The Travel Bargain

Bangkok Airport Arrivals
Friday, July 21st, 2006

Bangkok airport is currently situated at Don-muang which is around half an hour drive from the heart of Bangkok city. Flights details of Bangkok airport arrivals and departures are available with most travel agents and ticketing offices. You can also see the real time Bangkok flight schedule details including arrivals and departure at both Bangkok international airport and domestic aiport at the official web site of Airports of Thailand Public Company Limited (AOT) Check the Bangkok airport arrivals and departure timings here

Update: I think the above link is no longer giving you the latest arrival schedules at new Bangkok airport. I have found another way to provide you up to date information on new Bangkok airport arrivals.

Once you arrive at the Bangkok airport the friendly airport staff will greet you with pleasing smiles. Thailand is known as the land of smiles. You will be absolutely comfortable at the airport. One you get your baggage and come out to the Bangkok airport arrival area take a left to find services like airport Taxi and hotel bookings. You can trust these official services though they tend to be bit more expensive than the regular Bangkok taxi cabs outside the Bangkok airport.

Danish carrier Cimber Air will start twice daily flights (once on Saturday) from the Swedish city of Norrköping to Munchen starting with the summer schedule at the end of March in a code share with Lufthansa. Also from Norrköping, Cimber Air will start a daily route to Helsinki - also starting with the summer schedule.

Lufthansa will start twice daily flights from Frankfurt to the Norwegian city of Bergen starting with the summer schedule.

Jet2 has announced an up to 50 per cent cut on fares for its service between London Gatwick and Newcastle, with fares starting at £9.99 (including taxes) between Newcastle and Gatwick, and in the opposite direction available from £19.99 (including taxes).

easyJet will add flights from their Geneva base to Ajaccio, Split (both from 29th June 2008) and Nantes (from 31st March), and from Basel to Cagliari (from 29th June). They will also begin a new schedule between Berlin (Schoenefeld) and Thessaloniki from 31st March.

Bullfighting, Sevillana dancing, El Dorado TV series, Paella, Julio Iglesias, Package Holidays the Spanish have made an indelible print on British Culture. But there is so much more to discover than just red rags and Torremolinos. And now you have the chance without catching that easyJet cheap flight to Magaluf, as the best of Spain is coming to Olympia with the Viva Espana exhibition.

Highlights include the very best of flamenco dancing, live music, and Spanish gastronomic treats from celebrity chefs Simon Shaw of El Gato Negro and Luis Vallina from L-Restaurant. If that wasn’t enough Brendan Cole will be joining the judges panel at the first Strictly Spanish Dancing exhibition, brush up on your Spanish at a language session, and check out properties to be bought across the Iberian Peninsular.

Answer English has been kindly given 10 tickets to Give Away by Blendon Communications. These tickets are each worth £12. So if you are interested in entering our Prize Draw send you name, telephone and address to James: james@answerenglish.com for a chance to win!

Viva Espana is at Olympia and runs between the 16th and 18th March. We will almost certainly be going down on the 18th, so if you are interested in joining us, make sure to give us a call:

Like many people, I really like to travel. Seeing the world is more than a luxury, it’s an important part of my life experiences. And, as everyone (probably) knows, the ease and luxury of travel is a little more difficult to attain with the new passport regulations.

Sometimes I think the TSA is horribly backwards and fear-mongering: Some of their decisions-by-hindsight are truly mind-boggling in their bureaucratic ineptitude. But these new passport regulations seem, initially, to be a pretty good idea. If a passport is needed to get to Italy, why not Mexico? Makes sense, at least on the face of it. And it may be a pain to get a passport if you’ve never had one before, but it’s really not that big a deal. This website can walk you through the process of passport procurement with minimal pain.

For any American who likes to travel out of the US, a passport is an unavoidable item in all of our travel bags. That’s why some privacy experts are concerned about the RFID chip to be embedded in all new passports. The RFID (Radio Frequency Identification) chip is a way to electronically check identity through biometric standards like face recognition, and fingerprint recognition…and futuristic methods like retina scans. This sounds like something out of Bladerunner (if you like sci-fi, the future has been here now for a while already, what with the embedded chips), but the fingerprints and retina scans are not used during in US biometric passports for security check procedures. Can you imagine? Those security checkpoint lines are long enough as it is! The facial digital image and personal info alone are stored on the RFID chip in passports. Again, the main purpose of the RFID chips is to try to prevent fake paper passports from seeming valid.

Here’s the concern: Where there’s a will to hack, there’s a way to hack. The new biometric passports may seem like a good idea, since we’d all like to think our faces are unique, right? But the information in the RFID chips are not encrypted, and back in November ‘06 a couple of tech guys already hacked a biometric passport; it wasn’t that hard for them either. The Guardian wrote about this, click here for details. As the hacker described in that article, “[This] could result in a new passport being passed off as the real article. You could make a perfect clone of the [original] passport.” It hasn’t happened yet, but it could - and a traveler wouldn’t even know about it. After all, his passport isn’t missing, or stolen. Also from the Guardian (same link): “citizens [by law must] adopt new …documents which dramatically decrease their security and privacy and increase risk of identity theft.” Oh, goodie.

But wait! Homeland Security, and the TSA, are here to protect us. I mean, they didn’t confiscate that old lady’s snow globe at LAX for nothing, right? If history tells us anything, it tells us that the TSA will work hard to change the way RFID chips are embedded in our passports…after something horrible almost happens. In the meantime, remember to wear clean socks to the airport. It wasn’t the TSA that stopped the Shoe Bomber (it was his own stupidity), but darned if you can’t get through security without taking off your sneakers now anyway.

And in the meantime, we all still need passports to fly, and soon to cruise and drive across US national boundaries. Wired Magazine offers one smashing solution for disabling the RFID chips in biometric passports, but I can’t say I wholeheartedly recommend this method. It basically involves a hammer smashing your passport - disabling by breaking. But be warned: This aint legal. It will lead to a more (ahem) “in depth” security check. And watch out for that jail time. Hmm, jail time, or identity theft? That’s a tough one. Neither one is even close to a luxury travel experience.

At this time, there is basically no way around it. People who love to enrich their lives via world travel, have to give up some of their privacy in the name of security. How this will play itself out in the end, is anybody’s guess.

 

Passengers, fasten your seat belts. An ambitious plan to strengthen security for the nation’s aviation transportation system is encountering some turbulence.

A new agency has been created to do the job, and it has been given tight deadlines and billions of dollars to spend. Major defense companies are positioning themselves to grab a share of the funding.

After the attacks against the World Trade Center and the Pentagon, the Bush administration quickly moved to toughen security in the airways. The Federal Aviation Administration began expanding the three-decade-old Federal Air marshals program, which places armed, undercover law-enforcement officers on board U.S. airliners. It provided $500 million in funding to modify aircraft to make it more difficult to break into cockpits.

More than 7,000 armed National Guard troops were deployed to augment existing security at the nation’s 429 commercial airports. At press time, they were scheduled to be withdrawn by May 31.

After security lapses continued in the air and at terminals, Congress in November passed an Aviation and Security Act, establishing a major new agency—the Transportation Security Administration—and ordering it to protect all modes of transportation, air, land and sea, from assault by terrorists.

The legislation gave first priority to the commercial airlines system, which the terrorists had used in their assaults. It took the job of protecting that system away from private industry, which was criticized for lax hiring standards, low pay and poor training for its security personnel, and gave it to the TSA.

“For the first time, airport security will become a direct federal responsibility, overseen by a new undersecretary of transportation for security,” said President Bush in November, as he signed the measure into law. “The new security force will be well-trained, made up of U.S. citizens. If any of its members do not perform, the new undersecretary will have full authority to discipline or remove them.”

To fulfill the assignment, TSA officials said that the agency plans to hire a staff of perhaps 65,000 before the end of the year. That will make it “larger than the FBI, Drug Enforcement Administration and Border patrol combined,” said Transportation Secretary Norman Y. Mineta, whose department includes the new organization.

