WO1998032351A1 - Durable luggage container - Google Patents

Abstract

A container (10) for protecting and transporting luggage, comprising a flexible sheet (14-17) defining a collapsible body (12) having an interior compartment (28), a sealable article of luggage having a luggage grip, the article of luggage being received in the interior compartment (28), an opening (32) passing through the sheet and providing access to the interior compartment (28) from outside the collapsible body (12) and a manually graspable handle (30) attached to the sheet.

Description

DURABLE LUGGAGE CONTAINER

Field of Invention

The present invention relates to receptacles for holding luggage and particularly, to a durable luggage container in which air carrier customers can check their luggage as a means of protecting the luggage, avoiding the loss of its contents, and providing a means of detecting when unauthorized access to the interior of the container has been attempted.

Background of the Invention

United States airlines are subject to regulations administered by the U.S. Department of Transportation and the Federal Aviation Administration. Regulations developed by these agencies require all major air carriers to provide monthly reports on the number of claims originated by customers experiencing mishandled luggage. As a means of reducing operating costs that originate with settling these claims, the operating procedures and customer service initiatives of many airlines are designed to, among other things, reduce the incidence of these claims.

One procedure commonly used by air carriers to reduce luggage claims is to have their representatives inspect luggage during check-in for pre-existing damage, and the appropriateness and adequacy of the luggage for handling and transport by the carrier. When, in the opinion of the air carrier's representative, the luggage to be checked has pre-existing damage or is otherwise inappropriate or inadequate for handling, the customer is notified and asked to sign a limited liability release informing them that the carrier will not be responsible for damage to their luggage or the loss of its contents.

Moreover, many pieces of checked luggage incur some wear and tear, and are soiled as a result of passing through automated luggage handling systems employed by many air carriers and airports, being transported to and from aircraft, being loaded onto and unloaded off of aircraft, and being returned to the customer for claim at their destination. To the extent that luggage is exposed to inclement weather and precipitation, another common condition associated with the luggage handling process, the customer's checked luggage may also become wet and permanently discolored. In addition, luggage is frequently transported and stored where it can be exposed to aircraft de-icing fluid or in close proximity to other luggage and freight containing liquids that may seep out and soil their surroundings.

Although many air carriers notify their customers to expect their luggage to sustain wear and tear as a consequence of the normal luggage handling procedures and, while such occurrences are virtually unavoidable, some customers nevertheless use normal wear and tear as a basis for filing a mishandled luggage claim even if the contents of their luggage survive transport intact and undamaged.

To satisfy air carrier customer needs to check luggage, regardless of its condition or suitability for transporting its contents through handling environments that subject it to physical stress, and still provide assurances that the luggage will arrive intact, unsoiled and undamaged, it would be desirable for air carriers to offer their customers the option of checking luggage in a durable container. Such a container should prevent the loss of luggage contents should the luggage fail, protect the luggage from the normal wear and tear associated with air carrier luggage handling processes, including automated luggage sorting and delivery systems, and protect the luggage from the presence of liquids originating from proximate luggage and freight, aircraft operations and weather. The present invention provides such a container.

A number of receptacles exist that could be used to encase luggage and, thereby offer some measure of protection. In light of the unique and demanding operating conditions associated with air carrier transport of luggage, however, these existing containers have several drawbacks. For example, containers with hard, non-collapsible outer shells can offer good resistance to punctures and tears. Such containers, however, typically add significant weight and volume to the luggage. Cargo weight and volume are obvious issues for the safe and cost effective operation of aircraft. It is with this in mind that the tariffs of many air carriers limit the number of pieces of luggage and their weight that will be accepted before excess luggage charges are assessed.

One solution to the problems associated with hard-shell containers is to encase luggage in a lightweight flexible polymer wrap. The wrap is typically formed into a container into which luggage is inserted through an opening. The opening is then closed either temporarily to allow luggage to be conveniently removed and re-inserted, or permanently. A temporary closure, such as can be achieved with teeth, as found in zippers, or panels, as used in Zip-Lock^® closures used in common polyethylene bags, allow repeated and, therefore, convenient access to the container's interior. In contrast, a permanent closure can be achieved by using adhesives. The permanent nature of this type of closure readily becomes apparent when the strength of the created bond is considered. Specifically, common adhesives formulated for polymers are available with tensile strengths that can exceed those of the polymer. When the polymer is thinwall, that is, having a small cross sectional thickness, such as 4 mils, the polymer will fail before the closure created with the adhesive. In practical terms, this means that a polymer container closed with a high tensile-strength adhesive must be destroyed in order to gain access to its interior, rendering it suitable only for a single, one-time use.

The container formed by flexible, thinwall polymers and a weatherproof closure mechanism creates an environment that protects its contents not only from the normal wear and tear associated with air carrier luggage handling processes but can protect the contents from soiling damage originating from exposure to precipitation, de-icing fluids (such as glycol) and liquids seeping from other luggage and freight.

In addition, the protected and weatherproof environment created by such a container can provide a physical barrier to unauthorized access to the interior of the container through the application of a tamper-evident seal to the closure mechanism. The tamper-evident seal, used in conjunction with the capabilities of the air carrier's business systems and luggage handling processes, can deter unauthorized persons from gaining access to the container's interior. Unfortunately, many types and styles of luggage and containers do not deter unauthorized persons from pilfering, or gaining access to luggage or. container contents for the purpose of inserting contraband, illegal and otherwise unauthorized goods into another's luggage. This deterrence to unauthorized entry into a durable luggage container provided by a tamper-evident seal can be important to customers, air carriers, and governments.

Temporarily and permanently closed containers can be sealed with tamper-evident seals that irreversibly change their appearance when lifted after having first been applied, and then reapplied. Thus, a container with a reapplied seal is easily and conveniently detected by the customer and air carrier representatives. If the seal's status is continually checked as the container passes through the luggage handling process the point at which its activation is detected provides information about when the seal was lifted. The ability to localize the point of unauthorized access reduces the number of persons having access to the container, increasing the likelihood of their being apprehended and, hence, deters them from pilfering the container.

Information about the tamper-evident seal can be inserted into the identity, itinerary and transactions record created by air carriers for each of their customers, such as the Passenger Name Record (PNR), to make it more difficult for unauthorized persons to remove a seal, use other luggage tags and seals, or counterfeit the tag and seal applied at check-in. When access to these records is restricted, and the ability to modify or eliminate them is even more restricted, they become unique by recording randomly assigned information on the face of the seal with unique luggage tag information generated at the time of check-in. Restricted access to, and uniqueness of, information contained in these records make it difficult for unauthorized persons to have the foreknowledge about luggage tag and seal information needed to counterfeit seals and luggage tags beforehand. Record access and update difficulty, and its comparison to luggage tag and seal information on the container as it passes through the luggage handling process provide multiple opportunities to detect the presence of bogus and counterfeit tags and seals. It also provides opportunities to identify containers without seals when seals should be present.

