99-6138. Disclosure of Code-Sharing Arrangements and Long-Term Wet Leases  

  • [Federal Register Volume 64, Number 49 (Monday, March 15, 1999)]
    [Rules and Regulations]
    [Pages 12838-12852]
    From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
    [FR Doc No: 99-6138]
    
    
    
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    Part II
    
    
    
    
    
    Department of Transportation
    
    
    
    
    
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    Office of the Secretary
    
    
    
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    14 CFR Parts 257 and 399
    
    
    
    Disclosure of Code-Sharing Arrangements and Long-Term Wet Leases; Final 
    Rule
    
    Federal Register / Vol. 64, No. 49 / Monday, March 15, 1999 / Rules 
    and Regulations
    
    [[Page 12838]]
    
    
    
    DEPARTMENT OF TRANSPORTATION
    
    Office of the Secretary
    
    14 CFR Parts 257 and 399
    
    [Docket Nos. OST-95-179 & OST-95-623]
    RIN 2105-AC10
    
    
    Disclosure of Code-Sharing Arrangements and Long-Term Wet Leases
    
    AGENCY: Office of the Secretary, DOT.
    
    ACTION: Final rule.
    
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    SUMMARY: This rule strengthens the Department's current consumer 
    notification rules and policies to ensure that consumers have pertinent 
    information about airline code-sharing arrangements and long-term wet 
    leases in domestic and international air transportation. The rule, 
    among other things, does the following: First, requires travel agents 
    doing business in the United States, foreign air carriers, and U.S. air 
    carriers: To give consumers reasonable and timely notice if air 
    transportation they are considering purchasing will be provided by an 
    airline different from the airline holding out the transportation, and 
    to disclose the identity of the airline that will actually operate the 
    aircraft.
        Second, for tickets issued in the United States, requires U.S. and 
    foreign air carriers and travel agents to provide written notice of the 
    transporting carrier's identity at the time of purchase of air 
    transportation involving a code-sharing or long-term wet-lease 
    arrangement.
    
    DATES: This regulation is effective July 13, 1999. Comments on the 
    information collection requirements must be received on or before May 
    14, 1999.
    
    ADDRESSES: Comments should be sent to Jack Schmidt, Office of Aviation 
    and International Economics (X-10), Office of the Assistant Secretary 
    for Aviation and International Affairs, Office of the Secretary, U.S. 
    Department of Transportation, 400 Seventh St., SW., Washington, DC 
    20590, (202) 366-5420 or (202) 366-7638 (FAX).
    
    FOR FURTHER INFORMATION CONTACT: Laura Trejo, Office of International 
    Law, Office of the General Counsel, Room 10118, (202) 366-9183, or 
    Timothy Kelly, Aviation Consumer Protection Division, Room 4107, (202) 
    366-5952, U.S. Department of Transportation, 400 7th Street, SW., 
    Washington, DC 20590.
    
    SUPPLEMENTARY INFORMATION:
    