TSA officials, citing security concerns, declined to reveal how many air marshals they plan to hire. But a spokesman said the agency is “recruiting actively” and has received “thousands of applications from around the country.”

Still, with 26,000 flights a day, officials noted, the TSA won’t be able to place an air marshal on every airliner. As an alternative, pressure is increasing for the agency to allow aircrews to protect themselves. United Airlines has begun training its pilots to use stun guns to defend their cockpits. Transportation Department approval is required before the weapons can be deployed.

Stun guns, however, have limited range and power, critics warned. Two members of Congress—Alaska’s Don Young, chairman of the House Transportation and Infrastructure Committee, and Florida’s John Mica, head of the Aviation Subcommittee—in April introduced legislation to allow commercial airline pilots to carry firearms in the cockpit and requiring the TSA to train them to use the weapons properly.

“Our pilots have requested the ability to defend themselves,” said Mica. “They are our last line of defense and should have at least a fighting chance.”

The law creating the TSA established a series of deadlines, which the agency has met so far. In December, it announced qualifications for federal baggage screeners, who must:

Be U.S. citizens.

Have a high school education or equivalent work experience.

Be able to read, write and speak English.

Pass tough, new security checkups, including criminal history investigations.

Many current airport employees are unable to meet even such basic standards. In April, more than 450 workers at 15 airports around the country were arrested on federal fraud and immigration charges. U.S. Justice Department officials said the employees—construction workers, janitors, food servers and baggage screeners—covered up previous criminal convictions, used false Social Security numbers or were in the country illegally. They were discovered when federal and state agencies conducted background checks on an estimated 750,000 airport employees.

Screening Baggage
In January, the TSA began screening all checked passenger bags, using several methods:

- Passing luggage through large, automated explosive-detection systems (EDS) that use computed tomography (CT) technology, similar to that used in medicine.
- Inspecting bags with portable, hand-held explosive-trace detection (ETD) devices, which are designed to recognize residues of bomb-making chemicals.
Conducting manual searches.
- Use of bomb-sniffing dogs.
- Matching luggage with passengers to ensure that no bag goes aboard an aircraft unless the person who checked it is also on board.
- Use of a computer-profiling system, known as the Computer-Assisted Passenger Prescreening System.

All of these methods have come in for criticism. Manual searches are said to be too slow. There are limited numbers of bomb-sniffing dogs, and it takes a long time to train new ones. Bag matching is said to be unlikely to stop suicide bombers, such as those involved in the September 11 attacks.

The airlines have conducted computer profiling for years to help determine which passengers’ baggage should receive more vigorous inspections. But such systems are controversial.

Katie Corrigan, legislative counsel on privacy for the American Civil Liberties Union, told a congressional hearing that profiling systems are ineffective security measures and “likely to be discriminatory.” They focus too much on whole classes of largely innocent people, such as those with a Middle Eastern appearance, she said.

But Jonathan Turley, law professor at George Washington University, in Washington, D.C., pointed out that more than 40 million Americans travel by air every month. “It is practically impossible to closely scrutinize every passenger,” he said at the hearing. “Profiling may be an inevitable response to the dangers evident at airports.”

Certainly, Mica said, some alternative is needed to the current, random system of choosing passengers for additional screening at the gate. Most people chosen for such attention are no threat at all, he said.

Recently, Mica noted, an 86-year-old Medal of Honor winner was selected. In another case, a congressman, Rep. John Dingell, D-Mich., was taken to a back room and required to strip to his underwear to prove that he wasn’t carrying a weapon after his metal hip kept setting off the metal detector.

Detecting Concealed Weapons
To help reduce such incidents, the FAA in November paid $445,300 for several advanced weapons-detection systems from Quantum Magnetics Inc., a subsidiary of InVision Technologies Inc., of Newark, Calif. As a passenger walks through an archway, the system, called I-Portal 100, pinpoints the location of any concealed weapons that the person may be carrying, and displays their whereabouts on a computer screen. This process decreases the time required for secondary screenings by up to 50 percent, according to Quantum Magnetics President Lowell Burnett.

The TSA also is considering a “trusted-traveler” program, according to the agency’s head, John Magaw, undersecretary of transportation for security. Under this proposal, travelers who agree to undergo advance background investigations would receive identification cards speeding them through airport checkpoints.

To scan checked baggage, the TSA is required to have some form of electronic explosive detection—either EDS or ETD—installed at all U.S. airports by the end of the year. Using the EDS version, luggage is placed on a conveyer belt, which feeds it through a CT scanner. An operator views the scanned bags through computer monitors, looking for suspicious items.

The EDS machines, however, have their drawbacks. They are up to 15 feet in length, a tight fit in already crowded terminals. They cost about $1 million apiece. And they are in short supply. Only two companies—InVision and L3 Communications, of New York City—have been certified to make them. At least two other firms, Heimann Systems Corporation, of Pine Brook, N.J., and PerkinElmer Analytical Instruments, of Shelton, Conn., said they planned to submit machines for certification in the near future.

In order to meet the needs of every airline in every terminal in the country, however, the TSA needs thousands of machines by December 31. To install that many EDS-style machines that quickly “is simply not realistic,” said Heimann Executive Vice President Frank Vehlen. A better alternative, he said, is to deploy a mix of technologies.

The Transportation Department apparently agrees. In April, Mineta announced that the TSA will buy approximately 1,100 EDS machines and 4,700 ETD systems. The ETD machines, much smaller and less expensive, require more personnel than the EDS versions, since an operator must personally handle every bag. But EDT systems may be preferable in some situations, such as at small airports, he said.

“Some airports will utilize all EDS, some all trace and many a mix of both,” Mineta said. “Under our ‘system of systems’ approach, we will insist on the same high standard for all airports, large and small.”

By November 19, a year after Congress created the TSA, the agency is required to have its employees conduct all airport passenger screening. On April 30, the first 200 of those—dressed in distinctive, new, blue and white uniforms—took their posts at Baltimore Washington International Airport, where TSA is testing its procedures.

They were the first graduates of a TSA curriculum that includes more than 40 hours of formal classes and 60 hours of on-the-job training. The Lockheed Martin Corporation, of Bethesda, Md., has won a contract worth up to $105 million to provide the training.

Magaw predicted that the new screeners would make a major difference. “If you hire good people and give them proper training, you’re going to be a success,” he said.

Three companies—Lockheed Martin, Hensel Phelps Construction Company, of Greeley, Colo., and Fluor Enterprises Inc., of Aliso Viejo, Calif.—are competing to help TSA coordinate the takeover. The three have been awarded contracts totaling $8.9 million calling for each to draw up a master plan and schedule for the project. TSA will evaluate the competing plans and select one or more of the companies to implement the change.

Paying for all of this is proving more expensive than first envisioned, said the Transportation Department’s inspector general, Kenneth M. Mead. “Key drivers are the sheer numbers of federal screeners, federal law enforcement officers, federal security managers and federal air marshals, as well as the pace and types of EDS installation,” he explained.

The TSA’s 2002 budget—$2.4 billion—was drawn up from accounts that existed before the terrorist attacks revealed unanticipated needs, Mead explained. To cover those needs, the administration is seeking a $4.4 billion supplement appropriation.

For 2003, the administration has requested $4.8 billion for the TSA. But that figure was just “an estimate of the required resources, based upon the best information available at the time,” Mead warned.

“Sometimes, things cost more than you expect,” said Magaw. “Right now, we’re encountering sticker shock.”

AIR TRAVEL SECURITY METHOD, SYSTEM AND DEVICE FIELD OF THE INVENTION The present invention relates to air travel security methods, systems, and devices and more particularly to such air travel security methods, systems, and devices aimed at controlling terrorists, hijackers, and other unruly passengers on an aircraft.