Many existing flexible, thinwall polymer containers also suffer from a further disadvantage of not having a handle to permit the containers from being grasped and transported by the customer and air carrier representatives. Prior art flexible containers have either cutouts in them that permit the luggage handle to protrude, provide a shoulder strap, or do not provide handles or shoulder straps.

Ideally, customers and air carrier representatives should be able to carry the container and enclosed luggage in a manner that allows for positive and balanced control. This becomes especially important when luggage handlers on the tarmac are carrying two pieces of heavy luggage simultaneously between luggage carts used to transport luggage to and from the aircraft, and belt loaders that lift or lower luggage from the aircraft cargo hold access door.

There are several suggested methods of transporting luggage in thinwall polymer containers that lack external handles. For example, U.S. Patent Nos. 373,249, 338,559, 5,293,975, 5,172,795, 5,107,971, 3,901,360, 2,711,234, 2,693,259, 2,654,453, 2,647,595, 2,617,504, 2,520,250, 2,487,596, 2,432,365, 1,526,839, 1,522,479 and 23,562, and U.K. Patent Nos. 9211121 and 8529099 offer a mixture of rigid and thinwall-constructed containers that provide handles by allowing the luggage handle to protrude through their containers or allow a hand to protrude into the container to grasp the luggage handle. However, not all pieces of luggage have handles located at the appropriate place on the luggage, or are of a size inconsistent with the handle openings of the containers. Furthermore, these containers, as well as the containers disclosed in U.S. Patent Nos. 1,062,752 and 471,154, do not provide weatherproof containers for luggage and, therefore, do not protect their contents from soiling.

Alternatively, some luggage containers do not provide handles at all, such as those disclosed in U.S. Patent Nos. 5,547,051, 5,255,765, 3,314,464, 3,101,109, 2,732,046 and 2,532,154. However, these are impractical in the intended application where customers and air carrier representatives need to carry and positively control loaded containers. Finally, U.S. Patent No. 5,547,051 provides a shoulder strap, that does not provide for positive and balanced control of the container.

Therefore, a needs exists for a flexible but durable, weatherproof and secure container that can be easily and positively controlled when heavily loaded. The proposed container satisfies these needs by providing an integral handle attached to a non-porous polymer envelope having a weatherproof closure system that can be augmented with the application of a tamper- evident seal to control access to its interior and deter unauthorized access.

Summary of the Invention

The present invention relates to a receptacle in which air carrier customers can check their luggage as a means of protecting the luggage, avoiding the loss of its contents, and providing a means of detecting when unauthorized access to the interior of the receptacle has been attempted.

The container is constructed with closed gussets on the side dimensions with one of the side panels joined by the gussets having a closure mechanism. The closure mechanism allows the container to be tightly sealed to avoid the container's contents from being lost or exposed to common weather conditions, such as precipitation, and fluids commonly found in an aircraft environment, such as glycol used to de-ice aircraft, and fluids and liquids originating from luggage and freight transported and stored in close proximity to the container.

The weatherproof nature of the container creates a physical barrier between the interior of the container and its environment, such that when a tamper-evident seal is applied over the closure mechanism a secure compartment is created that, when used in conjunction with the air carrier's business system and luggage handling processes, can deter unauthorized access to the container's interior.

The container includes an integral handle having a profile that is flush with the container in silhouette and cross section. The handle's configuration offers no protrusions, straps or appendages, thereby reducing the likelihood that it will be caught on automated luggage handling equipment. The handle's handhold is positioned over the centerline of the container to permit balanced control of the container when loaded. The handle is rigid and strong enough to carry luggage allowed by air carrier tariffs while permitting positive control of the container when loaded.

Depending upon the closure mechanism, the container can be disposed of after a single or multiple uses. The available sizes of the container can vary according to common luggage sizes. Finally, in the preferred embodiment, the container is fabricated from material that is transparent to allow for convenient inspection of its contents and identification by customers and air carrier representatives.

Brief Description of the Drawings

Figure 1 is a front view of the invention.

Figure 2 is a front view of the stiffening member used in association with the invention.

Figure 3 is a side view of the invention.

Figure 4 is a cross sectional view taken along line A--A of Figure 1.

Figure 5 is a cross sectional view taken along line B--B of Figure 1.

Figure 6 is a cross sectional view taken along line C--C of Figure 1.

Figure 7 is a partial side view of the invention showing one embodiment of the handle.

Figure 8 is a partial side view of the invention showing an alternate embodiment of the handle. Figure 9 is a partial side view of the invention showing an alternate embodiment of the handle.

Figure 10 is a partial side view of the invention showing an alternate embodiment of the handle.

Figure 11 is a front view of the invention

Detailed Description of the Invention

As can be seen in Figures 1 through 11 , the present invention concerns a container for protecting and transporting luggage. The container can be used with any type of luggage but is, perhaps, most applicable as a means for air carrier customers to check their luggage.

The container serves primarily to protect both the luggage enveloped by it and prevent items from getting lost or damaged should the luggage fail. In one embodiment the container is permanently closed requiring the container to be destroyed to remove luggage from its interior. In another embodiment, the container is temporarily closed allowing the enveloped luggage to be removed and re-inserted into the container as many times as the materials from which it is made will allow. If closed, either permanently or temporarily, a security mode can be created with the addition of a tamper-evident seal placed over the closure mechanism to give evidence when an unauthorized person has gained access to the container's interior. When used in conjunction with an air carrier's business system and luggage handling processes, the tamper-evident seal creates a security protocol that deters unauthorized access to the container's interior.

The container can be constructed from a variety of suitable materials including polymers and paper products. Suitable materials include polyolefm polymers, such as high and low density polyethylenes, such as Tyvek^® manufactured by Dupont, polypropylene fibers and films and ethylene-propylene polymers, polyesters, such as polyethylene terephthalate, vinyl polymers, such as polyvinylchoride (PVC), and polycarbonates, such as the preparation disclosed in U.S. Patent Nos. 5,349,102 and 5,276,134 manufactured by Dow Chemical. Depending upon the application, other polymers could be suitable as well.