    Background
    
        The Department issued a Notice of Proposed Rulemaking (NPRM), 59 FR 
    40836 (August 10, 1994), to obtain comments and reply comments on 
    requiring the disclosure of code-sharing arrangements and long-term wet 
    leases. In these operations, the operator of a flight differs from the 
    airline in whose name the transportation is sold. The NPRM proposed to 
    strengthen the current disclosure rules.
        The NPRM, among other things, proposed (1) to require travel agents 
    doing business in the United States, foreign air carriers, and U.S. air 
    carriers (a) to give consumers reasonable and timely notice if air 
    transportation they are considering purchasing will be provided by an 
    airline different from the airline holding out the transportation, and 
    (b) to disclose the identity of the airline that will actually operate 
    the aircraft; and (2) for tickets issued in the United States, to 
    require U.S. and foreign air carriers and travel agents to provide 
    written notice of the transporting carrier's identity at the time of 
    purchase of air transportation involving a code-sharing or long-term 
    wet-lease arrangement. The NPRM also stated that the Department wants 
    to consider seriously a requirement that the transporting carrier's 
    identity be printed on the flight coupon for services involving a code-
    sharing or long-term wet-lease arrangement.
        This action was taken to ensure that consumers have pertinent 
    information about airline code-sharing arrangements and long-term wet 
    leases on domestic and international flights.
        We received comments on the NPRM and reply comments from ten U.S. 
    airlines (Alaska Airlines, Inc., American Airlines, Inc., Continental 
    Airlines, Inc., Delta Air Lines, Inc., Frontier Airlines, 
    Inc.1, Northwest Airlines, Inc., Southwest Airlines Co., 
    Trans World Airlines, United Air Lines, Inc., and USAir, Inc.), eight 
    foreign airlines (Aerovias de Mexico, S.A. de C.V., British Airways, 
    Qantas Airways Limited, SwissAir, LTU Lufttransport-Unternehmen GmbH. & 
    Co. KG, British Midland Airways, Ansett Australia Holdings, and Lan 
    Chile), the International Association of Machinists and Aerospace 
    Workers, three associations (Regional Airline Association, 
    International Airline Passengers Association, and National Air Carrier 
    Association), three CRS vendors (Galileo International Partnership, 
    Worldspan, and System One Information Management, Inc.), nine travel 
    agent/industry groups (Action 6, Admiral Travel Bureau, American 
    Automobile Association, American Society of Travel Agents, Mercury 
    Travel, Omega World Travel, Rogal Associates, Township Travel, and 
    USTravel), and five other groups or individuals (Americans for Sound 
    Aviation Policy, the City of Philadelphia, Donald Pevsner, the British 
    Embassy, and Congresswoman Rosa De Lauro).2
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        \1\ Frontier Airlines, Inc. subsequently withdrew its comments.
        \2\ The Saturn Corporation and PMI Mortgage Insurance submitted 
    letters prior to publication of the NPRM.
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        The comments persuaded us that we should change one aspect of the 
    proposal. The proposed rule would have allowed airlines operating under 
    network names, e.g., American Eagle or Delta Connection, to identify 
    themselves to the public only by those names. Supporters of this 
    original proposal argued that giving passengers the actual corporate 
    name, e.g., Atlantic Coast Airlines, could add to confuse passengers' 
    confusion, because there are typically no airport signs using that name 
    that would tell passengers where to check in.
        Some commenters, however, argued that the public should know 
    precisely who is operating the aircraft. They asserted that permitting 
    the commuters to operate only under a network name obscures, rather 
    than clarifies, the nature of the operation.
        We issued a supplemental notice proposing to require all operators 
    to disclose their corporate name. 60 FR 3359 (January 17, 1995). The 
    notice also requested comments on whether, to avoid any airport-related 
    confusion, we should also require disclosure of the network name where 
    there is one. The purpose of this proposal was to help ensure that 
    consumers will not assume that a major airline is the transporting 
    carrier when purchasing transportation operated by one of its regional 
    airline partners.
        We received comments on the supplemental notice from Northwest 
    Airlines, American Airlines and AMR Eagle, Trans World Airlines, United 
    Air Lines, USAir, Inc., Midwest Express Airlines and Astral Aviation 
    doing business as Skyway Airlines, Delta Air Lines, Continental 
    Airlines and System One, the International Association of Machinists 
    and Aerospace Workers, the Port Authority of New York and New Jersey, 
    Gulfstream International Airlines, Inc., the American Society of Travel 
    Agents, and the Regional Airlines Association.
        The following is a summary of the comments and reply comments and 
    the Department's decision on each component of the NPRM:
    
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    Written Notice on the Flight Coupon
    