BACKGROUND OF THE INVENTION Recently, specifically since September 11, 2001, security at major airports throughout the world has become a very serious concern. Security measures at such major airports have been increased very significantly, in many ways. Passengers are now checked much more thoroughly for identification and for weapons. There are also many more security personnel at major airports and also many more air marshals present on commercial flights. In spite of all the presently used tight security precautions, there is still no effective way to subdue a terrorist, a hijacker, or an unruly passenger. Even new”high- tech”biometric systems (e. g. iris scans, thumb prints, voice identification) might all fail in preventing a hijacker or terrorist from gaining entry to an aircraft.

Presently, air marshals are trained to use stun guns that employ Electro-Muscular-Disruption (EMD) technology such as a TASER manufactured by various manufacturers, for instance, TASER International Inc. of Scottsdale, Arizona, and Tasertron, a privately held manufacturer in Corona, California.

The TASER device uses compressed nitrogen to shoot two small probes up to about twenty feet or so. The projectile probes are connected to the TASER by insulated wire. NVhen the probes make contact with the target, the air TASER transmits electrical pulses along the wires and into the body of the target through up to two inches of clothing. The result is an instant loss of the person’s neuromuscular control and any ability to perform coordinated action. The effect of the device lasts anywhere from a few seconds to a few minutes.

Various airlines are starting to train their pilots to use stun guns in the event of a hijacking, or other terrorist activity, and the like.

Indeed, recent legislation has been passed in the United States that gives the transportation becretary, after a three-month study, permission to allow pilots to carry non-lethal weapons.

There are some significant problems associated with presently available TASERS. They have a maximum range of about twenty feet or so. Also it is necessary to physically contact the person with the two small projectile probes that are shot from the TASER unit, which may be very difficult. Further, a passenger can readily shield himself from the projectile probes.

It is an object of the present invention to provide an air travel security system having a primary purpose to”arrest”hi- jacker/terrorist on a plane who are acting in a threatening manner.

It is an object of the present invention to provide an air travel security system that has an effective range that covers an entire commercial airliner.

It is another object of the present invention to provide an air travel security system wherein physical contact with a selected passenger can readily be made.

It is yet another object of the present invention to provide an air travel security system wherein it is difficult for a passenger to shield himself from the unit.

SUMMARY OF THE INVENTION In accordance with one aspect of the present invention there is disclosed a novel method of providing air travel security for passengers traveling via an aircraft, the method comprising the steps of : (a) permitting the passengers to board the aircraft for a flight thereon ; (b) prior to the aircraft departing for the flight, situating a remotely activatable electric shock device on each of the passengers for the duration of the specified flight such that, for each passenger, the situated electric shock device is in position to deliver a disabling electrical shock to that passenger; (c) prior to the aircraft departing for the flight, arming the electric shock devices for subsequent selective activation of the electric shock devices by a remote source, wherein each activated electric shock device situated on a passenger, as aforesaid, is operable to deliver the disabling electrical shock to that passenger ; (d) subsequent to the flight, removing the electric shock devices from the passengers; and, (e) permitting the passengers to disembark the aircraft. In accordance with another aspect of the present invention there is disclosed a novel air travel security system for providing air travel security for passengers traveling via an aircraft. The air travel security system comprises a plurality of remotely activatable electric shock devices each having an armed state whereat the electric shock device produces, upon activation, a disabling electric shock. The remotely activatable electric shock devices are situatable one on each of the passengers for the duration of a flight on an aircraft such that, for each passenger, the situated electric shock device is in position to deliver the disabling electrical shock to that passenger. A selectively operable remote control means is disposed within the aircraft during the specified flight for producing an activating signal for activating the electric shock device, and transmitting the activating signal for receipt by the remotely activatable electric shock devices. The remotely activatable electric shock devices each have activation circuitry responsive to the activating signal transmitted from the selectively operable remote control means, which activation circuitry causes, upon receipt of the activating signal, the remotely activatable electric shock devices that are in their armed state to produce the disabling electric shock.

In accordance with yet another aspect of the present invention there is disclosed a novel remotely activatable electric shock device for providing security for passengers traveling via an aircraft. The remotely activatable electric shock device comprises a main body, and at least two electrodes protruding in skin contacting relation from the main body. There is also electronic circuitry for energizing the electrodes to thereby produce a disabling electric shock. Each of the electric shock devices has an armed state, whereat the electric shock device produces, upon activation, a disabling electric shock. The remotely activatable electric shock devices are situatable one on each of the passengers for the duration of a specified flight on an aircraft such that, for each passenger, the situated electric shock device is in position to deliver the disabling electrical shock to that passenger. The remotely activatable electric shock devices each have activation circuitry responsive to an activating signal transmitted from a selectively operable remote control means, which activation circuitry, upon receipt of the activating signal, causes the remotely activatable electric shock devices that are in their armed state to produce the disabling electric shock.

Other advantages, features and characteristics of the present invention, as well as methods of operation and functions of the related elements of the structure, and the combination of parts and economies of manufacture, will become more apparent upon consideration of the following detailed description and the appended claims with reference to the accompanying drawings, the latter of which is briefly described herein below.

BRIEF DESCRIPTION OF THE DRAWINGS The novel features which are believed to be characteristic of the method, system and device for providing air travel security for passengers traveling via an aircraft according to the present invention, as to its structure, organization, use and method of operation, together with further objectives and advantages thereof, will be better understood from the following drawings in which a presently preferred embodiment of the invention will now be illustrated by way of example. It is expressly understood, however, that the drawings are for the purpose of illustration and description only, and are not intended as a definition of the limits of the invention. In the accompanying drawings: Figure 1 is a simplified top plan view of the passenger boarding area of a typical major airport; Figure 2 is a simplified top plan view of the elevated walkway from the passenger boarding area shown in Figure 1, to an commercial aircraft; Figure 3 is a elevational view of a first preferred embodiment of the air travel security system according to the present invention showing a remotely activatable electric shock device in the form of a bracelet worn on a person’s arm, specifically on the wrist ; Figure 3A is a elevational view similar to Figure 3, but with the alarm sounding; Figure 4 is an enlarged elevational view of the bracelet of Figure 1, partly cut-away, with the bracelet in a closed in use configuration; Figure 5 is a view showing the bracelet shown in Figure 4 in an opened position, before it is situated onto a person’s arm; Figure 6 is a view similar to Figure 5, but with an optional disposable protective plastic or paper tube placed over the bracelet; Figure 7A is a perspective view of a transmitter according to the first preferred embodiment of the air travel security system according to the present invention; Figure 7B is a perspective view of a transmitter according to a second preferred embodiment of the air travel security system according to the present invention ; Figure 7C is a perspective view of a transmitter according to a third preferred embodiment of the air travel security system according to the present invention ; Figure 7D is a perspective view of a transmitter according to a fourth preferred embodiment of the air travel security system according to the present invention; Figure 7E is a perspective view of a transmitter according to a fifth preferred embodiment of the air travel security system according to the present invention; Figure 7F is a perspective view of a transmitter according to a sixth preferred embodiment of the air travel security system according to the present invention; Figure 8 is a simplified top plan view similar to Figure 1, but showing passengers disembarking the commercial aircraft; Figure 9 is a perspective view of an seventh preferred embodiment remotely activatable electric shock device of the air travel security system according to the present invention ; Figure 10 is a top plan view of the seventh preferred embodiment remotely activatable electric shock device of Figure 9; Figure 11 is a side elevational view of the seventh preferred embodiment remotely activatable electric shock device of Figure 9, with the strap means closed; Figure 12 is a side elevational view of the seventh preferred embodiment remotely activatable electric shock device of Figure 9, with the strap means opened; Figure 13 is a perspective view of an eighth preferred embodiment remotely activatable electric shock device according to the present invention; Figure 14 is a front elevational view of a ninth preferred embodiment according to the present invention showing a remotely activatable electric shock device embodied in a belt; Figure 15 is a front elevational view of a tenth preferred embodiment according to the present invention showing a remotely activatable electric shock device embodied in a vest; and, Figure 16 is an elevational view of an eleventh preferred embodiment according to the present invention showing a remotely activatable electric shock device in a necklace worn around a person’s neck.

