ADAPTIVE AIRCRAFT BOARDING SYSTEM

Abstract

A boarding system and a computer-implemented method for boarding a plurality of passengers onto an aircraft, each passenger having an assigned seat on the aircraft. The boarding system 100 comprises a scheduling system 110 configured to control access of each of the plurality of passengers to a respective boarding path in accordance with a boarding schedule 112, each boarding path extending between a boarding gate and the assigned seat of the respective passenger; and a tracking system 120 comprising a plurality of monitoring devices, the tracking system 120 being configured to monitor behaviour of each of the plurality of passengers when moving along their respective boarding path. The scheduling system 110 is configured to modify the boarding schedule 112 in response to identification of a congestion point along a boarding path based on data received from the tracking system 120.

Claims

1. A boarding system for boarding a plurality of passengers onto an aircraft, each passenger having an assigned seat on the aircraft, the boarding system comprising: a scheduling system configured to control access of each passenger of the plurality of passengers to a boarding gate in accordance with a boarding schedule; and a tracking system comprising a plurality of monitoring devices, the tracking system being configured to monitor behaviour of each passenger of the plurality of passengers when moving along a respective boarding path, each boarding path extending between the boarding gate and the assigned seat of the respective passenger, wherein the scheduling system is configured to modify the boarding schedule in response to identification of a congestion point along an expected boarding path of a passenger of the plurality of passengers based on data received from the tracking system.

2. The boarding system of claim 1, wherein the scheduling system is configured to: identify at least one passenger of the plurality of passengers that has the expected boarding path that passes through the congestion point; and in response, propose an alternative boarding path for the at least one identified passenger of the identified plurality of passengers and notify the identified at least one passenger of the plurality of passengers of their proposed alternative boarding path.

3. The boarding system of claim 1, wherein the scheduling system is configured to: identify at least one passenger of the plurality of passengers that has not yet been granted access to the boarding gate and that have the expected boarding path that does not pass through the congestion point; and in response, adjust the boarding schedule to prioritise granting of access to the identified at least one passenger of the plurality of passengers.

4. The boarding system claim 1, wherein the scheduling system is configured to: identify at least one passenger of the plurality of passengers that have not yet been granted access to the boarding gate and that have the expected boarding path that passes through the congestion point; and in response, adjust the boarding schedule to suspend granting of access to the identified at least one passenger of the plurality of passengers for a period of time.

5. The boarding system of claim 4, wherein the scheduling system is configured to identify a cause of the congestion point based on the data received from the tracking system, wherein the scheduling system is configured to estimate a time for congestion at the congestion point to be resolved based on the cause of the congestion point, wherein the period of time is based on the estimated time for the congestion to be resolved, wherein the scheduling system is configured to determine an activity being performed by at least one passenger of the plurality of passengers associated with the congestion point, wherein the cause of the congestion point is determined based on the determined activity.

6. The boarding system of claim 1, wherein the scheduling system is configured to: control passenger access to the boarding gate by displaying at least part of the boarding schedule on one or more boarding gate monitors.

7. The boarding system of claim 1, wherein the scheduling system is configured to: predict a future congestion point along an expected boarding path of at least one passenger based on data received from the tracking system; and modify the boarding schedule in response to identification of the future congestion point.

8. The boarding system of claim 1, wherein the plurality of monitoring devices comprises a plurality of cameras, wherein the plurality of cameras comprises one of a plurality of video cameras or a plurality of infra-red cameras.

9. A computer-implemented method of boarding a plurality of passengers onto an aircraft, each passenger having an assigned seat on the aircraft, the method comprising: controlling access of each passenger of the plurality of passengers to a boarding gate in accordance with a boarding schedule using a scheduling system; monitoring behaviour of each passenger of the plurality of passengers when moving along a respective boarding path using a tracking system comprising a plurality of monitoring devices, each boarding path extending between the boarding gate and the assigned seat of the respective passenger; and modifying the boarding schedule in response to identification of a congestion point along an expected boarding path of a passenger of the plurality of passengers based on data received from the tracking system.