        The NPRM announced that the Department was considering a 
    requirement that, where the designator code on the ticket is different 
    from that of the transporting carrier on any flight segment, there must 
    be printed on the flight coupon (1) an asterisk, like the one that 
    already identifies flights listed in computer reservation systems 
    (CRSs) under an airline code different from that of the transporting 
    carrier, and (2) a legend elsewhere on the coupon that states the 
    transporting carrier's identity preceded by the words ``operated by.''
        American supported the proposal and stated that the legend 
    ``operated by'' could be printed on the newer ``Automated Ticket and 
    Boarding Pass'' (``ATB'') ticket stock, which accounts for 80 percent 
    of the tickets issued. However, American claimed that there is 
    insufficient room on the older ``Transitional Automated Ticket'' 
    (``TAT''), which still accounts for 20 percent of the tickets issued. 
    American estimated that total modifications to its SABRE computer 
    reservation system (used by travel agents and American's own ticket 
    agents) to comply with the proposed requirement would cost between 
    $250,000 and $300,000. The National Air Carrier Association (``NACA'') 
    also supported the proposal. Mr. Pevsner proposed that an asterisk be 
    placed in the ``CARRIER'' box with a bold-type disclosure elsewhere on 
    the flight coupon.
        The American Automobile Association (``AAA''), British Airways, 
    Delta, Galileo, Northwest, Qantas, Worldspan, USAir, the City of 
    Philadelphia, Lan Chile, and SwissAir opposed printing on the ticket. 
    Most of the opposition claimed that there was simply no room on the 
    ticket and that the associated costs would be unduly burdensome. 
    Worldspan argued that it would not be feasible to include the identity 
    of the transporting carrier on a flight coupon, and it opposed 
    American's suggestion that the notice should be carried on the ATB 
    stock but not the TAT stock. Worldspan asserted that if notice were 
    provided on one type of ticket stock but not the other, the result 
    would be more confusing to passengers than providing no notice on 
    either type of stock. Galileo stated that it would be necessary to 
    retrofit about 13,000 ticket printers located in Apollo agencies, 
    costing $500,000, and that the implementation phase would take longer 
    than 60 days. Delta stated that if the Department imposed a new written 
    notice requirement, the industry would need up to one year to comply.
        Because American stated that a notice could be placed on ATB stock 
    but not on TAT stock, TWA suggested that the notice be required either 
    on the ticket stock or on the mini-itinerary stapled to the ticket. TWA 
    believes that the mini-itinerary, when stapled to the ticket package, 
    is an adequate substitute for requiring notice of a code-share carrier 
    on the ticket coupon.
        United claimed that printing on the tickets would duplicate the 
    written notice on the itinerary and conflict with the movement towards 
    ticketless travel. Further, United disagreed with American's cost 
    estimate, because it was based on only one type of ticket generated on 
    domestic ticket printers. According to United, most carriers would not 
    want to limit such a ticketing change only to the type of ticket issued 
    in the United States but would want it to apply system-wide, and to all 
    types of printers. If the costs of reprogramming and retooling all 
    ticket printers worldwide were taken into account, United estimated 
    that costs would exceed $1 million and that implementation would take 
    more than one year. Continental and System One estimated the costs to 
    System One at more than $300,000 with a six to ten month implementation 
    phase.
        Delta argued that the standard ticket format is based on an 
    industry agreement. According to Delta, any changes to the format will 
    require discussions between the carriers and CRSs, which would be time-
    consuming and potentially costly.
        The International Airline Passenger Association (IAPA) stated that 
    if there is insufficient space to print a notice on the ticket, a card 
    could be added after each coupon on which a code-sharing flight appears 
    stating that the flight on the prior coupon is actually being operated 
    by another carrier.
    
    Decision
    
        The Department has decided to defer further consideration of a rule 
    requiring written notice on the face of the ticket until standards for 
    ticketing, evolution of ticketless travel, and the effectiveness of 
    other disclosure measures can better be evaluated. The comments have 
    persuaded us that we could, at best, cover only 80 percent of the 
    tickets issued at this time without imposing substantial costs, since 
    the older TAT ticket stock cannot accommodate our proposed notice. It 
    appears that the major cost of providing the written notification on 
    the coupon is due to the reprogramming of the print command software 
    and retooling the printer hardware. Based on the comments, these costs 
    range from $300,000 to $1,000,000 depending upon the system. The total 
    cost for the written notification on the ticket coupon would 
    approximate $3,800,000 for the largest portion of the U.S. airline/CRS 
    vendor industries.
        We believe that we should impose such a cost burden only if it 
    could be shown that the benefits would clearly outweigh the costs. 
    Given the difficulty of estimating the incremental benefit that notice 
    on the ticket would add to the other measures we are requiring, such as 
    the written and oral notice components of the rule, we cannot conclude 
    at this time that imposition of the additional requirement is 
    warranted. Also, as United argued, it is unclear at this point how the 
    ticketless travel movement will develop. Therefore, during the two to 
    three year period following effectiveness of this rule, the Department 
    will monitor (1) the effectiveness of the disclosure rule as adopted, 
    (2) the ticketless travel trend, and (3) the ability of airlines to 
    give adequate consumer notices in a ticketless environment and will 
    revisit this issue then if justified. We can then initiate further 
    rulemaking action if it appears necessary.
    