Each of these materials, as well as related and other materials, can be manufactured and converted into containers having strength, durability and safety characteristics appropriate for the present invention's purposes. Moreover, if desired, the specific material chosen for a particular application can be based on the distinct properties of each material, including, but not limited to strength, flexibility, transparency, puncture and tear resistance, elongation, abrasion resistance and coefficients of friction characteristics, as well as safety considerations including, but not limited to, the material's flame retardant, smoke inhibition and toxicity characteristics.

The material should desirably have sufficient strength so that the container will not fail when transporting luggage of sizes and weights allowed by the air carrier's tariffs. The material should also be flexible so that luggage can be inserted into, and removed from, the container in a relatively convenient fashion.

The transparency of the container can vary from clear to opaque. In the preferred embodiment the container is generally transparent to permit the enveloped luggage's ready identification by customers and air carrier employees alike, as well as discovery of contraband, illegal and hazardous materials that may have been placed in the container.

In one embodiment, the closure mechanism is permanent and the container protects the luggage it envelopes by withstanding stresses imposed by the environments luggage experiences from curbside to carousel, including multiple loadings on and unloadings from aircraft. In another embodiment, the closure mechanism is temporary and the container protects the enveloped luggage from environmental stresses that may be experienced during multiple itineraries and passes through associated luggage handling equipment and processes.

In both embodiments, the container protects luggage from the wear and tear normally associated with luggage handling equipment and processes, such as punctures, tears, elongation, scuffs, abrasions, soiling, exposure to weather, liquid leaking from other luggage stored in close proximity, and de-icing fluids such as glycol.

Typically, the container's handle is rigid to give the customer, skycap, porter, ticker counter agent and luggage handlers positive control over the container when loaded. However, the anticipated working weights of loaded containers could impart high loads on the handle. Thus, in one embodiment, the container includes a device for dampening the loads generated by loaded containers when they are lifted, and moved and hefted from one location to another. For example, snap-load dampening can be achieved with non-linear compliant springs, non-linear flexible bars or straps located within or around the handle or seam to give progressively greater load resistance over their range of motion.

Weather experienced at airports around the world result in rain and cold; two conditions that directly assault luggage and impede its handling. Because it is common for luggage to be staged on an airport's tarmac before and during loading, luggage is, for many air carrier customers, routinely exposed to both types of weather extremes. Rain and cold are also experienced during unloading processes. It is, therefore, desirable that the effects of these types of weather exposure be eliminated by a container that can shed water and other forms of precipitation that accumulate at a rate of six inches in 30 minutes, and remain functional over a temperature range of -40° to +120° Fahrenheit. The container's ability to shed water also gives it the ability to shed liquids that may originate from luggage and freight stored or stacked in close proximity, and fluids used to de-ice aircraft.

Finally, the material used to make the container can control the coefficient of friction of its surfaces by formulation and/or with the addition of friction strips of material adhered to the outside surface that offer resistance to movement when in contact with other surfaces. Such conditions occur when luggage is stacked in carts used to transport luggage to and from aircraft and in the cargo holds of aircraft.

Referring to Figure 1, the container 10 includes a body 12 formed from a side panel 14, a side panel 16 identified in Figure 3 and ends 15 and 17 shown expanded in Figure 3. The body 12 can be reinforced for strength. As shown in Figures 4 and 5, in the preferred embodiment, the side panels 14, 16 are constructed using gussets 18, 20. These serve to strengthen the container and enhance its structural integrity. Additionally, this configuration allows the container to be flattened for storage when not in use, thereby facilitating bulk handling and stocking as well as maximizing the limited storage space around skycap stations and ticket counters.

Also in the preferred embodiment, a seam 26 separates the body 12 into envelope 28 and wing 30. The envelope 28 is dimensioned to enclose the luggage. The wing 30 is dimensioned to form a handle and includes a seam 22.

The body 12 can be of any appropriate shape. In the preferred embodiment and when enclosing luggage, body 12 is generally rectangular in shape to be consistent with the shape of most luggage. The side panel 14 contains an opening 32 through which luggage is passed into and removed from the envelope 28. A variety of closure mechanisms can be used to open and close the opening 32. These mechanisms fall into broad categories of those that provide a permanent closure of the opening 32 and those that do not. If the closure is permanent, the opening 32 can be closed by a variety of methods. For example, a flap of material, of the type used to make the side panel 14, can be applied to the side panel 14 parallel to the opening 32 during manufacture, that, when laid flat, extends past the opening 32, overlays it, and rests on top of an adhesive, also applied during manufacture, to the side panel 14 that circumscribes the top, bottom and the opposite side of the opening 32. An easily removed protective strip can be applied to the adhesive to keep it from coming into premature contact with the flap's underside until the opening is closed. The closure is made by removing the protective strip to expose the adhesive strip and laying the flap flat so that it extends past the opening 32 and comes into contact with the adhesive strip above, below and to the opposite side of the opening 32.

An alternate embodiment of a permanent closure provides a flap of the same material used to fabricate the side panel 14, having dimensions sufficient for it to circumscribe the opening 32 with adhesive applied to the underside of the flap, and covered by an easily removed strip. In this embodiment, the flap is constructed and used as tape that is vended along with but separate from the body 12. In this embodiment, luggage is inserted into the envelope 28 through the opening 32. The opening 32 is then sealed with the flap applied by removing its protective strip to expose the adhesive on its underside and pressing it down on the side panel 14 so that the opening 32 is completely covered by the flap.

Opening a permanently closed envelope 28 requires that it be destroyed by tearing or cutting material, desirably on the side panel 14 or 16. To facilitate tearing, the side panel 14 or 16 can be weakened by adding partial, but not through, perforations desirably oriented parallel to the direction in which loads will be transmitted by the body 12 material. This orientation prevents load-bearing stresses developed by the body 12 when in use from prematurely tearing the side panel 14 or 16 material.

A temporary closure can also be achieved by using a stacked, tabbed, adhesive tape assembly in lieu of a strip of single-use adhesive applied to the panel 14. An example of such an assembly currently available is the 809G-Custom ScotchpadO manufactured by 3M®. The closure is achieved by removing the tabbed protective strip setting on the top layer of the adhesive strip and laying the flap flat over the top, bottom and side opposite the opening 32 and pressing it onto the exposed adhesive surface on the top-most layer. To open the container, the tab separating the adhered layer from the stack is lifted and peeled from the stack, revealing the opening 32. A similar stacked, tabbed, adhesive tape assembly can be attached to the underside of the flap, in lieu of the one on the side panel next to the opening 32, or in addition to the one attached to the side of the side panel next to the opening 32.

