Transporting Baggage to The Airport

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 course 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

Factors	1	2	3	4	5	6	7	8	9	10
Cost
Time
Space
Pax Convenience
Operational Flexibility
Business Potentials

COLOUR	PASSENGER EXPERIECE
	Highly Inconvenient & Purposeless
	Very Inconvenient
	Existing facility – no additional input
	May be Existing or Implementable in near future
	Very Convenient option if realised
	Ideal solution as choice to passenger experience
x	Irrelevant nature of baggage transfer

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 course 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

	Home	Transit 1 Departure	Transit 2 Departure	Bag Building Departure	Bag Building Arrival	Transit 1 Arrival	Transit 2 Arrival	Final Destination
Home	X	1	2	X	X	X	X	10
Transit 1 Departure	X	X	X	3	X	X	X	X
Transit 2 Departure	X	X	X	4	X	X	X	X
Bag Building Departure	X	X	X	X	5	X	X	X
Bag Building Arrival	X	X	X	X	X	6	7	X
Transit 1 Arrival	X	X	X	X	X	X		8
Transit 2 Arrival	X	X	X	X	X		X	9
Final Destination	X	X	X	X	X	X	X	X

COLOUR	PASSENGER EXPERIECE
	Highly Inconvenient & Purposeless
	Very Inconvenient
	Existing facility – no additional input
	May be Existing or Implementable in near future
	Very Convenient option if realised
	Ideal solution as choice to passenger experience
x	Irrelevant nature of baggage transfer

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 course 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 course 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?