    Application of Rule to Wet Leases
    
        The NPRM proposed to apply the oral and written notice requirements 
    to wet leases that last more than 60 days because, from the consumer's 
    perspective, wet leasing is indistinguishable from code-sharing: the 
    passenger buys a ticket from one airline, but the aircraft is operated 
    by another.
        Continental, System One, British Airways, Qantas, USAir, NACA, the 
    Government of the United Kingdom, Lan Chile, and Northwest opposed this 
    proposal. They argued that wet-lease operations do not cause 
    significant confusion problems and that the proposed notice would 
    actually confuse passengers. In addition, these opponents claimed that 
    it is not technically feasible to give notice, because aircraft used in 
    wet leases are frequently used on different routings and/or on 
    different days of the week, making advance identification 
    impracticable. USAir in particular claimed that it would take at least 
    a year to modify computer software, and it stated that the Department 
    can impose any necessary consumer protection conditions through the 
    present licensing process. British Airways argued that requiring notice 
    will keep airlines from being able to enter into flexible aircraft 
    arrangements. Northwest stated that a wet lease differs from a code-
    sharing arrangement in that only one carrier is holding out service on 
    the flight. Moreover, Northwest
    
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    argued that the lessee carrier is fully responsible for the operation 
    of the flight even though the crew is provided by the lessor carrier, 
    and the wet-lease agreement typically states the lessee's operating 
    requirements.
        Americans for a Sound Aviation Policy (``ASAP'') stated that the 
    notification requirement should be triggered by wet leases of two weeks 
    since CRS notification to travel agents can be nearly instantaneous.
        LTU, a privately owned German carrier, suggested amending section 
    257.3(f), the definition of a long-term wet lease, to add at the end 
    the phrase, ``unless such lease is between air carriers with 100 
    percent common ownership.'' LTU leases aircraft on a long-term basis to 
    an affiliate with identical ownership. The aircraft are then leased 
    back to LTU with crew for the same term. A limited portion of the 
    operations of these aircraft are in scheduled service to the United 
    States. LTU claimed that these are not true wet leases because LTU owns 
    the aircraft it leases, but it noted that LTU's operations would appear 
    to be subject to this proposal. According to LTU, its affiliate does 
    not have a separate commercial identity or a designator code in the 
    Official Airline Guides, and moreover, it and its affiliate have the 
    same managing director and most of the same management. Reasoning that 
    the disclosure requirement would only confuse passengers, LTU suggested 
    amending the proposal as indicated above.
        Southwest asked the Department to revise the NPRM to exclude the 
    Southwest-Morris Air arrangement and similar operating arrangements 
    from the public disclosure requirements. Morris Air is now wholly owned 
    by Southwest. Southwest stated that, under their transitional 
    arrangement, Morris Air ceased holding out its services to the public 
    on October 4, 1994, and after that date those services were held out 
    solely in Southwest's name. For a period of six months, some flights 
    would be operated by Morris Air aircraft and crews. This arrangement 
    was to last only long enough to meet the FAA procedures for conversion 
    of the remaining Morris Air aircraft to Southwest's certificate and 
    operations specifications.
    