In the preferred embodiment, the opening 32 is temporarily closed using interlocking mechanical means, or teeth, such as found in zippers, that can be cycled to permit repeated entry into the envelope 28. Because the envelope 28 provides, among other things, a weatherproof environment for its contents, the temporary closure desirably maintains the integrity of that environment by incorporating baffles, welts or other features to create a moisture barrier between the underside of the zipper's teeth and the interior of the envelope 28.

In the preferred embodiment, luggage is inserted into the envelope 28 through the opening 32 with the temporary closure mechanism open. The opening 32 is then closed by sliding the zipper's shoe to engage the zipper's teeth, until all its teeth are engaged and the shoe is in the closed position.

Once closed, the closure mechanism should remain closed during luggage handling operations and processes used by air carriers and terminal facilities. In light of these handling operations and processes, the preferred default position of the zipper's shoe should be closed and maintained in that position by mechanical features, such as detents and/or springs, within the zipper and its shoe.

Alternatively, the zipper's shoe can be held in the closed position by the application of a decal or patch made of suitable material with adhesive on one side. The decal or patch is applied over the shoe and holds it in the closed position. In this embodiment, access is gained to the envelope's 28 interior by removing the decal or patch, grasping the zipper's shoe and sliding it toward the open position until sufficient teeth are disengaged to provide the desired access. Both permanent and temporary closures of the opening 32 should be capable of maintaining the weatherproof integrity of the envelope 28 in environments typically found in terminals and airports around the world and the cargo holds of aircraft. The range of weather likely to be experienced by luggage standing on airport tarmacs range from torrential downpours at or near the equator to severely cold conditions at far northern and southern latitudes. Luggage stored in the cargo holds of aircraft are subject to liquids and moisture originating from freight and other luggage and aircraft de-icing operations.

To protect luggage in the envelope 28 from water damage resulting from exposure to torrential downpours and liquids coming from proximate freight and other luggage and de-icing operations, the closure mechanism 33 of the opening 32 should be capable of shedding water, non-corrosive liquids, and solvents that do not interact with the material used to make the body 12 and the closure mechanism 33 that accumulates at the rate of not less than six inches in 30 minutes and prevent its incursion into the envelope's 28 interior. The closure mechanism 33 should likewise maintain the relative humidity within the envelope 28 at the time of the opening's 32 closure for a 24-hour period.

The material used in the fabrication of the side panels 14 and 16, gussets 18 and 20, edges 15 and 17, seam 26, envelope 28, and closure mechanism 33 of the body 12 should maintain their weatherproofmg characteristics over a -40° to +120° Fahrenheit temperature range.

In the preferred embodiment, the wing 30 incorporates handholds 34 that can be used to lift, move and control the body 12 when loaded with luggage. Although the wing 30 can be located on any outside dimension of the envelope 28, it is desirably located on the envelope's long dimension to minimize the per-square-inch loads transmitted between the envelope 28 and wing 30. Positioning the wing 30 in this manner also puts it at right angles to the opening's closure mechanism 33 minimizing the loads placed on its engaged teeth when the envelope 28 is loaded and being supported by the handholds 34.

In the preferred embodiment three handholds 34 are formed in the wing 30 that can be used to conveniently grasp and hold the body 12. The center handhold 34 is positioned approximately over the centerline of the envelope 28 to balance the body 12 when it is loaded with luggage and held by the center handhold 34. This positioning also gives customers, skycaps, porters, ticket counter agents, luggage handlers and others convenient control over the movement and direction of the body 12 when being carried. Two additional handholds 34 are provided, one on each side of the center handhold 34, to give luggage handlers and others the means to use two hands to carry and move the body 12 and still maintain balanced control over its movement when it is necessary to heft a loaded body 12 from one height to another, heft a loaded body 12 from one horizontal position to another, such as from an aircraft's cargo hold door to a remote location in the aircraft's cargo hold, and pull a loaded body 12 out of a stack of luggage already loaded in an aircraft's cargo hold. The handholds 34 desirably have openings of sufficient width and height to permit a large gloved adult hand to pass through it without binding or obstruction.

As can be seen in Figure 2, the stiffening member 38 has handholds 34 of the same number, dimensions, orientation and location as the handholds 34 in the wing 30. Thus, when inserted through the opening 36, the handholds 34 in the wing 30 and the stiffening member 38 align allowing the customer, skycap, porter, ticket counter agent, luggage handlers and others to pass their hand(s) through the handholds 34 of the wing 30 and the stiffening member 38 at the same time.

Passing one's hand through the handholds 34 of the wing 30 and the stiffening member 38 helps to secure the stiffening member 38 within the wing 30. Similarly, when a luggage identification tag issued by a skycap, porter or ticket counter agent is inserted through the handholds 34 of the wing 30 and stiffening member 38 and tied or stuck together by adhesive on the identification tag's reverse side, the luggage tag also helps to secure the stiffening member 38 within the wing 30.

A wide variety of handle types can be attached to the container and there are numerous materials from which the handle can be constructed. Examples of possible handles include shoulder or hand straps attached to a side or end of the container.

As previously discussed, however, the handle 24 is desirably constructed so that it is integral with the body 12 of the container 10. For example, one end 15 of the body 12 could extend outwardly from the body. The handle could then be formed by bunching up and grabbing the extension or by securing the extension around a rod and grasping the rod as a handle. However, it is desirable that the handle 24 also have a profile that is flush with the body 12 of the container 10. While in use, the container will pass through automated luggage handling systems. An integral handle with a narrow profile helps to ensure that the handle will not snag or jam the handling system equipment. Additionally, a container with such a handle can be stored flat and with minimum space requirements.

As previously discussed, in the preferred embodiment, one end of the body 12 contains an outward extension forming a wing 30. The wing 30 can be of any appropriate shape. In order to minimize its profile, however, the wing 30 is desirably generally rectangular in configuration with the longitudinal dimensions of the wing 30 not extending beyond the body 12 of the container. The outer corners of the wing 30 can also be curved to further lower the handle's profile.

The wing 30 can be formed of the same material as the body 12 in order to minimize the production costs of the container. The durability of the handle 24 can be increased, however, by forming it out of a polyethylene or other material with strength characteristics consistent with the intended application.