10. The computer-implemented method of claim 9, wherein the method comprises: identifying at least one passenger of the plurality of passengers that has the expected boarding path that passes through the congestion point; and in response, proposing an alternative boarding path for the at least one identified passenger of the plurality of passengers and notifying the identified at least one passenger of the plurality of passengers of their proposed alternative boarding path.

11. The computer-implemented method of claim 9, wherein the method comprises: identifying at least one passenger of the plurality of passengers that has not yet been granted access to the boarding gate and that have the expected boarding path that does not pass through the congestion point; and in response, adjusting the boarding schedule to prioritise granting of access to the identified at least one passenger of the plurality of passengers.

12. The computer-implemented method of claim 9, wherein the method comprises: identifying at least one passenger of the plurality of passengers that has not yet been granted access to the boarding gate and that have an expected boarding path that passes through the congestion point; and in response, adjusting the boarding schedule to suspend granting of access to the identified at least one passenger of the plurality of passengers for a period of time.

13. The computer-implemented method of claim 12, wherein the method comprises: identifying a cause of the congestion point based on the data received from the tracking system; and estimating a time for congestion at the congestion point to be resolved based on the cause of the congestion point, wherein the period of time is based on the estimated time for the congestion to be resolved, wherein identifying a cause of the congestion point comprises determining an activity being performed by at least one passenger of the plurality of passengers associated with the congestion point, wherein the cause of the congestion point is determined based on the determined activity.

14. The computer-implemented method of claim 9, wherein the method comprises: controlling passenger access to the boarding gate by displaying at least part of the boarding schedule on one or more boarding gate monitors.

15. The computer-implemented method of claim 9, wherein the method comprises: predicting a future congestion point along an expected boarding path of at least one passenger based on the data received from the tracking system; and modifying the boarding schedule in response to identification of the future congestion point.

16. The boarding system of claim 1, wherein the scheduling system is configured to: control passenger access to the boarding gate by communicating a personalised boarding schedule to a mobile device of at least one passenger of the plurality of passengers.

17. The computer-implemented method of claim 9, wherein the scheduling system is configured to: control passenger access to the boarding gate by communicating a personalised boarding schedule to a mobile device of at least one passenger of the plurality of passengers.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0078] A preferred embodiment of the present invention will now be described in greater detail, by way of example only and with reference to the drawings, in which:

[0079] FIG. 1 shows a schematic diagram of a boarding system for boarding a plurality of passengers onto an aircraft;

[0080] FIG. 2 shows an airport terminal and an aircraft during boarding of a plurality of passengers onto the aircraft; and

[0081] FIG. 3 shows an aircraft during boarding of a plurality of passengers onto the aircraft.

DETAILED DESCRIPTION OF THE INVENTION

[0082] FIG. 1 shows a boarding system 100 for boarding a plurality of passengers 1 onto an aircraft. FIG. 2 shows an airport boarding terminal with an aircraft 10 utilising the boarding system 100 to assist the boarding of the plurality of passengers 1 onto the aircraft 10. FIG. 3 shows the plurality of passengers 1a, 1b, 1c following their respective boarding paths 2a, 2b, 2c to assigned seats 4a, 4b, 4c on the aircraft 10 during the boarding process, wherein a congestion point 3 has formed in the aircraft 10 along the boarding path 2a.

[0083] As shown in FIG. 1, the boarding system 100 comprises a scheduling system 110 and a tracking system 120. The tracking system 120 comprises a boarding gate tracking subsystem 120a, a boarding bridge tracking subsystem 120b and an aircraft tracking subsystem 120c. The scheduling system 120 is configured to modify the boarding schedule 112 in response to data received from the tracking system 120. The plurality of passengers 1 are informed of the changes/updates to the boarding schedule 112 by displaying at least part of the boarding schedule 112 on one or more boarding gate monitors 16 and/or by communicating at least part of the boarding schedule 112 (e.g. a personalised boarding schedule) to a mobile device 6 of one or more of the plurality of passengers 1.