    Decision
    
        The Department has decided to retain but modify the proposed 
    requirement to disclose the identity of the actual operator of a long-
    term wet lease. No commenter provided an adequate basis for 
    distinguishing between long-term wet leases and code-sharing 
    arrangements from the consumer's perspective. Northwest's observation 
    that in a wet lease only one carrier is holding out service on the 
    flight does not take into account major U.S. carriers' alliances with 
    commuter carriers (such as United Express or American Eagle). In these 
    alliances, generally only the major carrier holds out 
    service.3
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        \3\ Furthermore, Northwest's assertion that the lessee carrier 
    is fully responsible for the operation of the flight even though the 
    crew is provided by the lessor carrier is only partially correct. 
    The Federal Aviation Administration policy requires ``each U.S. air 
    carrier to retain operational control of each wet leased aircraft 
    listed on its operations specifications regardless of whether the 
    aircraft is U.S. or foreign registered.'' Air Transportation 
    Operations Inspector's Handbook, Order 8400.10, August 23, 1988, 
    section 4.309.
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        The Department will modify the proposal, however, to apply only to 
    those wet leases where the aircraft are dedicated to particular routes. 
    This modification addresses the commenters' concern that giving notice 
    may not be feasible if aircraft are not dedicated to particular routes 
    and that the requirement will keep airlines from entering into flexible 
    aircraft arrangements. Carriers in situations such as those like LTU 
    and Southwest may seek individual relief from the rule from the 
    Department.
        We are not adopting USAir's suggestion that the Department impose 
    any necessary consumer protection conditions through the present 
    licensing process, since the purpose of this rule is to impose clear 
    and uniform disclosure requirements, not ad hoc conditions. Moreover, 
    wet leases involving only U.S. carriers are not now subject to any 
    economic licensing process, but are authorized by regulation.
    
    Corporate and Network Names
    
        The Supplemental Notice of Proposed Rulemaking (SNPRM) proposed a 
    requirement that for operations conducted under a network name, such as 
    ``The Delta Connection,'' that is applied to several airlines, the 
    transporting carrier's corporate name itself be disclosed to consumers 
    in code-share and long-term wet lease operations. The Department stated 
    that it expects airlines and ticket agents also to disclose the network 
    name, if that is the name in which service is generally held out to the 
    public. We solicited comments on whether we should make this an 
    explicit requirement in the final rule.
        American, AMR Eagle, and the International Association of 
    Machinists and Aerospace Workers (IAM) supported this proposal. IAM 
    based its support on its concern that consumers should have this 
    pertinent information about airline code-sharing arrangements and long-
    term wet leases on domestic and international flights. American and AMR 
    Eagle asserted that the rule should require the disclosure of both the 
    network name and the identity of the transporting carrier to minimize 
    confusion and to tie the reputation of the major carrier to the service 
    provided by the commuter code-share partner. They stated that the rule 
    is feasible and relatively inexpensive to implement. To this extent, 
    they asserted that in American's timetables, the American Eagle logo is 
    used to indicate that service in a particular city-pair is provided by 
    one of the American Eagle carriers. They noted that a simple chart in 
    the timetable can correlate the flight numbers with each of the four 
    operating entities that make up the American Eagle network. 
    Furthermore, they stated that in the SABRE computer reservations system 
    used by about 24,000 travel agencies world wide, the identity of the 
    individual network carrier is already available for most airlines. 
    According to American and AMR Eagle, SABRE would not have difficulty 
    complying with the proposed rule so long as the individual carriers in 
    code-sharing networks are obligated to provide the required 
    information.
        Opponents argued that there would be substantial costs and 
    confusion. TWA stated that the rule would increase costs that are 
    impossible to quantify for consumers, carriers, and travel agents. TWA 
    asserted that the rule would cause consumer delays as they search 
    airports vainly for gates showing the carrier's corporate name. 
    According to TWA, the Department has no basis to believe that 
    passengers experience any confusion when they hear the name of commuter 
    carrier affiliates of major carriers.
        Northwest stated that many carriers already voluntarily disclose 
    the corporate identity to passengers who want the information. 
    Northwest claimed that Worldspan and its internal reservation system 
    identify the corporate names in both the availability and booking 
    screens. Northwest also noted that American does not provide the 
    corporate names of its American Eagle network commuters in the Official 
    Airline Guides or of its American Eagle carriers in its system 
    timetable.
        United argued that the Department's consumer complaint files do not 
    indicate a consumer demand for identification of network commuters by 
    their corporate names. United stated that it already instructs its 
    reservation agents to provide the corporate name where a passenger 
    books a ticket involving United Express. United noted
    