The wing 30 can be secured to the body 12 of the container in a variety of fashions. In one embodiment, the wing 30 is integrally formed with the body 12 and the entire container can essentially be produced from a single piece of material. As seen in Figures 1, 3 and 7, the wing 30 is then formed by welding, sealing, stitching, adhering or otherwise securing the two opposing sides 14,16 together near one end of the body 12. If the handle is to be located at the open end of the material, the ends of the sides 14,16 can also be secured together to complete the handle.

If desired, the handle 24 can also is formed externally of the container and then secured to the body 12 of the container. Such a configuration allows for the handle 24 to be constructed of a material different from that of the body 12.

The handle 24 can be secured to the body 12 in a variety of manners. As shown in Figure 7, in one embodiment, the handle 24 is stitched or otherwise bonded to the top of the body 12 of the container. In an alternate embodiment, shown in Figure 8, the handle 24 includes a flap 42 extending outwardly along the length of the handle 24. The handle 24 is secured to the body 12 of the container by attaching the flap 42 to a corresponding protrusion extending from the body 12 of the container 10. The flap 42 can be attached to the protrusion through any appropriate means including stitching, adhesive, heat sealing or other bonding.

Figure 9 depicts an alternate handle embodiment. In this embodiment, a plate 44 is secured to the protrusion extending from the body 12 of the container. The plate 44 contains a channel 46 into which the handle 48, containing a corresponding configuration, can be laid. If desired, the handle 48 can be secured within the channel 46 through appropriate means such as stitching or adhesive bonding. Although the handle 48 can be of any shape, in the preferred embodiment it is configured generally in the shape of an I-beam.

In still a further alternative embodiment, shown in Figure 10, the handle 50 includes a shroud 52 with a plurality of extending members. The handle 50 is attached to the container by securing the shroud 52 to the protrusion extending from the body 12 of the container.

Further embodiments of the handle 24 could be achieved by altering the above embodiments so that the flap 42 or shroud 52 extends from the body 12 of the container rather than the handle 24 or so that the plate 44 is secured to the handle 48 and the body 12 of the container is laid with the channel 46. Additionally, in each of the above embodiments, the handle 24 can be secured directly onto the body 12 of the container without need for the use of the protrusion extending from the body 12. The material around the handle 24 and body 12 can also be laminated to increase the strength of the connection as well as further lower the profile the handle 24.

In the preferred embodiment, the wing 30 is constructed to that it contains a sleeved compartment. Suitable material can be inserted through the opening 36 into this sleeve in order to reinforce and strengthen the wing 30. Such reinforcement also increases the rigidity of the wing 30 which results in the container being easier to transport. If desired, one or both of the ends of the wing 30 could be closed to better maintain the reinforcing material.

If desired, a handhold 34 can be formed in the wing 30 by removing material from the wing 30 so that the desired shape of the handhold 34 is achieved. Although the handhold 34 could be of any appropriate configuration, in the preferred embodiment it is of a generally oblong shape. To enhance safe and efficient handling of the luggage, the handhold 34 can be centered on the longitudinal axis of the container. This positioning permits airline employees to carry two pieces of luggage at a time and places the center of gravity of the container and luggage directly under the wing 30, thereby facilitating ease of moving and controlling of the container and luggage.

In the preferred embodiment, the wing 30 contains two additional handholds 34, one located on either side of the center handhold 34. These outer handholds 34 allow luggage handlers to easily grasp and maneuver the container, thereby facilitating the loading and unloading of the container into and from the cargo hold of a plane.

In the preferred embodiment, the wing 30 includes a compartment which permits the insertion of a stiffening member 38 (shown in Figure 2) into the wing 30. The stiffening member 38, when inserted into the wing 30, evenly distributes the load-bearing stresses generated on the handholds 34, side panels 14 and 16, and ends 15 and 17 when the body 12 is loaded. Furthermore, when inserted into the wing 30, the stiffening member 38 makes the handle formed by the wing 30 and the handholds 34 rigid, thereby facilitating the control of the direction and movement of the body 12 when loaded.

The loads placed on the container can be substantial. Many air carrier tariffs allow passengers to check luggage weighing up to 70 pounds before levying an excess weight charge. This suggests that a large embodiment of the body 12 should be capable of carrying loads greater than 70 pounds and sustaining even greater snap loads. Smaller embodiments should be capable of carrying lighter loads and sustaining smaller snap loads. Even so, these loads are sufficiently great that the stiffening member 38 can be reinforced to safely and reliably distribute stresses over the long dimension of the envelope 28 and the wing 30.

There is great variability in the sizes and shapes of luggage used by air carrier customers. This variability makes it difficult to standardize the sizes and load-carrying capabilities of the body 12. It is with this in mind that three sizes are suggested for reference purposes. Therefore, in the preferred embodiment, a 'large' body 12 should be capable of enveloping and carrying luggage 36 inches long, by 30 inches high, by 12 inches wide and capable of carrying a dead lift load of 100 pounds and a snap load of 250 pounds. A 'medium' body 12 should be capable of enveloping and carrying luggage 25 inches long, by 24 inches high, by 12 inches wide and capable of carrying a dead lift load of 80 pounds and a snap load of 200 pounds. A 'small' body 12 should be capable of enveloping and carrying luggage 23 inches long, by 15 inches high, by 10 inches wide and capable of carrying a dead lift load of 50 pounds and a snap load of 125 pounds.

Small embodiments of the body 12 may not require the two additional handholds 34 located to the sides of the center handhold 34. Because of the loads involved, a single handhold 34 may be sufficient for customers, skycaps, porters, ticket counter agents, luggage handlers and others to heft a loaded 'small' body 12 from one position to another.

In the preferred embodiment the material used in the fabrication of the side panels 14 and 16, ends 15 and 17, seam 26, envelope 28 and wing 30, closure mechanism 32, and stiffening member 38 of the body 12 should maintain their strength characteristics over a -40° to +120° Fahrenheit temperature range.

Also in the preferred embodiment, the material used in the fabrication of the side panels 14 and 16, and ends 15 and 17 of the envelope 28 are transparent to permit easy identification of luggage by customers at the carousel and luggage handlers trying to locate specific pieces of luggage anywhere in the luggage handling process. This transparency should likewise be maintained throughout the -40° to +120° Fahrenheit temperature range.

The material used to fabricate the side panels 14 and 16, ends 15 and 17, and envelope 28 may become cloudy and semi-transparent at points where it has been folded, crumpled, scuffed, elongated, torn or pinched. In the preferred embodiment this degradation in the envelope's transparency is acceptable if it is restricted and localized to areas that are folded, crumpled, scuffed, elongated, torn or pinched.