DETAILED DESCRIPTION OF A PREFERRED EMBODIMENT Referring to Figures 1 through 12 of the drawings, it will be noted that Figures 1 through 7A and Figure 8 illustrate the first preferred embodiment of the air travel security system 20 according to the present invention ; Figure 7B illustrates the second preferred embodiment of the air travel security system 20 according to the present invention; Figure 7C illustrates the third preferred embodiment of the air travel security system 20 according to the present invention; Figure 7D illustrates the fourth preferred embodiment of the air travel security system 20 according to the present invention ; Figure 7E illustrates the fifth preferred embodiment of the air travel security system 20 according to the present invention; Figure 7F illustrates the sixth preferred embodiment of the air travel security system 20 according to the present invention ; Figure 9 illustrates the seventh preferred embodiment of the air travel security system 20 according to the present invention ; Figure 10 illustrates the eighth preferred embodiment of the air travel security system 20 according to the present invention ; Figure 11 illustrates the ninth preferred embodiment of the air travel security system 20 according to the present invention; and Figure 12 illustrates the ninth preferred embodiment of the air travel security system 20 according to the present invention.

Reference will now be made to Figures 1 through 7A and Figure 8, which show the first preferred embodiment of the air travel security system 20 according to the present invention. The air travel security system 20 is for providing air travel security for passengers 22 traveling via an aircraft 26. The aircraft 26 would typically be a large commercial aircraft 26, such as those typically operated by major airlines, and could also be a smaller type of aircraft 26 used for commercial purposes. Further, the present invention is usable on military aircraft, and would be extremely desirable on aircraft 26 used to transport prisoners of war and terrorists. The present invention is usable on aircraft used by law enforcement agencies to transport criminals, and so on. Essentially, the present invention applies to virtually any type of aircraft 26 where passengers 22 are carried; however, there would generally be very little applicability of the present invention in private aviation. rhe air travel security system 20 comprises a plurality of remotely activatable electric shock devices su.-unese rernotely ictivatable electric shock device 30 are for providing security for passengers 22 traveling via an aircraft 26. In the first preferred embodiment, as shown in Figures 1 through 7A and Figure 8, the remotely activatable electric shock device 30 comprises a main body in the form of a bracelet 40, as can be best seen in Figures 3 through 6. The bracelet 40 that is worn on a person’s arm, specifically at the person’s wrist 23. The bracelet 40 could also be worn on a passenger’s ankle.

Preferably, the bracelet 40 exteriorly is colour coded in order to permit authorized personnel to be able to visually identify the airline and flight number of the passenger’s flight. The colour coding could be changed either periodically or for each occurrence of the same flight number flight, as desired. Frequent changes in colour coding would make it more difficult for a passenger 22 to wear a fake bracelet 40 that matched the bracelet 40 designated for a particular flight, and therefore would help permit the flight crew to more readily identify a passenger 22 who is wearing a fake bracelet.

Optionally, as seen in Figure 4, the bracelet 40 may have a disposable paper or plastic cover 31 surrounding it so as to ensure that only clean material contacts the passenger’s skin.

Each bracelet 40 is movable between a closed in-use configuration, as can be best seen in Figure 4 and 2, and an opened situating configuration, as can be best seen in Figure 3 and 5.

The bracelet 40 is preferably has a hinge 44 disposed across its width so as to permit opening of the bracelet 40, and has a securing mechanism 46 disposed oppositely to the hinge 44 to permit the bracelet 40 to be removably secured onto a person’s arm. The securing mechanism 46 may optionally have a lock (not shown), with keys to the lock in the possession of flight attendants, the pilot, the co-pilot, air marshals, and other authorized personnel.

In the opened situating configuration, as can be best seen in Figure 3, the bracelet 40 is placeable over a passenger’s wrist 23, so as to situate the remotely activatable electric shock device 30 on a passenger 22, in position to deliver a disabling electrical shock to that passenger 22. In the closed in-use configuration, as can be best seen in Figure 2, the bracelet 40 is situated in secured relation on a passenger’s wrist 23, so as to remain in place for the duration of the flight. Further, the bracelet 40 may be adjustable in size in its closed in-use configuration, so as to permit various sizes of wrists to be accommodated.

It should be understood that a passenger 22 who might wish to hijack or otherwise overtake an aircrait Gc0, wm try to remove the remotely activatable electric shock device 30 from his wrist 23, so that a disabling electrical shock cannot be delivered to that passenger 22. Also, it is possible that the securing mechanism 46 on any electric shock device 30 could inadvertently release. In any event, in order to alert the crew of the aircraft 26 of possible release or removal of a remotely activatable electric shock devices 30 from a passenger 22, each of the remotely activatable electric shock devices 30 comprises alarm circuitry 50. The alarm circuitry 50 produces an audible alarm, as indicated by general reference numeral 51 in Figure 3A, if the bracelet 40 is removed from its closed in-use configuration, but only when the electric shock device 30 is in the armed configuration. Such removal would include being moved from its closed in-use configuration to its open situating configuration, and also would include being cut or broken apart, being tampered with. Further, the alarm could sound if an electric shock device 30 has low power, or is malfunctioning. Also Alternatively, or additionally, the alarm circuitry 50 may transmit an alarm via a radio frequency carrier signal to a co-operating receiver in the aircraft 26. The receiver could audibly and visually alert members of the crew that an electric shock device 30 had been removed. Such an alarm transmitted via a radio frequency carrier, for instance, could carry digital information related to the identity of the passenger 22, thus allowing the crew to determine which seat the passenger 22 is sitting in.

There are at least two electrodes 48 included as part of each remotely activatable electric shock device 30. In the first preferred embodiment, there are four electrodes 48, for the sake of redundancy. As is well known in the art of electronics, there must be at lest one positive electrode and one negative electrode. The electrodes 48 protrude in skin contacting relation from the inner surface 49 of the bracelet 40, so as to contact, or nearly contact, the passenger’s skin. Preferably, when the bracelet 40 is worn on a passenger’s wrist 23, the electrodes 48 are in electrically conductive contact with the passenger’s skin ; however, due to the high voltage produced by the electric shock device 30, the electrodes 48 can deliver a disabling electric shock from a distance of up to about five centimeters. A disabling electric shock, as described above, reaches the body of the passenger 22 on which the electric shock device 30 is situated, thus resulting in an instant loss of the person’s neural-muscular control.

There is electronic circuitry 47 for energizing the electrodes 48, to thereby produce a disabling electric shock. The electronic circuitry 47 includes at least one capacitor 49, and in the various preferred embodiments, a plurality of capacitors 49 for the sake of redundancy. In the first preferred embodiment, and in the other preferred embodiments discussed, the electronic circuitry 47 of each of the electric shock devices 30 comprises electro-muscular-disruption technology circuitry.

Essentially, electro-muscular-disruption technology circuitry produces a potential across the electrodes 48 of about 30,000 volts to about 50,000 volts, but only a few milliamps of current, so as to be safe to humans.

WO 03/098570 PCT/CA03/00723 Each remotely activatable electric shock device 30 has an armed configuration and an unarmed connguramon. in me armed configuration, the electric shock device 30 produces, upon subsequent activation (discussed in detail subsequently), a disabling electric shock, and more specifically an electro-muscular-disruptive electric shock. As can be best seen in Figure 2, the bracelet 40 would preferably have a readily visible light emitting diode (LED) 41 of one colour to indicate that the bracelet 40 is in an unarmed state, but still operational, or in other words turned on, and a readily visibly light emitting diode (LED) 42 of another colour to indicate that the bracelet 40 is in an armed state.

In the unarmed configuration, the electric shock device 30 is precluded from producing the disabling electric shock upon receipt of the activating signal, thus precluding the passenger 22 wearing the electric shock device 30 from receiving a disabling electric shock.