[0084] With reference to FIGS. 2 and 3, during boarding of the aircraft 10 the boarding schedule 112 is used to determine when, and in what order, each of the plurality of passengers 1 is allowed access to a boarding gate 12. The scheduling system 110 is configured to adapt/modify the boarding schedule 112 in response to data received from the tracking system 120, particularly where a congestion point 3 is identified as being along an expected boarding path 5 of one or more passengers who are yet to board.

[0085] Typically, the process of boarding passengers 1 onto an aircraft 10 is performed on a priority basis according to the passenger ticket class and/or passenger accessibility profiles. However, passengers 1 can often get stuck standing in congestion points 3 (e.g. small or large queues) at any location between the boarding gate 12 and the passenger's assigned seat 4. For example, passengers 1 can get stuck moving through the boarding bridge 14 and in the aircraft 10 aisles. These congestion points 3 lead to a non-optimal boarding process resulting in longer boarding time and confusion during the boarding process. Furthermore, in such spaces, passengers may be crowded together, making it difficult to maintain distancing between passengers.

[0086] The boarding schedule 112 comprises the boarding order and boarding times of the plurality of passengers 1. Accordingly, the boarding schedule 112 dictates when each of the plurality of passengers 1 is allowed access to the boarding gate 12, e.g. when that passenger 1 is permitted to pass through the boarding gate 12 and begin moving along a boarding path 2. In other words, the access of each of the plurality of passengers 1 to the boarding gate is controlled by the scheduling system 110 in accordance with the boarding schedule 112. Initially, the boarding schedule 112 may be similar to conventional boarding schedules, in that the boarding order/boarding times of the plurality of passengers 1 is based on passenger ticket class and/or passenger accessibility profiles.

[0087] The expected boarding path 5 of a passenger 1 extends between the boarding gate 12 of the airport boarding terminal and the assigned seat 4 of the passenger 1 and is the route the system 100 expects the passenger 1 to take during boarding. Thus, the expected boarding path 5 is usually the fastest and/or shortest route from the boarding gate 12 to the assigned seat 4 that the passenger 1 will naturally take. If a congestion point 3 is along an expected boarding path 5 of a passenger, then the system 100 will adapt the boarding process by modifying the boarding schedule 112 so that passengers 1 avoid joining the congestion point 3.

[0088] The (actual) boarding path 2 of each passenger 1 also extends between the boarding gate 12 of the airport boarding terminal and the assigned seat 4 of the passenger 1, but is the route from the boarding gate 12 to the assigned seat 4 of the passenger 1 that the passenger 1 is actually following during the boarding process, e.g. the actual boarding path 2 that the passenger 1 is moving along. In some situations, the actual boarding path 2 of a passenger 1 may correspond to the expected boarding path 5, or the behaviour of the passenger 1 may result in the (actual) boarding path 2 deviating from the expected boarding path 5. For example, the expected boarding path 5 of a passenger 1 may extend from the boarding gate 12 to the assigned seat 4 of the passenger 1 via a front entrance of the aircraft 10. However, the passenger 1 may (for any reason, e.g. human error) actually follow the boarding path 2 that extends from the boarding gate 12 to the assigned seat 4 of the passenger 1 via a rear entrance of the aircraft 10.

[0089] It is often the case that a passenger 1 can reach their assigned seat 4 via a number of different boarding paths 2, and thus if the tracking system 120 identifies that a passenger 1 has an expected boarding path 5 that passes through a congestion point 3, then the boarding system 100 can propose an alternative boarding path for each of the identified one or more passengers 1 and notify the identified one or more passengers 1 of their proposed alternative boarding path. If there are no alternative boarding paths available, or if each alternative boarding path passes through the congestion point 3, then the boarding schedule 112 is modified to suspend access to the boarding gate 12 of passenger 1, at least until the congestion point 3 is resolved, thus preventing the passenger 1 from exacerbating the congestion point 3. One or more other passengers 1, who have expected boarding paths 5 (or available alternative boarding paths) that do not pass through a congestion point 3, may be prioritised by notifying the one or more passengers 1 that they can/should approach the boarding gate 12 to begin boarding straight away.