Because all embodiments of the body 12 provide a weatherproof envelope 28, the physical integrity of the envelope 28 can be used to create a secure environment to prevent entry by unauthorized persons. Specifically, the application of a tamper-evident seal to a closed closure mechanism 33, used in conjunction with air carrier business systems and luggage handling processes, can provide a security protocol to deter unauthorized access to checked luggage not presently available to air carriers and their customers, airport authorities and governments. Tamper-evident seals, such as those offered by 3MO as optical thin film authenticating devices, can be added to the closure mechanism to deter unauthorized access to the envelope's contents. The security mode offered by tamper-evident seals is that once applied they irreversibly change appearance when lifted. Thus, when applied over a closed closure mechanism and then lifted and reapplied, the seal gives convenient visual evidence that the seal had been activated. The use of tamper-evident seals and self-evident nature of their security mode force pilferers to either abandon their entry attempts because such an entry would be detected in a timely manner and traced to them, or confront them with the inconvenience of having to dispose of pilfered luggage because it cannot be re-inserted back into the luggage handling process for fear that the pilferage would be detected. Tamper-evident seals can also discourage surreptitious entries made for the purpose of inserting contraband, illegal and prohibited items and materials (unauthorized goods) into someone else's luggage.

More generally, a pilferer that is unwilling to dispose of pilfered luggage that had been checked-in in a container with a tamper-evident seal applied, or others inserting unauthorized goods into another's luggage similarly protected, is faced with the prospect of re-inserting the container back into the luggage handling process with the seal attached but activated, without a seal, with a new seal, or with a counterfeit seal.

Re-inserting pilfered luggage, or luggage that had unauthorized goods inserted into it after check-in into the luggage handling process can be deterred by the unauthorized person knowing that his or her access will be detected before the luggage is loaded onto an aircraft. In the most simple instance, an activated tamper-evident seal left on luggage can be readily detected by luggage handlers and diverted from loading until the circumstances surrounding the seal's activation can be determined.

In the more complicated instance, where the tamper-evident seal has been removed from the closure mechanism, luggage handlers can be alerted that the container had been checked-in with a seal applied by the addition of that information on the luggage tag used to route and claim checked luggage. A simple comparison of the luggage tag's information with the presence or absence of a tamper-evident seal at any point in the luggage handling process is sufficient to determine that a seal had been removed and that the container should be diverted from loading until the circumstances surrounding the seal's removal can be determined.

To avoid discovery of unauthorized removals of tamper-evident seals, pilferers or other unauthorized persons may attempt to replace the original luggage tag with one indicating that the container had been checked without a seal. This response by unauthorized persons to the container's secured opening can be deterred by the limited access granted by air carriers to their business systems that generate and print luggage tags. Air carriers that limit authorized access to these systems reduce the likelihood that an unauthorized user can generate a luggage tag of their specification. If the unauthorized user has access to the appropriate business system, air carriers with systems that record the name or other identifying information of the employee that generated the luggage number on the tag and in its internal records offer still greater deterrence to unauthorized creation of bogus luggage tags. Finally, this business system can generate a luggage tag number automatically and, thereby, deny the unauthorized user from specifying the number to printed.

In response to air carrier business system security modes preventing an unauthorized persons from printing bogus luggage tags, pilferers may attempt to counterfeit the tags instead. In this manner, they could bring a counterfeited luggage tag that does not indicate that a tamper- evident seal had been applied at check-in, and attach it to the container after removing the seal. This response mode can be deterred by air carriers recording unique information printed on seals, and the unique luggage number that identifies luggage for routing and claim into the identity, itinerary and transaction records they create and maintain for each customer.

The security mode created by combining a tamper-evident seal's unique information with the sequential number assigned to the customer's luggage at check-in causes unique information generated from two separate and independent sources to form a single, more unique record. Moreover, this record is created by the air carrier's employee, such as a ticket counter agent, and loaded into the air carrier's business system identity, itinerary and transactions record for that customer at the last moment before the luggage is inserted into the luggage handling process. The last minute updating of a customer's identity, itinerary and transactions record denies an unauthorized person foreknowledge of the seal and luggage tag information associated with a specific customer or a specific piece of luggage and, with it, the opportunity of using pre-printed counterfeit seals and luggage tags.

The uniqueness of a tamper-evident seal's information can be created during its manufacture by printing a different string of randomly assigned alpha-numeric characters on each seal. This information can then be automatically recorded through mechanical means such as a laser-optical device to scan the seal's bar-code equivalent of its string of characters, or manually recorded by the counter agent at check-in. The uniqueness of the luggage tag number derives from the air carrier's business system assigning the next alpha-numeric number in a sequence or randomly determined information to the next luggage tag issued.

The security achieved by developing very unique information and assigning it at the last possible moment to a container and customer is further enhanced by the air carrier's business system not permitting specific fields within a customer's identity, itinerary and transactions record to be changed and, further, by the record being retained by the business system for a period of time.

Because the appropriate information to be printed on a tamper-evident seal and luggage tag for a specific customer is retained in an air carrier's record of that customer's identity, itinerary and transactions, procedures used by that carrier to positively match boarded passengers to loaded luggage before allowing an aircraft to depart the gate will detect seals and luggage tags that do not have the appropriate information on their faces.

Finally, unauthorized persons, attempting to circumvent the security modes provided by tamper-evident seals, luggage tags, business systems with limited access, and luggage handling processes that can detect a broken seal, the absence of a seal that had previously been applied, and bogus seals and luggage tags not having the correct information, may try to print unique seal information on virgin seal stock, or convert a seal's unique information to another's information. Both attempts to print unique information are deterred by unauthorized persons not having access to both virgin or de- faced seal stock, and not having real-time access to sophisticated apparatus and equipments needed to print the desired information.

Access to virgin, tamper-evident seal stock, that is, stock that does not have unique, randomly assigned information printed on its face, is difficult because of the single, continuous manufacturing process used to transform raw materials into finished seals that include the printing of information on their face that makes every seal unique.

Attempts to deface seals in order to create stock on which to print another seal's information can be frustrated by the incorporation of a transparent cover layer on the seal's printed face during manufacture that cannot be removed without destroying the seal and having characteristics that prevent its use as a stable print surface. Finally, adhering a false layer on top of the printed face or cover layer can be deterred by incorporating a decal such as a holographic image into the cover layer during manufacture.

