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RFID technology has been tested or tried to be used in the airports of various countries, which is of great help to improve the efficiency and safety of the airport in all aspects.
There are already airports in Malaysia that use mobile phone text messages to accomplish the same task, and passengers only get information about themselves. Another way is to send a personal information device for each passenger at the airport entrance, which can remind you by voice whether the flight is on time, where to board the plane, and parking spaces. The concept explored by the Danish Kolding School of Design is more avant-garde: using personal positioning and electronic map technology, no matter how complicated the airport is, you only need to press the arrow displayed on the personal information device to accurately reach the boarding gate. If downloaded through software, this function may also be integrated into the phone.
In December 2004, the first real-time networked wireless flight information display system (FIDS) in the United States appeared at Yosemite Airport in California. It tracks the airport’s secondary surveillance radar at any time, updating data every 4.6 seconds, and it can be tracked once. 350 aircraft, the estimated time of arrival of the flight provided must be accurate to more than 10 minutes. This information not only appears on airport display screens, but also on airport self-service terminals and airport websites. Passengers can accurately understand the situation of their flights at home or on the road, and the journey to the airport can be much more relaxed.
IBM’s research found that check-in procedures are the bottleneck of airport efficiency and the main cause of passenger anxiety. After the “9.11” incident, airlines eager to cut costs reversed the hesitation of the 1990s and began to generally accept self-service terminals similar to bank ATMs, and they were recognized by more and more passengers. 70% of Northwest Airlines passengers choose self-check-in procedures, and the company now has 800 self-service terminals in various airports. According to IBM’s Richard Henderson, who is responsible for strategic cooperation in the travel and transportation industry, airport self-service can enable airlines to reduce check-in counter staff by 75%, depending on the degree of acceptance. Self-service terminals are also increasingly used for complex functions such as changing journeys and rebooking tickets, and can also implement cross-regional integrated services with industries such as hotels and car rentals. In order to prevent the “novices” among passengers from being at a loss, these service terminals attach great importance to the user interface, and airlines also retain some manual services. Using dynamic simulation technology to study the automatic boarding service process, IBM proposes: Generally speaking, it is best to push the boarding procedure after the security check. Sabre’s president of airline products and services, Steve Krampte, predicts that voice control and more interactive interfaces will appear on the next generation of self-service terminals. Currently, the Swiss company SITA is cooperating with Siemens to study the use of mobile phones for check-in procedures, including seat selection through graphical on-board seat displays.
The rapid development of information technology has made low-cost airlines a fish in water, and large companies have also sought a chance. China will have more than 170 civilian airports in 2005, and it is expected to reach more than 230 in 2010. In 2015, the annual reception capacity of the Capital Airport will increase from the current 27 million to 60 million. It is necessary to ensure high efficiency while rapidly expanding in scale. Informatization will be a core subject.
Electronic Ticket
E-tickets are the source of air travel efficiency. In August 1993, Atlanta-based Valuejet Airlines sold the first e-ticket. In 1998, United Airlines e-tickets accounted for 46% of total sales. In 1999, it rose to 58%. Agency fees dropped from US$1.325 billion to US$1.139 billion. In November 2001, the proportion of e-tickets reached 65%. At present, e-tickets in developed countries account for about 40% on average, and the average in the United States is 60%. The International Air Transport Association has also formulated a unified international standard. It is hoped that electronic tickets will be fully realized by 2007 and paper tickets will be cancelled.
On March 28, 2000, China Southern Airlines took the lead in launching e-tickets for individual passengers in China, but only sold 300,000 yuan that year. After absorbing the participation of agents in 2001, sales reached 150 million yuan, and in 2002 it reached 600 million yuan. From August to September 2003, Air China e-tickets entered Shanghai and Guangzhou, and China Eastern Airlines actively followed up. Currently, Shanghai Airlines, Hainan Airlines and other companies have also joined. In 2004, national e-tickets accounted for 6.7% of total air ticket sales, with sales revenue of 4 billion yuan, and China Southern Airlines accounted for 25%. Even if calculated at 20%, it can save nearly 100 million yuan in expenses, calculated on the basis of 70 million passengers nationwide each year. , Can save 2.1 billion yuan. By 2007, the proportion of national e-tickets is expected to reach 50%.