[0090] Regarding the tracking system 120, each of the tracking subsystems 120a-120c comprises one or more monitoring devices 122. In the preferred embodiment the monitoring devices 122 are video cameras. Each monitoring device 122 of the tracking system 120 is configured to monitor the behaviour of each of the plurality of passengers 1 when the passengers 1 are moving towards and/or along their respective (actual) boarding path 2.

[0091] The tracking subsystems 120a-120c described herein are used to conveniently describe groups of the monitoring devices 122 of the tracking system 120 based on the areas monitored by those monitoring devices 122. However, it will be appreciated that these are arbitrary groupings that do not affect the functionality of the tracking system 120.

[0092] The boarding gate tracking subsystem 120a is configured to monitor the behaviour of each of the plurality of passengers 1 when moving around and through the boarding gate 12, and in particular is configured to determine when each of the plurality of passengers 1 are moving towards the boarding gate 12 (e.g. the start of each respective boarding path 2). The boarding bridge tracking subsystem 120b is configured to monitor the behaviour of each of the plurality of passengers 1 when moving along a boarding bridge 14 (in other words, when moving along the part of each respective boarding path 2 between the boarding gate 12 and an entrance of the aircraft 10). The aircraft tracking subsystem 120c is configured to monitor the behaviour of each of the plurality of passengers 1 when moving within the aircraft 10 (in other words, when moving along the part of each respective boarding path 2 between the entrance of the aircraft 10 and the assigned seat 4 of the respective passenger 1).

[0093] For example, as a passenger 1 approaches the boarding gate 12, the passenger 1 is monitored by a video camera 122 of the boarding gate tracking subsystem 120a. The boarding system 100 is configured to associate a passenger 1 with their assigned seat 4 (and hence an expected boarding path 5) based on data received from the boarding gate tracking system 120a. This may be done by the boarding gate tracking subsystem 120a associating a passenger 1 that approaches the boarding gate 12 (and passes through the boarding gate 12) with an assigned seat number 4 determined when a boarding pass of the passenger 1 is scanned. Alternatively, the boarding gate tracking system 120a may be able to use facial recognition software to identify a passenger 1 and retrieve the information from an airline database (e.g. the passport information of a passenger 1 and the assigned seat 4 of a passenger 1).

[0094] As the passenger 1 passes through the boarding gate 12 and enters the boarding bridge 14, the passenger 1 moves out of the field of sight of the boarding gate tracking subsystem 120a but will enter the field of sight of the boarding bridge tracking subsystem 120b. The tracking system 120 is configured to reconcile passengers 1 leaving the boarding gate area with passengers 1 entering the boarding bridge area in order to continuously track the passengers 1. By keeping each passenger continuously within view of at least one monitoring device 122 as they move along their boarding paths 2, it is possible to individually track each passenger 1 without requiring complex identification techniques, such as facial recognition or the like.

[0095] The behaviour of each of the plurality of passengers 1 is monitored by the boarding bridge tracking subsystem 120b as they move along the boarding bridge 14 from the boarding gate 12 to the entrance of the aircraft 10.

[0096] As the passenger 1 passes through the entrance of the aircraft 10 and enters the aircraft 10, the passenger 1 moves out of the field of sight of the boarding bridge tracking subsystem 120b but will enter the field of sight of the aircraft tracking subsystem 120c. The tracking system 120 is configured to reconcile passengers 1 leaving the boarding bridge area with passengers 1 entering the aircraft 10 in order to continuously track the passengers 1. The behaviour of each of the plurality of passengers 1 is monitored by the aircraft tracking subsystem 120c as they move within the aircraft 10 (e.g. along the aisles of the aircraft 10).

[0097] Accordingly, the data collected by the monitoring devices 122 of the tracking system 120, as described above, can be used to identify if a congestion point 3 (e.g. one or more passengers 1 that are stationary, or moving extremely slowly) has formed. A congestion point 3 can arise for any number of reasons, and depending on its location, can affect the boarding of other passengers 1.