Tamper-evident seals could also be applied directly to luggage without need of a container. However, the great variety of exterior materials used in luggage manufacturing, compared to a single material used for the container, makes it difficult to formulate an adhesive for the seal that has desirable and consistent adhesion characteristics for all exterior luggage materials. For example, it is easy to imagine that a seal that aggressively sticks to hard-shell luggage will fall off soft-side luggage fabricated out of cloth-like materials, thereby permitting its re-application without giving evidence that it had been removed. In contrast, the adhesion system on the seal can be optimized for the container's polymer and cannot be lifted without leaving the telltale change in its physical characteristics behind.

Thus, the many security modes inherent in a tamper-evident seal and its use, and when used in conjunction with the closure mechanism, luggage tags, business systems and luggage handling processes creates a multi-level security protocol that deters pilferers, and unauthorized persons from inserting unauthorized goods into another's luggage and re-inserting that luggage back into the luggage handling process.

The container and tamper-evident seals can be vended in a number of ways and at a number of locations convenient to individuals with travel plans that include transportation by air carrier. In one embodiment, the container and seals can be vended by skycaps and ticket counter agents from stocks that are stored at a location convenient to their work stations. However, skycap and ticket counter agents work stations are typically constrained and congested and may require that capital improvements be made to terminal facilities to create enough space at the curb, for skycaps, and in the ticket counter area for agents to stock inventories of containers and seals. Further, vending containers and tamper-evident seals though skycaps and ticket counter agents adds to the check-in time needed to process customers wishing to purchase these items. In order to process current numbers of customers, and take longer to do so for those desiring to use the containers and seals while maintaining an air carrier's current processing capacity could require the addition of more skycaps and ticket counter agents and, in the process, incur greater operating costs.

Moreover, vending containers and tamper-evident seals through skycaps and ticket counter agents could require the creation of cash draws at each position and the creation of administrative procedures, safeguards, bookkeeping and auditing necessary to control their use.

In the preferred embodiment, the containers and tamper-evident seals are vended through unattended transportable kiosks conveniently located in airport lobbies and curbside, adjacent to skycap stations. These kiosks store limited quantities of containers and tamper-evident seals as well as vend them. The size and number of kiosks vary with the size and traffic volume of each airport terminal.

In the preferred embodiment and in sum, the luggage handling process improved by the addition of containers and tamper-evident seals begins as the customer enters the terminal and ends at the luggage pickup area at their destination. Upon arriving at the airport terminal, the customer purchases a container and a tamper-evident seal either at an unattended kiosk curbside or in the airport terminal.

The customer purchases the container either as a complete unit or as a body 12 and a stiffening member 38. If purchased as a body 12 and a stiffening member 38, the customer inserts the stiffening member 38 into the opening 36 of the wing 30 until the wing 30 and stiffening member 38 handholds 34 align. The customer then inserts their luggage through the opening 32 until it is completely contained by the envelope 28. The opening 32 is closed and, if desired, a tamper-evident seal is applied to its closure mechanism.

The customer or a skycap then transports the loaded container to the ticket counter where the customer is identified, their itinerary verified and, if appropriate, the tamper-evident seal's unique information is loaded into the identity, itinerary and transaction record created and maintained by the carrier for that customer. A luggage tag containing the seal's unique information and a alpha-numeric code unique to the customer and his or her itinerary is printed and attached to each piece of checked luggage. Thus, a record containing all four pieces of information, the customer, their itinerary, a unique luggage tag number and the seal's unique information, is created.

The checked luggage, container, tamper-evident seal and luggage tag are then inserted into the luggage handling process as a single unit. Luggage handlers and equipment at every station in the process have opportunities to observe the luggage tag and tamper-evident seal and are trained to remove luggage from the process and set it aside to determine the cause of any inconsistencies between luggage tag and seal information, and the physical condition of the seal.

Luggage is removed from the aircraft at intermediate and final destinations, as appropriate, and the tamper-evident seal's information is compared to the luggage tag. If access to the luggage is required at intermediate destinations, such as occurs when luggage must be cleared through customs inspections, the customer compares luggage tag information with that on the seal, removes the seal, opens the container and removes the luggage.

Upon clearing customs and, if appropriate, before re-inserting their luggage back into the luggage handling process, the customer applies another tamper-evident seal that they had purchased at the beginning of their trip and whose unique information was also recorded and made part of their identification, itinerary and transactions record and printed on the luggage tag. When arriving at the last airport on their itinerary, the customer compares luggage tag and tamper-evident seal information and, with the appropriate identification, claims his or her luggage.

While a preferred embodiment of the present invention has been described, is should be understood that various changes, adaptations and modifications may be made therein without departing from the spirit of the invention and the scope of the appended claims.

Claims

What is claimed is:

1. A container for enclosing luggage, comprising: a flexible sheet defining a collapsible body having an interior compartment; a sealable article of luggage having a luggage grip, the article of luggage being received in the interior compartment; an opening passing through the sheet and providing access to the interior compartment from outside the collapsible body; and a manually graspable handle attached to the sheet.

2. The container of claim 1 wherein the collapsible body includes at least one edge and a wing, the wing being formed by a portion of the flexible sheet extending from the collapsible body at the edge, and wherein the handle includes at least one end.

3. The container of claim 2 wherein the handle is formed from the wing.

4. The container of claim 2 including a flap attached to the end of the handle and wherein the flap is attached to the wing of the collapsible body.

5. The container of claim 1 including a flap attached to the end of the handle and wherein the flap is attached to the collapsible body.

6. The container of claim 2 including a plate attached to the wing, the plate containing a channel and the end of the handle being shaped to fit inside the channel.

7. The container of claim 1 including a plate containing a channel attached to the collapsible container, the end of the handle being attached to the plate and the end of the handle being shaped to fit inside the channel.

8. The container of claim 2 wherein the end of the handle includes a plurality of shroud members, the handle being attached to the collapsible body by securing the shroud members around the wing.

9. The container of claim 2 wherein the end of the handle includes a plurality of shroud members, the handle being attached to the collapsible body.

10. The container of claim 2 wherein the handle includes a handhold centered on the handle.

11. The container of claim 2 wherein the handle includes a plurality of handholds spaced equidistant along the handle.

12. The container of claim 2 wherein the collapsible body includes a fastener for permanently sealing the opening.

13. The container of claim 2 wherein the collapsible body includes a fastener for temporarily sealing the opening.

14. The container of claim 13 wherein the fastener comprises a zipper.

15. The container of claim 14 wherein the collapsible body is substantially impenetrable by fluids.

16. The container of claim 15 wherein sealing the collapsible body with the fastener substantially prevents the escape of an object from the article of luggage received within the interior compartment from the collapsible body.