With e-tickets, passengers only need to present a valid ID and certification number to receive a boarding pass. The second-generation e-ticket uses smart card technology to not only accumulate mileage points for passengers, but also book taxis and hotels. The third-generation e-ticket can provide telephone and financial services. From printing to settlement, the face cost of a ticket is 40 to 50 yuan, while the e-ticket is less than 5 yuan. The agency fee for traditional air tickets is generally 3% to 10%, while the agency fee for online sales is only 3% (1% of which is paid to the bank). For airlines, in addition to reducing sales costs by about 80%, e-tickets can also save time, ensure the timely and complete return of funds, as well as the accuracy and safety of passenger information, and help make accurate analysis of market demand.
There are some unfavorable factors in the development of e-tickets. For example, there are still some conceptual barriers in online consumption and payment, and the proportion of e-tickets is not high. The large deposit for the purchase of promissory notes and the cost of delivering air tickets, the capital turnover is also smoother. As for passengers, they are more likely to be attracted by the lower discounts offered by traditional ticket agents than e-tickets. The inconvenience of financial reimbursement for e-tickets has yet to be coordinated by the Civil Aviation Administration of China and the State Administration of Taxation.
Out of the maze
The large airport is like a maze within a radius of several miles. Although the concept of the so-called “guide system” is very popular, most of it still stays at the level of signs and symbols. In fact, the highest level should be the use of all technical means to actively provide passengers with the most needed information. In the mid-1980s, some busy U.S. airports had their own radio stations. Passengers could see the frequency signs of this radio station on the way to the airport. It constantly broadcasts information such as flights, parking spaces, and road conditions. Nowadays, broadcasting and display screens are becoming more refined, but the essence is still the same-for everyone, this kind of information source is 99% useless. There are more and more flights, the language of broadcasting, the speed of speech, the number of repetitions, and the scrolling speed of the display are also under increasing pressure.
Security Question
Simulation experiments in recent years have shown that guns are still occasionally missed by security checks at US airports. Five years later, the ideal level of security that the airport should achieve is: everyone at the airport, every package, and all supplies and equipment can be identified, tracked and located at any time. Most of the technologies that need to be used have already appeared or are close to appearing. What needs to be solved is the problem of universal promotion at a reasonable cost. Considering the terrible nature of “9.11”, no one will object to increasing investment in this area.
First pass: registration and safety certification
The earliest security measures began to perform their duties one kilometer away from the airport, and a laser scanner on the roadside would detect whether the vehicle contained explosives. The device first activates the molecules of the object under inspection. When the molecules are loosened, they emit a spectrum. The spectrum of each substance is different. Comparing these spectra with the chemical substance database, you can find suspicious substances, especially explosives, drugs, and drugs. Biochemical agents. This process sounds complicated, but it’s actually just a moment. If the cargo on a truck that claims to be transporting soft drinks is more volatile than Coke, it will be immediately suspected.
The first hurdle that passengers encounter is no longer a ticketing officer, but an identity authentication kiosk. Cameras and computers equipped with facial recognition software will take a snapshot for you, and immediately generate a smart card that can prevent sabotage and tampering. The chip contains the flight number, boarding gate number, arrival time and digital facial image. The airport can keep track of your whereabouts at any time. In fact, before that, you have been quietly compared with a database of suspected terrorists.
At present, the more reliable biometric identification methods include fingerprints, facial features, voiceprints, iris or retina texture recognition. After digitizing these features, everyone on the earth can be identified, but only retina and iris scanning can guarantee 100% accuracy . The computer can give data to more than 250 identification points on the iris, but the speed is slightly slower, and it is generally used for re-checking suspicious passengers. Facial recognition can reach an accuracy rate of 80% to 90%, but it will be interfered by factors such as camera angle, illumination, and age changes. The biggest difficulty is that although the lost and pick-up will find it helpful, tracking everyone’s whereabouts will infringe on personal privacy and will make it encounter strong resistance.
Passengers’ luggage and belongings will also be affixed with radio frequency identification tags (RFID) so that they can be located at any time. The tag also corresponds to the smart card, and there will be no situation where the passenger has not boarded the plane and his luggage is on the plane. The baggage inspection will also use laser scanners. After suspicious baggage is found, the baggage owner can be found and intercepted immediately.
The second level: manual monitoring
To handle complex situations flexibly and flexibly, security experts at the airport command center and police officers distributed throughout the airport are still indispensable.
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Author: Zhihui Technology
Source: Zhihui RFID Technology Network
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