[0098] Considering FIG. 3, during the boarding process a congestion point 3 has formed in one of the aisles of the aircraft 10, and this is identified by the boarding system 100 based on the data received from the aircraft tracking subsystem 120c. The data received from the aircraft tracking subsystem 120c can also be used to identify a cause of the congestion point 3 based on an activity being performed by one or more passengers (e.g. a passenger 1 struggling to stow luggage in an overhead storage bin), and to estimate a time for congestion at the congestion point 3 to be resolved based on the cause of the congestion point 3.

[0099] One or more passengers 1a are identified from amongst the plurality of passengers 1 that a) have not yet been granted access to the boarding gate 12 and that b) have expected boarding paths 5a that pass through the congestion point 3. Next, in response, the scheduling system 110 adjusts the boarding schedule 112 to suspend granting of access to the identified one or more passengers 1a for a period of time.

[0100] As seen in FIG. 3, the congestion point 3 obstructs the expected boarding path 5a corresponding to passenger 1a. If passenger 1a is waiting in a boarding waiting area, e.g. they have not yet been granted access, then the boarding schedule 112 is adjusted to suspend the granting of access to passenger 1a for a period of time (e.g. until the granting of access to the passenger 1a will mean the passenger 1a does not encounter/contribute to the congestion point 3). This period of time, as discussed above, may be based on a time for the congestion at the congestion point 3 to be resolved, which in turn may be estimated based on at least one of the cause, size, and location of the congestion point 3. Thus, by the time the passenger 1a is granted access to the boarding gate 12, the congestion point 3 does not impact the passenger's movement along their boarding path 2a (which may correspond to the expected boarding path 5a) and the passenger 1a is not inconvenienced by having to stand waiting in the aircraft 10. Accordingly, the time for of the passenger 1a to travel along their boarding path 2a is minimised. Moreover, minimising the size and/or formation of queues and congestion points 3 improves the physical distancing of passengers 1 during the aircraft boarding process.

[0101] Identifying a cause of the congestion point 3 comprises determining an activity being performed by one or more passengers 1 associated with the congestion point 3, which may be the cause of the congestion point 3. Determining the activity being performed comprises analysing the video recorded by the tracking system 120 of the one or more passengers 1 that are involved with the congestion point 3. For example, activities may include positioning luggage in an overhead bin, taking off a coat or jacket, slow walking perhaps as a result of being on crutches or as a result of young children, stopping to pick up a dropped item of clothing/luggage, waiting for other passengers, etc. Each of these activities can have a predetermined congestion time associated with the activity and/or the congestion time associated with an activity can be determined via machine learning analysis of the data acquired by the tracking system 120.

[0102] In the example scenario shown in FIG. 3, the passenger 1a only has one route they can utilise to get to their assigned seat 4a, therefore the expected boarding path 5a corresponds to the actual boarding path 2a and the passenger 1a is unable to board via any other alternative boarding paths.

[0103] However, if one or more alternative boarding paths were available to passenger 1a, then the scheduling system 110 could propose an alternative boarding path for the passenger 1a that avoids the congestion point 3 and notify the passenger 1a of the proposed alternative boarding path. This would avoid suspending granting of access to the boarding gate 12 of the passenger 1a but still reduce the problem of congestion points 3. In this case, the actual boarding path 2a will correspond to the proposed alternative boarding path and not the initial expected boarding path 5a.

[0104] In addition, the system 100 is configured to identify one or more passengers 1b, 1c from amongst the plurality of passengers 1 that have not yet been granted access to the boarding gate 12 and that have expected boarding paths 5b, 5c that do not pass through the congestion point 3; and in response, adjusting the boarding schedule 112 to prioritise granting of access to the identified one or more passengers 1b, 1c.