The remotely activatable electric shock devices 30 are situatable one on each of the passengers 22 for the duration of a flight on the aircraft 26. Further, the electric shock devices 30 are situatable such that, for each passenger 22, the situated electric shock device 30 is in position to deliver a disabling electrical shock to that passenger 22.

There is a selectively operable remote control means 52 for producing an activating signal for activating the electric shock device 30. The selectively operable remote control means 52 also transmits the activating signal for receipt by the remotely activatable electric shock devices 30 on the aircraft 26.

The selectively operable remote control means 52 comprises an electronic circuit disposed within the aircraft 26 during the flight. The electronic circuit may be built in to the aircraft 26, as can be seen in Figures 2 and 8, and have activation switches 53 in the form of pushbuttons, handles, keys, or the like, disposed at various locations throughout the aircraft 26.

Preferably, the activation switches are accessible by authorized personnel only so as to preclude unwanted activation of the remotely activatable electric shock devices 30 on the aircraft 26. The electronic circuit may alternatively or additionally comprise one or more portable battery powered units 52a, as shown in Figure 7A. Each of these portable battery powered units 52a is carried by an authorized personnel on the aircraft 26. In this manner, there is carefully restricted access to the selectively operable remote control means 52 that controls the remotely activatable electric shock devices 30, thus minimizing the chance of the electric shock devices 30 being activated by unauthorized personnel.

The remotely activatable electric shock devices 30 each have activation circuitry 33 responsive to the activating signal transmitted from the selectively operable remote control means 52, which activation circuitry 33 causes, upon receipt of WO 03/098570 PCT/CA03/00723 he activating signal, the remotely activatable electric shock devices 30 that are in their armed configuration 10 proauce the lisabling electric shock. In the various preferred embodiments, each of the electric shock devices 30 preferably comprises -muscular-disruption technology circuitry, as discussed above.

In the first preferred embodiment, the selectively operable remote control means 52a is operable by switch 53a and includes radio frequency transmitter circuitry 54a that transmits a low power short range radio frequency carrier signal for receipt by the activation circuitry 33 of the remotely activatable electric shock devices 30. The activating signal may be of any suitable an permissible frequency, that does not interfere with the various avionics and radios of the aircraft 26, and may be either an AM (amplitude modulation) or FM (frequency modulation) carrier signal. Correspondingly, the activation circuitry 33 is responsive to a radio frequency carrier signal.

The advantage of using a radio frequency carrier to activate the electric shock device 30 includes a significant transmission range and the ability to pass through material such as clothing. One drawback is that a radio frequency carrier is substantially omni-directional in nature, thus making it difficult to activate the electric shock device 30 of a selected passenger 22.

In a second preferred embodiment, as illustrated in Figure 7B, the selectively operable remote control means 52b is operable by switch 53b and includes ultrasonic transmitter circuitry 54b and the activating signal comprises an ultrasonic carrier signal transmitted by the ultrasonic transmitter circuitry 54b. Correspondingly, the activation circuitry 33 is responsive to an ultrasonic carrier signal. The advantage of using an ultrasonic carrier to activate the electric shock device 30 includes a significant transmission range and the ability to pass through material such as clothing. Also, an ultrasonic carrier signal would not interfere with the various avionics and radios of the aircraft 26. One drawback is that ultrasonic carrier signal is substantially omni-directional in nature, thus making it difficult to activate the electric shock device 30 of a selected passenger 22.

In a third preferred embodiment, as illustrated in Figure 7C, the selectively operable remote control means 52c is operable by switch 53c and includes infra-red light transmitter circuitry 54b and the activating signal comprises an infra-red light carrier signal transmitted by the infra-red light transmitter circuitry 54d. Correspondingly, the activation circuitry 33 is responsive to an infra-red light carrier signal. An infra-red light carrier signal also has a significant transmission range, but generally cannot pass through material such as clothing. However, an infra-red light carrier signal can be directed quite narrowly, thus making it readily possible to activate the electric shock device 30 of a selected passenger 22. in a tourtn preterrea emboaunent, as illustrated m rngure , tne seiecnvely operaule remote control means zu is operableby switch 53d and includes laser light transmitter circuitry 54d and the activating signal comprises a laser light carrier signal transmitted by the laser light transmitter circuitry 54d. Correspondingly, the activation circuitry 33 is responsive to a laser light carrier signal. A LASER light carrier signal has a very significant transmission range, but generally cannot pass through material such as clothing. However, a LASER light carrier signal can be directed quite narrowly, thus making it readily possible to activate the electric shock device 30 of a selected passenger 22.

In a fifth preferred embodiment, as illustrated in Figure 7E, the selectively operable remote control means 52e is operable by switch 53e and includes magnetic field transmitter circuitry 54e and the activating signal comprises a magnetic field carrier signal transmitted by the magnetic field transmitter circuitry 54e. Correspondingly, the activation circuitry 33 is responsive to a magnetic field carrier signal. The use of a magnetic field to activate an electric shock device 30 on a selected person has a potential drawback in that the magnet would have a limited range of effectiveness; however, this limited range of effectiveness can also be advantageous in that only the electric shock device 30 on the selected person would be activated. Other electric shock devices 30 more than a couple of feet away would not be activated.

In a sixth preferred embodiment, as illustrated in Figure 7D, the selectively operable remote control means 52f is operable by switch 53f and includes microwave transmitter circuitry 54f and the activating signal comprises a microwave carrier signal transmitted by the microwave transmitter circuitry 54f. Correspondingly, the activation circuitry 33 is responsive to a microwave carrier signal. Such a microwave carrier signal would need to be low power and at a frequency that would minimizes any harm to passengers 22. One drawback is that the microwave carrier signal would be substantially omni- directional in nature, thus making it difficult to activate the electric shock device 30 of a selected passenger 22.

It is possible to combine two or more types of transmission media into one remote control. For instance, it might be desirable to have an infra-red light carrier and a radio frequency carrier (independently actuatable) included in one remote control. This would permit initial attempt at activating the electric shock device 30 on the selected passenger 22 only via the infra-red light carrier. If this initial attempt did not work, which might be the case if the selected passenger 22 has physically covered the electric shock device 30, a second attempt at activating the electric shock device 30 can be made via the radio frequency carrier. This second attempt might unfortunately activate several electric shock devices 30, but at least an initial attempt at activating the electric shock device 30 on the selected passenger 22 can be made.

WO 03/098570 PCT/CA03/00723 As can be best seen in Figure 2, the bracelet 40 includes digital electronic circuitry 28 that contains digital information pertaining to the identity of the passenger 22 who has the bracelet 40 situated thereon. This information could include the passenger’s name, address, ticket information (especially the flight number) boarding pass, and a digital photograph of the passenger 22. There is also a display screen 35 for displaying the digital information. The bracelet 40 with this electronic information, eliminates the need for the passenger 22 to carry a ticket, and also precludes the chance of the passenger 22 losing the ticket or having the ticket stolen. A bracelet 40 can also include other types of electronic circuitry, such as GPS circuitry to track a passenger’s location. Further, the information in the bracelet 40 could concur with information stored on an electronic circuit attached to the person’s luggage, both”carry on”luggage and”checked in”luggage. Further, the information in the bracelet 40 could be transmitted at various check points so as to be received by a computer system 20, and the information verified.

The electronic circuitry 28 also contains information about the flight that the passenger 22 is boarding. Each flight of an aircraft (defined as a takeoff and landing) is assigned a unique flight code that is entered into each bracelet 40. The flight code preferably comprises both letters and numbers and is preferably several digits long. Also, it may be related to the date of the flight and the cities that it departs from and arrives in. It may also be randomly generated to make it impossible for another party to predict the flight code.

