web page is displayed and the actual departure time of the aircraft. Since the definition of a Missed Bag/parcel is one that is scanned after departure time, this on this page this number is always expressed in negative minutes (indicating number of minutes after departure time).     Dispatch Status  130  (User Input, Dispatch Status Database)     Bag/parcel Team members are required to notify the Customer Service Manager (CSM) on duty for the departure that a bag/parcel was missed. The purpose of the notification is for employee follow-up. Once the CSM has been notified, the Bag/parcel Team member will click an indicator here, “Red X” icon to indicate notification, and the icon will then change to a “Green Check Mark”.     Other Information On Missed Bag/parcels Page     There is additional ancillary information found on this page. Included are:     Transfer Bag/parcel Icon— FIG. 3      When present, this icon indicates that the bag/parcel in question is a connecting bag/parcel. The icon is followed by the arriving flight information for the customer and bag/parcel. If no transfer icon exists for a bag/parcel that indicates it is a locally checked bag/parcel.     CSM Name Icon— FIG. 3      This icon is displayed to draw attention to the CSM (Customer Services Manager) name. At the beginning of their shifts CSMs sign into the web and state their work area. This information is then stored in an Employee Assignments database associated with a proprietary software system beyond the scope of the present invention.     Tracer Icon— FIG. 3      This icon indicates that the customer has filed a mishandled bag/parcel tracer at their destination.     Forwarding Information Exists Icon— FIG. 3      When the Station that has mishandled the bag/parcel forwards the bag/parcel to the customer&#39;s destination, flight number, etc.    
 
         [0126]      FIG. 5  illustrates a non-limiting screen image user response example denoting of transportation articles which encountered delay or nearly missed connecting to an intermediate or originating city transport vehicle departure. The present invention assumes that  FIG. 5  information is required as a consequence of a user requesting information relating to transportation articles which encounter delay or nearly missed connecting to an intermediate or originating city transport vehicle departure.  FIG. 5  illustrates according to column definition those databases from which the original information has been retrieved by the invention&#39;s third software compiled and stored upon the composite database. In  FIG. 5  it is seen where:  
         [0127]     Upline Near Miss articles as used herein refer to those articles that are destined to connect through the Station, but where scanned within 10 minutes of the upline departure and thus more likely to not be on-board their departing aircraft (transportation vehicle). 
    Full Tag Number  140  (Originating Data Source: BPM Database)     Full 10-digit IATA compliant tag number is displayed. Users may click on the tag number for further information about this bag/parcel which is retrieved from Sabre.     Inbound Flight Number  142  (Originating Data Source: BPM Database)     Flight number of the aircraft arriving in the Station     From  145  (Originating Data Source: BPM Database)     Upline city where the bag/parcel was scanned     Scan Time  147  (Originating Data Source: BPM Database)     Scan time of the bag/parcel in the upline city that triggered the alert     Departure Time  149  (Originating Data Source: FOS, Flight Data Database)     Departure time of aircraft in upline city     Arrival Time  151  (Originating Data Source: FOS, Flight Data Database)     Arrival time of the aircraft in the local city     Scan Location  153  (Originating Data Source: BPM Database)     Location bag/parcel was scanned that triggered the alert     Customer Name  157  (Originating Data Source: BPM Database)     Name of the customer attached to the bag/parcel tag     Dispatch Status  160  (User Input, Dispatch Status Database)     Once noted that the bag/parcel was an upline near miss, the Bag/parcel Team member will click on the “Red X” (not noted) which will then change to a “Green Check” (noted).    
 
         [0146]      FIG. 6  illustrates a non-limiting screen image user response of transportation articles that have intentionally or inadvertently been introduced into the system through the instant invention&#39;s scanning and tracking mechanism, as opposed to being placed upon an available scheduled transport vehicle for shipment. The present invention assumes that  FIG. 6  information is required as a consequence of a user input requesting information relating to transportation articles/bags that have intentionally or inadvertently been introduced into the system through the instant invention&#39;s tracking mechanism as opposed to being placed upon a scheduled transport vehicle for shipment.  FIG. 6  illustrates according to column definition those databases from which the original information has been retrieved by the invention&#39;s third software compiled and stored upon the composite database.  
         [0147]     Typically articles that connect in a Hub are transferred in a manner known as “tail-to-tail”. These articles do not go into the local bag room for re-delivery to the gate unless the connecting aircraft or other vehicle is not at the gate yet or if there is a long (generally more than 60 minutes) ground time.  