[0105] Considering FIG. 3, the identified congestion point 3 does not obstruct the expected boarding path 5c because the assigned seat 4c is located on a different aisle to the congestion point 3. Moreover, the identified congestion point 3 does not obstruct the expected boarding path 5b because, while the assigned seat 4b is located on the same aisle as the congestion point 3, it is located between the entrance of the aircraft 10 and the congestion point 3. Passengers 1b, 1c waiting in the boarding waiting area are therefore able to board without being affected by the congestion point 3 and granting of access to these passengers 1b, 1c can be prioritised (e.g. passengers 1b, 1c can be allowed access to the boarding gate 12 before passenger 1a). Thus, by adjusting the boarding schedule 112, passengers 1b, 1c that will not affected by a congestion point 3 can be boarded in lieu of passengers 1a that will be affected by/exacerbate a congestion point 3 in order to reduce the overall time to board the plurality of passengers 1 onto the aircraft 10.

[0106] As the passengers 1b, 1c are not affected by congestion point 3, their actual boarding paths 2b, 2c correspond to their expected boarding paths 5b, 5c.

[0107] At least part of the boarding schedule 112, in the form of passenger notifications and/or passenger information, can be displayed on one or more boarding gate monitors 16 to, for example, inform passengers 1 that have not yet been granted access to the boarding gate 12 when they should approach the boarding gate 12 to be granted access.

[0108] At least part of the boarding schedule 112 includes the assigned seat number 4 of one or more passengers 1 and may also preferably include a time that the passenger 1 with the displayed assigned seat 4 will be granted access to the boarding gate 12. The boarding gate monitors 16 can also display a recommended status of the passenger 1 with the specified assigned seat 4, such as “Boarding Now” or “Get Ready to Board”.

[0109] At least part of the boarding schedule 112, in the form of a personalised boarding schedule, can be communicated to a mobile device 6 of one or more of the plurality of passengers 1. The personalised boarding schedule communication comprises information including an assigned seat 4 of one or more passengers 1 associated with the mobile device 6 and/or a time that the passenger 1 with the specified assigned seat 4 will be granted access to the boarding gate 12. The personalised boarding schedule communication can also include a notification (e.g. an alert or vibration) to notify the passenger 1 of a change of recommended status of the one or more passengers 1 associated with the mobile device 6. For example, the notification may indicate whether a passenger 1 should be “Boarding Now”, or should “Get Ready to Board”.

[0110] By providing passengers 1 with specific, continuously updated information about when they should approach the boarding gate 12, the boarding system 100 and method can avoid confusion during the boarding process and prevent congestion points from developing before the boarding gate 12 and/or on actual and expected boarding paths 2, 5.

[0111] The scheduling system 110 is also configured to modify the boarding schedule 112 based on the data received from the aircraft overhead storage monitoring system 130, e.g. based on an availability of space on the aircraft 10 for overhead storage of luggage. If there is no available space for a passenger 1 to store their luggage near to their assigned seat 4, this can often cause congestion points/queues as this passenger obstructs other passengers 1 in their search for somewhere to store their luggage.

[0112] In an example, if the boarding system 100 (via the aircraft overhead storage monitoring system 130) identifies that there is no available space for a passenger 1 that has not yet been granted access to the boarding gate 12 to store their luggage near to their assigned seat 4, the system 100 can propose an alternative boarding path for the passenger 1 that passes through a location of available storage space, and notify the passenger 1 (e.g. via the boarding gate monitors 16 or a mobile device 6) of the proposed alternative boarding path and/or the location of available storage space in the aircraft 10. The scheduling system 110 can then modify the boarding schedule 112 based on the proposed alternative boarding path of a passenger 1 (e.g. an updated expected boarding path 5 could be obstructed by a congestion point 3 that did not obstruct the original expected boarding path 5). As such, a passenger 1 needing extra space and time for storing their luggage is accommodated for, and it is ensured that any proposed alternative boarding paths (e.g. updated expected boarding paths 5) avoid and/or prevent the causation/exacerbation of any congestion points 3.

[0113] Alternatively, a notification may be provided to airport staff, for example operating the boarding gate 12, that there is insufficient overhead storage space near the assigned seat 4 of this passenger 1. The airport staff may invite the passenger 1 to put their bags into checked baggage, i.e. to be stored in the hold of the aircraft 10.