The flight code is transmitted from the bracelet 40 to a receiving unit (also referred to as a scanner) as each passenger 22 is boarding the aircraft 26. The flight code within the bracelet 40 must match the flight code of that particular flight in order for the passenger to be able to board the flight. In other words, each passenger boarding the flight must have a legitimate electric shock device 30 in order to board the flight. This prevents a would-be terrorist or hijacker from obtaining an electric shock device 30, disabling its functionality, and then wearing it onto an aircraft, thus being protected from receiving a shock from the electric shock device 30.

The present invention also encompasses a method of providing air travel security for passengers 22 traveling via an aircraft 26. As discussed above, the present invention applies to virtually any type of aircraft 26 where passengers 22 are carried.

The method comprises the steps of first registering passengers 22 for boarding the aircraft 26. Typically the passengers 22 would have to show identification including a photograph, when registering, for security purposes.

Once a passenger 22 has been registered, he or she is subsequently permitted to board the aircraft 26 for a flight thereon.

Typically, passengers 22 who are to board a flight are received into a flight boarding area 27. As the passengers 22 leave WO 03/098570 PCT/CA03/00723<BR> the flight boarding area, the identity of the passengers 22 boarding the flight is verified. With the present invention, if the flight number and a digital photograph are stored in the electric shock device 30, and the electric shock device 30 has a display screen 35, or through use of a display screen temporarily coupled in operative relation thereto, the identity of each passenger 22 boarding the flight can be checked using the electric shock device 30. Such checking of identification can be done when leaving the waiting area and/or when actually entering the aircraft 26, or actually any time prior to the aircraft 26 departing for the flight.

Prior to the aircraft 26 departing for the flight, the remotely activatable electric shock devices 30 are situated in secured relation on each of the passengers 22, typically one electric shock device 30 per passenger 22. The electric shock devices 30 are situated in the aforesaid secured relation on each of the passengers 22 for the duration of the flight, such that said selectively activatable electric shock devices 30 cannot readily be removed by unauthorized personnel. Depending on regulations or on airline policies, the electric shock devices 30 may be situated only on passengers 22 who are over a specified age and/or who are over a specified size (height and/or weight).

The electronic shock devices 30 could be situated on passengers 22 at registration ; however, this would mean that the electronic shock devices 30 would be on the passengers 22 for potentially a very long time, especially if a flight is delayed.

In the first preferred embodiment, the electronic shock devices 30 are situated on passengers 22 just before boarding the aircraft 26, as indicated by arrow”A”in Figure 1.

The electric shock devices 30 are situated such that, for each passenger 22, the situated electric shock device 30 is in position to deliver a disabling muscular-disruptive electrical shock to that passenger 22. The preferred location is on a passenger’s wrist 23, since this location is easily accessible and is generally inoffensive to most people. Most importantly, an electric shock device 30 situated thusly is difficult to remove.

Once an electric shock device 30 is situated on a passenger 22, the alarm circuitry 50 on the electric shock devices 30 can be enabled. The alarm circuitry 50 produces an alarm if the electric shock device 30 is removed from the passenger 22, when the electric shock device 30 is in the armed configuration.

It is preferable, and indeed very useful, once an electric shock device 30 has been situated on a passenger 22, to verify the operability of the electric shock device 30 to be able to deliver a disabling electrical shock to that passenger 22. This can be accomplished by means of test circuitry that checks that the capacitors of the electric shock device 30 are fully charged.

WO 03/098570 PCT/CA03/00723 Further, the test circuitry causes a small electric charge of perhaps a few volts to be delivered across me eieciroaes 48. A high resistance resistor disposed in electrically conductive relation across the electrodes 48 a small current flow that could be measured and reported.

Once the electric shock device 30 is situated on the passenger 22 and prior to the aircraft 26 departing for the flight, information pertaining to the identity of that passenger 22, such as their name, address, flight number, a digital photograph, and so on, can be entered into the electronic shock device 30, as indicated by arrow”B”in Figure 1.

After the electronic shock device 30 has been situated on a passenger 22, as can be seen in Figure 1, as the passenger 22 continues toward the aircraft 26, as indicated by arrow”C”, a passenger’s bracelet 40 can be scanned by a scanning system 45 (at security points), thus precluding the need to manually have a person’s ticket checked, thus facilitating the quick passage of passengers 22 from one area to the next. Further, scanners could be included in the seats of the aircraft 26 to ensure that each registered passenger 22 is on the aircraft 26 and in his/her proper seat before the aircraft departs.

The passengers 22 continue along an elevated walkway 27, as indicate by arrow”D”in Figure 2, and then board the aircraft 26, as indicated by arrow”C”in Figure 2.

Prior to the aircraft 26 departing for the flight, the electric shock devices 30 are armed for subsequent selective activation of the electric shock devices 30 by the selectively operable remote control means 52. As such, each activated electric shock device 30 situated on a passenger 22, as aforesaid, is operable to deliver the disabling electrical shock to that passenger 22.

The electric shock devices 30 may be armed manually by authorized personnel 21, when the electric shock devices 30 are situated on the passengers 22, prior to boarding the flight on the aircraft 26. Alternatively, as indicated by arrow”E’in Figure 2, electric shock devices 30 may be armed manually by authorized personnel 21 when boarding the aircraft.

Alternatively, the electric shock devices 30 may be armed automatically when the electric shock devices 30 are situated on the passengers 22, or may be armed automatically when each passenger 22 boards the aircraft 26, upon receipt of an arming signal. Another alternative method would be to arm all of the electric shock devices 30 concurrently when the passengers 22 on the aircraft 26 are seated, just prior to the flight departing. Such concurrent arming could occur on receipt of an arming signal.

If the electric shock devices 3U are switched into their armed and unarmed contigurations remotely, me arming and disarming may be carried out by means of by means of radio frequency carrier or an ultrasonic carrier, an infra-red light carrier, a LASER light carrier, by a microwave carrier, or even by way of a magnetic field, as discussed previously.

Preferably, the means for activating the electric shock device 30 is different than the means by which the bracelet 40 is switched between its unarmed state and its armed state, in order to minimize the chance of false activation of the electric shock device 30.

Upon activation of the electric shock device 30, through receipt of an activating signal from the selectively operable remote control means 52, the passenger 22 wearing that particular bracelet 40 receives the disabling electrical shock from the electric shock device 30. Accordingly, the passenger 22 becomes incapacitated for a few seconds or perhaps a few minutes, during which time the passenger 22 can be fully subdued and handcuffed, if necessary. Depending on the type of transmission medium used to send the activating signal, other passengers 22 may also become temporarily incapacitated, which is undesirable and unfortunate, but may be unavoidable.

Subsequent to the flight, or in the event the flight is cancelled, the passengers 22 are permitted to disembark the aircraft 26, as indicated by arrow”F”in Figure 8. The electric shock devices 30 are removed from the passengers 22 either as they disembark the aircraft 26, as indicated by arrow”G”in Figure 8, or subsequently in a waiting area. The electric shock devices 30 are disarmed either automatically while the passengers 22 on the aircraft 26 are still seated after landing. Such concurrent disarming could occur on receipt of a disarming arming signal. The electric shock devices 30 could also be disarmed, either manually or automatically, as the passengers 22 disembark the aircraft 26. Alternatively, such disarming could occur automatically when each electric shock device 30 is removed from the passenger 22 it has been situated on.

Once passengers 22 disembark the airplane and the bracelets 40 have been removed from the passengers 22, the bracelet 40 are surrendered to the flight crew or security personnel. The bracelet 40 are reusable, and may be programmed specifically for each airline carrier or may be generic.

In a seventh preferred embodiment, as illustrated in Figures 9 through 12, each of the remotely activatable electric shock devices 70 comprises a main body 71 and a strap means 72 secured to the main body 71. Each strap means 72 is movable between a closed in-use configuration and an open situating configuration. The strap means 72 is kept in its closed in-use configuration by a locking clasp having a male portion 72a and a female portion 72b.