         [0148]     The Dumped Bags page is used to identify those articles that were “dumped” into the bag system that should have been transferred directly to the connecting aircraft. In  FIG. 6  it is seen where: 
    Flight  162  (Originating Data Source: BPM Database)     Departure flight for which the bag/parcel is destined     To  165  (Originating Data Source: BPM Database)     Next destination of the bag/parcel     Gate  167  (Originating Data Source: FOS, Flight Data Database)     Departure gate for the flight and bag/parcel     Tag  169  (Originating Data Source: BPM Database)     Short tag number for the bag/parcel.     Arrival Time  171  (Originating Data Source: FOS, Flight Data Database)     By definition Dumped Bag/parcels are connecting bag/parcels, so this is the actual arrival time of the customer&#39;s inbound aircraft (the aircraft from which the customer is connecting).     Arrival Gate  173  (Originating Data Source: FOS, Flight Data Database)     The arrival gate of the aircraft     Scan Time  175  (Originating Data Source: BPM Database)     Time bag/parcel was scanned in the baggage system     Scan Location  178  (Originating Data Source: BPM Database)     Location at which the bag/parcel was scanned     Departure Time  180  (Originating Data Source: FOS, Flight Data Database)     Current departure time of the connecting flight for which the customer and bag/parcel are destined     Customer Connect Time  181  (Calculated Number)     The actual number of customer connection minutes (difference between customer&#39;s actual arrival and customer&#39;s actual departure times) is displayed.     Minutes Before Departure  183  (Calculated Number)     A calculation of the difference, in minutes, between the moment the web page is displayed and the actual departure time of the aircraft. Since the definition of a Missed Bag/parcel is one that is scanned after departure time, this on this page this number is always expressed in negative minutes (indicating number of minutes after departure time).     CSM Advised  185  (User Input, Dispatch Status Database)     Bag/parcel Team members may notify a Customer Service Manager (CSM) or other supervisory personnel on duty for the arrival that a bag/parcel was Dumped. The purpose of the notification is for employee follow-up. Once the CSM has been notified, the Bag/parcel Team member will click the “Red X” icon to indicate notification, and the icon will then change to a “Green Check Mark”.     Other Information On Dumped Bag/parcels Page     There is additional ancillary information found on this page. Included are:     Transfer Bag/parcel Icon— FIG. 3      When present, this icon indicates that the bag/parcel in question is a connecting bag/parcel. The icon is followed by the arriving flight information for the customer and bag/parcel. If no transfer icon exists for a bag/parcel that indicates it is a locally checked bag/parcel.     CSM Name Icon— FIG. 3      This icon is displayed to draw attention to the CSM (Customer Services Manager) name. At the beginning of their shifts CSMs sign into the web and state their work area. This information is then stored in an Employee Assignments database associated with a proprietary software system beyond the scope of the present invention.     Tracer Icon— FIG. 3      This icon indicates that the customer has filed a mishandled bag/parcel tracer at their destination.     Forwarding Information Exists Icon— FIG. 3      When the Station that has mishandled the bag/parcel forwards the bag/parcel to the customer&#39;s destination, flight number, etc.    
 
         [0183]      FIG. 7  illustrates a non-limiting screen image user response example denoting change(s) in departing location of scheduled article transport vehicles. The present invention assumes that  FIG. 7  information is required as a consequence of a user input requesting information relating to a change of location in a scheduled transport vehicles departure.  FIG. 7  illustrates according to column definition those databases from which the original information has been retrieved by the invention&#39;s third software compiled and stored upon the composite database. In  FIG. 7  it is seen where:  
         [0184]     Gate changes are those flights that were previously scheduled at a particular gate and have now been changed to depart from a different gate. This can occur multiple times through the course of an operational day.  
         [0185]     Departing articles are generally delivered to the departure gate during the last 30-45 minutes before departure.  
         [0186]     This is important to note because if a departure gate is changed, the departing articles that have already been delivered to the departure gate need to be moved to the new departure gate.  
         [0187]     The purpose of the Gate Changes page is to alert the Bag Team member that a departure gate has changed within 60 minutes of scheduled departure and the potential exists that departing articles have already been delivered to the departure gate. 