17. The container of claim 16 wherein the fastener includes a welt to prevent the ingress of fluids through the opening when the opening is sealed by the fastener.

18. The container of claim 17 wherein the fastener includes a tamper evident marker for indicating when an attempt to open the collapsible body has been made.

19. The container of claim 18 wherein the tamper evident marker includes a tag containing information about the article of luggage received in the interior compartment.

20. The container of claim 18 wherein the tamper evident marker is positioned in proximity to the fastener after the opening is sealed so that the opening cannot be unsealed without disturbing the marker.

21. The container of claim 20 wherein the flexible sheet is comprised of high density polyethylene.

22. The container of claim 21 wherein the collapsible body is substantially transparent.

23. A container for enclosing luggage, comprising: a flexible sheet defining a collapsible body having an interior compartment; a sealable article of luggage having a luggage grip, the article of luggage being received in the interior compartment; an opening passing through the sheet and providing access to the interior compartment from outside the collapsible body; and a tamper evident marker arranged on the opening for indicating when an attempt to open the collapsible body has been made.

24. The container of claim 23 wherein the tamper evident marker includes a tag containing information about the article of luggage received in the interior compartment.

25. The container of claim 23 wherein the tamper evident marker is positioned across the fastener after the opening is sealed so that the opening cannot be unsealed without disturbing the marker.

26. The container of claim 25 wherein the collapsible body includes a fastener for temporarily sealing the opening.

27. The container of claim 26 wherein the fastener comprises a zipper.

28. The container of claim 27 wherein the collapsible body is substantially impenetrable by fluids.

29. A container for enclosing luggage, comprising: a flexible sheet defining a collapsible body having an interior compartment; an opening passing through the sheet and providing access to the interior compartment from outside the collapsible body; a fastener for sealing the opening so that it is substantially impermeable to fluids; and a manually graspable handle attached to the sheet.

30. The container of claim 29 wherein the collapsible body includes at least one edge and a wing, the wing being formed by a portion of the flexible sheet extending from the collapsible body at the edge, and wherein the handle includes at least one end.

31. The container of claim 30 wherein the handle is formed from the wing.

32. The container of claim 30 including a flap attached to the end of the handle and wherein the handle is attached to the wing of the collapsible body.

33. The container of claim 30 including a plate containing a channel attached to the wing, the end of the handle being shaped to fit the inside of the channel.

34. The container of claim 30 wherein the end of the handle includes a plurality of shroud members, the handle being attached to the collapsible body by securing the shroud members around the wing.

35. The container of claim 30 wherein the handle includes a plurality of handholds spaced equidistant along the handle.

36. The container of claim 30 wherein the collapsible body includes a fastener for temporarily sealing the opening.

37. The container of claim 36 wherein the fastener comprises a zipper.

38. The container of claim 37 wherein the collapsible body is substantially impenetrable by fluids.

39. The container of claim 38 wherein the fastener includes a tamper evident marker for indicating when an attempt to open the collapsible body has been made.

40. A container for enclosing luggage, comprising: a flexible sheet defining a collapsible body having an interior compartment; an opening passing through the sheet and providing access to the interior compartment from outside the collapsible body; a fastener for completing sealing the interior compartment; a tamper evident marker arranged on the opening for indicating when an attempt to open the collapsible body has been made; and a manually graspable handle attached to the sheet.

41. A method of protecting an article of luggage, comprising the steps of: providing a container having an interior- compartment, an opening providing access to the interior compartment and a fastener for sealing the opening; inserting an article of luggage having a luggage grip into the interior compartment by passing the luggage through the opening; and sealing the opening of the container with the fastener, thereby preventing access to the luggage.

42. The method of protection an article of luggage according to claim 48, wherein the fastener comprises a zipper, the step of sealing the opening of the container including activating the zipper.

43. The method of protecting an article of luggage according to claim 42, wherein the container includes a tamper evident marker arranged on near the opening for indicating when an attempt to open the container has been made and including the further step of positioning the tamper evident marker over the zipper so that the zipper cannot be engaged without disturbing the marker.

44. The method of protecting an article of luggage according to claim 43, including the further step of placing a tag containing information about the article of luggage on the container.

45. The method of protecting an article of luggage according to claim 43, comprising the further steps of removing the tamper evident marker, engaging the zipper to open the interior compartment, and removing the article of luggage.

46. A method of protecting and transporting an article of luggage, comprising the steps of: obtaining a container from a kiosk, the container having an interior compartment, an opening providing access to the interior compartment and a fastener for sealing the opening; inserting an article of luggage having a luggage grip into the interior compartment by passing the luggage through the opening; and sealing the opening of the container with the fastener, thereby preventing access to the luggage.

47. The method of protecting and transporting an article of luggage according to claim 46, wherein the fastener comprises a zipper and the step of sealing the opening of the container including activating the zipper, and including the further steps of: obtaining a tamper evident marker from the kiosk; positioning the tamper evident marker over the zipper so that the zipper cannot be engaged without disturbing the marker; and placing a tag containing information about the article of luggage on the container.

48. The method of protecting and transporting an article of luggage according to claim 47, wherein the container includes a manually graspable handle attached to one end of the container, the handle including a plurality of handholds, and including the further steps of: transporting the container to a checking agent by grasping the handle; checking the container with the checking agent for transporting by an airline; and loading the container onto an airplane by grasping the handholds and swinging the container.

49. The method of protecting and transporting an article of luggage according to claim 48, including the further steps of: removing the tamper evident marker; engaging the zipper to open the interior compartment; removing the article of luggage for inspection; reinserting the article of luggage into the interior compartment after inspection; engaging the zipper to seal the interior compartment; positioning a new tamper evident marker containing over the zipper; placing a new tag containing information about the article of luggage on the container; rechecking the container with the airline; and reloading the container into the airplane.

50. The method of protecting and transporting an article of luggage according to claim 49, comprising the further steps of: transporting the container from the airline by grasping the handle; removing the tamper evident marker; engaging the zipper to open the interior compartment; and removing the article of luggage.

51. A method of making a collapsible container for protection an article of luggage, comprising the steps of: providing a sheet of polymeric material; folding the sheet to form a flexible body with internal gussets and at least one edge; sealing at least one of the edges to form an opening and an internal compartment; placing a fastener on the body near the opening; and forming a handle attached to the body for transporting the container.

52. The container of claim 2 wherein the handle includes a dampener for suppressing the load forces on the container.