WO 03/098570 PCT/CA03/00723<BR> <BR> For security purposes, eacn of the seventh preferred embodiment remotely activatable electric shot ; h ucviuc ; b/v uutitprises alarm circuitry 73. The alarm circuitry 73 is used to alert the crew of the aircraft 26 of possible release or removal of a remotely activatable electric shock devices 70 from a passenger 22, or in other words, if the strap means 72 is moved to its open situating configuration. The alarm circuitry 73 produces an audible alarm, as indicated by general reference numeral 73a (shown in Figure 11) from a speaker 73b, if the strap means 72 is removed from its closed in-use configuration, but only when the electric shock device 70 is in the armed configuration. Alternatively, or additionally, the alarm circuitry 73 may transmit an alarm via a radio frequency carrier signal to a co-operating receiver (not shown) in the aircraft 26. The receiver could audibly and visually alert members of the crew that an electric shock device 70 had been removed. Such an alarm transmitted via a radio frequency carrier, for instance, could carry digital information related to the identity of the passenger 22, thus allowing the crew to determine which seat the passenger 22 is sitting in.

The remotely activatable electric shock device 70 also includes digital electronic circuitry 74 that contains digital information pertaining to the identity of the passenger 22 who has the electric shock device 70 situated thereon, and for storing flight code information.

The remotely activatable electric shock devices 70 also comprise a display screen 75 located on the face of the main body 71, for displaying the digital information, and a pair of status light emitting diodes 76. An infra-red data port 77 is also located on the face of the main body 71. The infra-red data port 77 transmits the digital information pertaining to the identity of the passenger 22 and the flight code to a scanner (not shown) operated by authorized personnel. A push-button switch 77a located on the side of the main body 71 is used to initiate transmission of information from the infra-red data port 77. A bi-directional data port 78 is used to transfer digital information pertaining to the identity of the passenger 22 and the flight code to and from the electric shock device 70. A power jack 79 located on the side of the main body 71 is used to recharge the electric shock devices 70.

It should be understood that although it is highly preferable that a passenger 22 be unable to remove the electric shock device 30 without assistance from the flight crew, security personnel, or flight marshal, some passengers 22 might strongly object to wearing a bracelet 40, especially on a lengthy trip.

Accordingly, in an eighth preferred embodiment of the present invention, as shown in Figure 13, the remotely activatable electric shock device 80 is small and substantially flat in shape, and is dimensioned to be worn in a shirt pocket or the like.

The two electrodes 82 would face the passenger 22. In order to preclude the removal of the remotely activatable electric snocx aevice su irom a pocKet once it nas óeen activated, a small clasp 64 coma oe iricuonauy sect u Lu-Utle ulr ule posts 86 projecting outwardly from the remotely activatable electric shock device 80. Preferably, the posts 84 could extend through the material of the pocket or through a button hole in order to make it necessary to remove the clasp 84 from the posts 86 in order to remove the remotely activatable electric shock device 80 from ones pocket. The clasp 84 could be electrically conductive and removal of the clasp 84 from the posts 86 could trigger an alarm circuit in the remotely activatable electric shock device 80.

In a ninth preferred embodiment of the present invention, as shown in Figure 14, the EMD-teclmology-containing article 90 is securely retained on a belt 92 worn by a passenger 94.

In a tenth preferred embodiment of the present invention, as shown in Figure 15, the EMD-technology-containing article 100 is securely retained within a vest 102 worn by a passenger 104.

In an eleventh preferred embodiment of the present invention, as shown in Figure 16, the EMD-teclnology-containing article 110 is securely retained on a necklace 112 worn by a passenger 114.

The air travel security system 20, the remotely activatable electric shock device 30, and the related air travel security method herein described, all of the present invention, provide a last line of defence against a potential hijacker or terrorist who has actually boarded an aircraft 26. It is the most effective way to fully subdue a passenger without harming that passenger or others, or damaging the aircraft 26.

As can be understood from the above description and from the accompanying drawings, the present invention provides an air travel security method, system and device having a primary purpose to”arrest”hijacker/terrorist on a plane and acting in a threatening manner, that has an effective range that covers an entire commercial airliner, wherein physical contact with a selected passenger can readily be made, and wherein it is difficult for a passenger to shield himself from the unit, all of which features are unknown in the prior art.

Other variations of the above principles will be apparent to those who are knowledgeable in the field of the invention, and such variations are considered to be within the scope of the present invention. Further, other modifications and alterations may be used in the design and manufacture of the air travel security method, system and device of the present invention without departing from the spirit and scope of the accompanying claims.

PHILADELPHIA — Rosenbluth International, a business-to-business travel management company, has announced the launch of what the company is calling “the travel industry’s first ever suite of interactive global security products.” A major component of the Web-based system includes e-mail notices sent to a traveler’s wireless device.
Designed to address safety and security issues of corporate travel managers and business travelers worldwide, and developed with market research and feedback from corporate travel managers, Rosenbluth International has created a customizable source for safety and security information for international business travel and travel management. The suite of products offers services from e-mail alerts on breaking news (of travel consequence) to in-depth, Web-based, real-time views of travel itineraries as well as timely updates on business conditions in key geographies, political structure and much more.

“The tragic events of September 11 kick-started our development of the Global Security Suite,” said Hal F. Rosenbluth, chairman and CEO, Rosenbluth International. “We were called upon by our clients to provide critical information on their corporate travelers’ locations and safety — information that until today was held in disparate resources, often taking hours to retrieve. Now, as the first to bring this to market, we have completely transformed accessing vital global data into a two second process.”

A top concernAccording to a recent survey by the Association of Corporate Travel Executives (ACTE), safety and security information is one of the top three concerns for the travel industry today. Currently, corporations call upon multiple organizations, such as internal security and travel management personnel to manually aggregate key travel-related information from disparate and often dated sources, resulting in information that is neither comprehensive or timely.”We all operate with a heightened sense of vulnerability these days,” Rosenbluth said. “We are hopeful these products provide timely information that make our customers smarter, make their jobs more efficient and perhaps, most importantly, help to make business travel easier again.”

Rosenbluth said his company’s Global Security Suite of products addresses both of these issues, acting as a one-stop-shop for integrated, real-time information focused on business travel types from the CEO to the VP road warrior to the occasional business traveler.

Travelers’ whereabouts“On September 11 we went through a resource and time-intensive process to determine the whereabouts of our travelers worldwide,” said Lisa Meehan, director of travel services for Merck & Co. “With the introduction of the Global Security Suite, Rosenbluth International has completely changed the safety and security landscape of the travel industry. They have enabled us to have this crucial information in real-time at our fingertips.”She added that Merck annually has 40,000 international trips to as many as 125 counties. “Rosenbluth International’s security products will allow us to track and deliver automated safety and security information tailored to our travelers abroad — all in a matter of seconds,” she said. “Features such as the automated U.S. Embassy registration and breaking news bulletins will be especially important for our travelers in developing countries and high-risk locations.”

Rosenbluth International’s Global Security Suite will feature the following:

Real-Time Notifications on New Travel Developments

The first component offers real-time notifications on new developments (i.e. labor strikes, weather emergencies, airline disruptions, etc.) regarding their trip destinations from one week prior to take off throughout their journey. Available in mid-March 2002, this tailored solution is a perfect tool to help empower travelers with breaking news that may impact their travel plans.

▪ Information Tied Directly to Traveler’s Itinerary. The notification is e-mailed or sent to any e-mail enabled wireless device. It provides custom news and travel alerts 24 hours a day, seven days a week, which pertain directly to an individual traveler. From one-week prior through the duration of one’s trip, the traveler will know immediately about any news or information that may affect their travels. This knowledge is key to being able to react quickly to meet potential challenges or issues.

▪ Headline Format with Significance Meter. Each news alert is formatted as a headline and one-line summary, along with an urgency level that rates each story as to it’s importance for the traveler to read. This helps cut down on information overload for the traveler.