[0114] In a further example, the boarding system 100 comprises predictive and/or machine learning software such that the system 100 is configured to be able to predict a future congestion point along an expected boarding path 5 based on the data received from the tracking system 120. The scheduling system 110 is configured to modify the boarding schedule 112 in response to identification of the future congestion point in the same, or at least similar, manner as in response to the identification of a (current) congestion point 3, as described above.

[0115] Accordingly, the system 100 is configured to process the data received from the tracking system 120 and make predictions based on this data. For example, a passenger 1 may be identified as moving slowly and/or unexpectedly (e.g. the identified passenger 1 may be on crutches, have a large number of bags, or may be lost and/or unsure of their boarding path 2). This may not necessarily lead to a congestion point 3 (e.g. if there is space for other passengers 1 to pass by the identified passenger 1), but the system 100 may recognise that a congestion point 3 will occur when the slow passenger 1 reaches a specific location on their boarding path 2, such as a narrow part of the boarding bridge 14 or the aisles of the aircraft 10. Therefore the system 100 may predict that a future congestion point will develop, and modify the boarding schedule 112 in response to identification of the future congestion point.

[0116] In a further example, the system 100 is configured to receive passenger information from an airline provider, such as an age of the passenger 1, a size of a group associated with the passenger 1, or a frequency of travel associated with the passenger 1. This may allow the system 100 to make initial predictions on the behaviour of one or more passengers 1 and their likelihood of causing a congestion point 3 (e.g. a single frequent flyer passenger 1 may be less likely to cause congestion during the boarding process, whereas a family with young children may be more likely to cause congestion during the boarding process), and make initial modifications to the boarding schedule 112 so that passengers with a high risk of congestion behaviour are provided with additional time to travel along their actual/expected boarding path 2, 5.

[0117] In a further example, the tracking system 120 comprises an airport tracking subsystem (not shown) comprising a plurality of airport monitoring devices. The airport tracking subsystem operates in a similar manner to the boarding gate tracking subsystem 120a, the boarding bridge tracking subsystem 120b, and the aircraft tracking subsystem 120c, but wherein the plurality of airport monitoring devices are configured to monitor one or more areas of the airport close to where the boarding gate of the aircraft 10 is located.

[0118] The scheduling system 110 is therefore able to modify the boarding schedule 112 based on a behaviour of each of the plurality of passengers 1 when in the airport (e.g. prior to boarding). For example, the airport tracking system could identify that one or more passengers 1, who are shortly due to be granted access to their respective boarding paths 2, are far away from the boarding gate 12 or are stuck in a congestion point 3 and/or an amenity of the airport. In response, the scheduling system 110 can adjust the boarding schedule 112 to suspend granting of access to the identified one or more passengers 1 for a period of time. The period of time may be based on the estimated time for the one or more passengers 1 to reach the boarding gate 112.

[0119] Whilst in the preferred embodiments described above, the plurality of monitoring devices 122 of the tracking system 120 comprise a plurality of video cameras, alternatively or additionally the plurality of monitoring devices 122 may comprise a plurality of infrared cameras. This may provide improved privacy for passengers in comparison to video cameras.

[0120] Furthermore, the plurality of monitoring devices 122 may comprise (alternatively or additionally) a plurality of detection devices configured to detect the position of a mobile device 6 of a passenger 1. Mobile devices 6 may interact with a detection device via any medium of wireless communication, e.g. WiFi, NFC, Bluetooth. For example, a detection device utilising Bluetooth/NFC may be placed at the boarding gate 12 to indicate when a passenger 1 is at, or is moving through, the boarding gate 12. Similarly, a detection device utilising Bluetooth/NFC may be placed at the entrance to the aircraft 10 to indicate when a passenger 1 is at, or is moving through, the entrance to the aircraft.

[0121] A detection device utilising WiFi may monitor when a mobile device 6 connects to a WiFi network (e.g. of the aircraft 10 or of the airport) and retrieve the position of the mobile device 6 through the WiFi network in order to monitor a position of a passenger 1 associated with the mobile device 6.

[0122] Using a variety of different types of monitoring devices 122 enables more accurate tracking of passenger 1 behaviour.