    Flight  190  (Originating Data Source: FOS, Flight Data Database)     Departure flight number where the gate has changed     To  191  (Originating Data Source: FOS, Flight Data Database)     Destination of the departing flight     Previous Gate  193  (Originating Data Source: FOS, Gate Change Database)     The gate at which the departure was previously scheduled and thus the gate that needs to be checked for departing bag/parcels that may have already been delivered.     Current Gate  195  (Originating Data Source: FOS, Flight Data Database)     The gate at which the departure is currently scheduled and thus the gate to which departing bag/parcels need to be moved.     Scheduled &amp; Actual Equipment  197  (Originating Data Source: FOS, Flight Data Database)     Many times when a departure gate changes the equipment type of the departing aircraft changes. This is especially important when the new equipment type is smaller than the previous equipment.     Departure Time  199  (Originating Data Source: FOS, Flight Data Database)     Scheduled departure time of the flight     Gate Change Time  200  (Originating Data Source: FOS, Gate Change Database)     Time the gate change occurred     Advance Minutes  201  (Calculated Number)     Minutes in advance of the scheduled departure the gate change occurred. Only those gate changes that occur within 90 minutes of departure are displayed.     Bag/parcel Count  204  (Originating Data Source: BPM Database)     Worst cast scenario of the number of bag/parcels that may be found at the previous gate     Customer Count  205  (Originating Data Source: FOS, Gate Change Database)     Ancillary information offered as guidance to the Bag/parcel Team member as bag/parcel counts generally track closely to customer counts.     Dispatch Status  207  (User Input, Dispatch Status Database)     When a gate change occurs within 90 minutes of departure, sometime in the last 30-45 minutes a Bag/parcel Team member will dispatch a runner to ensure that all bag/parcels for the departure have been picked up at the previous gate.     Once the dispatch is made, the Bag/parcel Team member will click on the “Red X” (not dispatched), which will then change to a “Green Check” (dispatched).    
 
         [0211]      FIG. 8  illustrates a non-limiting screen image response denoting those instances where a customer scheduled to accompany a transport article shipment has subsequently modified his or her travel arrangements from that originally scheduled. The present invention assumes that  FIG. 8  information is required as a consequence of a user input requesting information relating to a an instance where a customer is scheduled to accompany a transport vehicles shipment and subsequently has altered his or her transportation itinerary/time/vehicle. Baggage Change Orders (BCO) are used as a tool to communicate with the bag room when a customer changes departing flights. Baggage Change Orders are by sent via Sabre and are automatically printed in the bag room. The BCO is used to describe the customer bag(s), along with bag tag number(s), and old and new routing information. When a BCO is taken by an agent on the concourse, the implicit agreement with the customer is that the bag will travel with them on their new flight. It is now up to the bag room to actually move the bag(s) to the new departure.  FIG. 8  illustrates according to column definition those databases from which the original information has been retrieved by the invention&#39;s third software compiled and stored upon the composite database. In  FIG. 8  it is seen where: 
    BCO Number  209  (Originating Data Source: DECS, Baggage Change Order Database)     Change order number that is assigned by the Sabre Host and is unique     Original Flight Number  211  (Originating Data Source: DECS, Baggage Change Order Database)     Original flight number of customer and bag/parcel(s)     Original Destination  212  (Originating Data Source: DECS, Baggage Change Order Database)     Original destination of customer and bag/parcel(s)     New Flight Number  214  (Originating Data Source: DECS, Baggage Change Order Database)     Flight number to which customer has changed     New Destination  216  (Originating Data Source: DECS, Baggage Change Order Database)     New destination of customer and bag/parcel(s)     Bag Count  218  (Originating Data Source: DECS, Baggage Change Order Database)     Number of bag/parcels customer has checked     Dispatch Status  220  (User Input, Dispatch Status Database)     When a change order is received by the bag/parcel room a runner is dispatched to find the bag/parcel and switch it to the new flight and destination based on the information found in the baggage change order.     Until a runner is dispatched by the Bag/parcel Team member, a “Red X” or other indicator (not dispatched) is displayed. Once a runner has been dispatched the Bag/parcel Team member will click on the “Red X” and it is then changed to a “Green Check” or other similarly intended indicator (dispatched).      
         [0227]     While this invention has been described to illustrative embodiments, this description is not to be construed in a limiting sense. Various modifications and combinations of the illustrative embodiments as well as other embodiments will be apparent to those skilled in the art upon referencing this disclosure. It is therefore intended that this disclosure encompass any such modifications or embodiments.