▪ Automatic Embassy Registration. Currently for US-based travelers going overseas, this service automatically takes a traveler’s itinerary and submits their information (name, hotel, air information, duration and dates of visit) to the local U.S. Embassy in case of an emergency.

Web-based Global Database

Available in mid-February 2002, the second component of this security package provides complete overviews on every country, including political structure, monetary policy, business conditions, safety information, and more. Gone are the days when travel managers or security departments had to manually collect this information.

Instant Access to Global Travel Information Travelers have anywhere, anytime access to reports on a complete list of countries. The Web-based global database is monitored constantly for any breaking events and information so that travelers are made aware almost immediately after an event has occurred. The information provided centers around business conditions, protocols, customs, language considerations, political structure, monetary policy, travel security warnings, health issues, and safety information.

▪ Significant Events Database. This searchable database provides historical events whose anniversaries might fall during their trip. Many world events occur on or near the anniversaries of significant political, social or civil events, and this information helps make the traveler aware of potential risks.

▪ Headline Format with Significance Meter. Each news alert is formatted as a headline and one-line summary, along with an urgency level that rates each story as to its importance for the traveler to read. This makes it easy for the traveler to scan through materials for critical information.

▪ Consular Information. Provides the latest information on how to obtain visas, passports and entry/exit regulations to all major countries.

Interactive Travel Locator

Available in the next 60 days, this proprietary solution provides companies with an easy-to-use, interactive application that will determine the location of their travelers on an as-needed basis. This component is designed to help travel managers to be more efficient in their daily tasks.

▪ Global information is provided instantly and succinctly. This product provides critical information about travelers worldwide in one place that is easy to view and understand.

▪ Information is protected and secure. The product abides by the highest security standards. All information is protected with secure password protected logins.

▪ Information is provided via a graphic interface or easy to use search method. Not all people use Web-based interfaces in the same way. Some are more visual while others are more text oriented. Also use of the product differs based on the situation and the information needed. This product takes different users and their unique situations into consideration and offers multiple methods to find and retrieve information.

▪ Information is provided on a summary or detail level. Not all situations will require full travel itinerary details. With this product users see a quick summary of traveler’s locations or view the full details of individual traveler’s itineraries.

▪ Information is customized with client branding. The product offers an area where the client can have their logo displayed. This provides a customized look to the product for each client.

The Global Security Suite will be made available to current Rosenbluth International clients. Pricing will be based on an annual subscription fee. With annual sales in excess of US$6 billion and 5,500 associates, Rosenbluth International owns and manages locations in 24 countries with joint ventures and affiliations in several other countries.

Further to my previous post, Screening turbans, this press release was received from the office of Tom Lantos, U.S. Representative from California and Chairman, Committee on Foreign Affairs:

Lantos Warns TSA Against Religious Profiling, Insensitivity

Washington, DC – Congressman Tom Lantos (D-CA), chairman of the House Committee on Foreign Affairs, wrote today to Administrator Kip Hawley of the Transportation Security Administration to express deep concern about a new policy encouraging TSA screeners to pull aside and search airline passengers wearing religious head coverings.

“I have the greatest respect for your mission to secure our nation’s transportation systems,” Lantos wrote. “But unfortunately, it seems that this policy change has prompted TSA employees to engage in rampant religious discrimination and profiling. I hope you agree that such practices are not only illegal and inconsistent with American values, but also ultimately detrimental to national security.”

Lantos contacted Hawley after being alerted to several incidents involving the civil liberties of Sikh American travelers at San Francisco International Airport, which is in his congressional district. Travelers reported that TSA employees incorrectly informed them that secondary screening was mandatory for any passenger wearing a turban. Sikh Americans were ordered to remove their turbans, which represent a fundamental article of their faith, in full public view. More than 50 such incidents have been reported nationwide since the new policy was instituted August 4.

“It is apparent to me that these incidents demonstrate how the inconsistent application of this flawed policy has led to religious profiling and discrimination and the humiliation of ordinary Americans,” Lantos’ letter reads. “Furthermore, such practices feed public stereotypes that erroneously equate members of the Sikh American community with terrorism. Provoking a sense of fear against innocent American citizens simply because they wear turbans is a dangerous precedent that our government should take extensive care to avoid.”

Lantos complimented the TSA for its work with religious and community groups after September 11, 2001, and raised questions about how the agency could apply a discriminatory policy toward members of a group it had worked so closely with just six years ago. He requested a formal reply from Administrator Hawley, including information about actions that will be taken to inform TSA employees about accurate implementation of security policies and the possibility of trainings to prevent religious discrimination.

“As a victim of religious persecution myself, I abhor the idea that a U.S. government agency is engaged in a practice that isolates and humiliates ordinary Sikh Americans solely because they choose to wear the turban as an article of their faith,” Lantos said. “I hope that TSA will act quickly to enact changes which will ensure no future discriminatory practices are imposed on travelers.”

Lantos is the only Holocaust survivor ever elected to Congress. He is the founding co-chairman of the Congressional Human Rights Caucus.

Integrated biometric, smart-card, complex data management services respond to airport/airline needs.Electronic Data Systems Corp. last week launched a suite of integrated offerings to bolster the security of airline passengers, airline and airport personnel, and airport facilities. The services blend a mix of technologies, including biometrics, smart cards and complex data management, to help clients better secure air travel. “Since Sept. 11, weve responded with the physical pieces of security. Now we need to step to the next level … to put in place an IT infrastructure to enhance the safety of travelers,” said Jim Dullum, president of EDS Global Transportation Industry Group, in Las Vegas. The “key elements of passenger security” include a central database that allows airlines to screen passengers from the time they make a reservation, biometric technology to identify and move known travelers through the security process, and other technologies to better handle unknown travelers, Dullum said. Topping the list of offerings in the suite is a passenger risk scoring system, designed to alert authorities when a potentially threatening passenger seeks to buy a plane ticket. EDS has proposed the client/server system as a national standard, Dullum said. It is already in use by a handful of the countrys largest airlines. Another component of the suite, passenger authentication, uses biometric technology to identify trusted people in airports so authorities can focus on lesser-known people. As a part of the biometrics offering, EDS announced it has formed a partnership with Identix Inc., which supplies biometric systems. EDS demonstrated an airport biometric system in use today at Ben Gurion airport in Tel Aviv, Israel—one of the most secure airports in the world. It has already authenticated more than 1 million people by matching a smart card to each hand print. The process, which takes 30 seconds, has cut down wait times at security checkpoints, according to Dullum. The biometrics-enabled smart-card system is also used in a service offering designed to authenticate airport employees and control access at critical locations. The airport/airlines security service suite also addresses boarding control to ensure that all passengers board an aircraft and that unaccompanied baggage is removed from an aircraft quickly. In addition, EDS addressed airport perimeter security in its service suite. The offering is based on radio frequency technology used to track airport vehicles and determine access to restricted areas. It also employs video inspection systems. EDS new offerings are an attempt to grab the spotlight thats now on security. But what its offering isnt new to the security consulting arena, said Pete Lindstrom, an analyst at Hurwitz Group, in Framingham, Mass. In other security news, EDS announced that it has added a senior-executive-level course in its Cyber Security Institute. The new CXO Workshop for CEOs describes how security and privacy fit in the business environment and how they relate to commerce, according to Al Decker, director of global security services for EDS. EDS also launched three new tools for use by consultants to help customers implement security and privacy initiatives. They include a Security Assessment Tool, Privacy Assessment Tool and a Cyber Risk Management Assessment Tool.

 

The present invention is directed to a method of manufacturing security elements for electronic article surveillance, the security elements being made of at least two layers, and to a security element manufactured according to the method The method comprises the steps of applying a first layer of a cellulose material in a still moist state to a second layer of a cellulose material, with soft magnetic elements which emit a characteristic signal in the interrogating field of an article surveillance system being added to one of the two layers; and subsequently die stamping or cutting out the desired shape of the security elements from the two layers in the dry state. The method provides a low cost manufacturing means for reliably operating security elements.