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    that its Apollo CRS displays the commuter carrier's actual name on the 
    screen when the reservation is made.
        United stated that the Department should require disclosure of the 
    corporate name in addition to the network name only when a passenger 
    requests it. However, United asserted that if any regulation is deemed 
    necessary, it should be limited to the requirement in proposed sections 
    257.5(a) and 257.5(c) regarding information in CRSs and in carrier 
    schedules and a written notice. United asserted that it, like most 
    other carriers (except for American), already provides the corporate 
    name in written or electronic schedule information, so adoption of this 
    portion of the rule should not be burdensome. As for written notice, 
    United stated that it does not object to the rule so long as the 
    Department clarifies that United can use, as it does currently, 
    abbreviations where these are used by the commuter carriers themselves. 
    In contrast, United stated that there is no need for proposed section 
    257.5(b) requiring corporate name information in the oral notices or in 
    advertising as indicated in proposed section 257.5(d). United argued 
    that a requirement to disclose the corporate name would be an undue 
    burden and restrictions on carrier advertising would represent an 
    unconstitutional restraint on freedom of commercial speech. Finally, 
    United noted that the Department did not conduct a cost-benefit 
    analysis for the additional notice proposed in the SNPRM.
        The Port Authority of New York and New Jersey asserted that the 
    proposed rule would not avoid consumer confusion. It argued that it is 
    unclear whether the term ``corporate name'' means the name in which the 
    Department issued the applicable certificate or the ``doing business 
    as'' name, which is easy to change .
        According to Midwest Express, its only code-share partner is its 
    subsidiary with the official corporate name of Astral Aviation, Inc. 
    doing business as Skyway Airlines. Midwest Express stated that Skyway 
    Airlines is not the name of a network of different commuter operations 
    by different, independent corporations. It urged the Department to 
    exempt from the corporate name identification requirement the situation 
    where only one corporation is using a particular servicemark. Midwest 
    Express argued that requiring it to identify Skyway as ``Astral 
    Aviation/Skyway Airlines'' will not help consumers know that Midwest 
    Express and Skyway are separate operations. It argued that the proposed 
    rule would only confuse consumers and increase costs. Astral estimated 
    that the corporate name disclosure requirement would add about $90,000 
    annually to its reservation costs based on the assumption of an average 
    increase in ``talk time'' of 15 seconds per call to its reservation 
    number. Astral alleged that the costs are a significant percentage of 
    its projected profits on its forecast 1995 revenues of $35 million. 
    Astral stated that its estimate does not include, among other things, 
    the increased expenses to travel agents, which book about 80 percent of 
    the tickets on Midwest Express/Skyway Airlines.
        Delta argued that the proposal represents a significant 
    modification to long-standing industry practice and would impose 
    substantial costs and burdens without bringing any countervailing 
    public benefits. Delta estimated that several hundred hours of 
    programming would be required over several months to include the 
    corporate names of the Delta Connection carriers and all other code-
    share partners in its primary availability screens. It noted that if 
    the proposed rule requires disclosure of the corporate name of the 
    Delta Connection carrier to be included as part of each relevant flight 
    listing, such requirement would substantially increase the size and 
    costs of the printed schedules. Delta stated that it is unaware of any 
    confusion among the public concerning domestic code-sharing under 
    network names and argued that disclosing the corporate name would not 
    provide additional information concerning the type and size of 
    aircraft, crew qualifications, comfort, and in-flight amenities. If 
    anything, Delta argued, the proposal would promote consumer confusion. 
    Delta also stated that travel agents would likely only disclose what is 
    required (i.e., the corporate name) and argued that requiring 
    disclosure of the corporate name would dilute the value of the network 
    name. Delta suggested that if the Department requires disclosure of the 
    corporate name, it should key the timing of such disclosure to the 
    point at which the customer purchases the transportation rather than 
    requiring such notice before booking transportation.
        Continental and System One argued that if the Department adopts any 
    rule requiring disclosure of corporate names, that rule should be 
    limited to code-sharing arrangements. They asserted that corporate 
    names change frequently and are relatively meaningless to the general 
    public. Moreover, like Delta, they also stated that use of network 
    names has long been standard industry practice. They claimed that 
    requiring disclosure of corporate names in electronic and written 
    schedule information provided to the public with respect to long-term 
    wet-lease arrangements would force System One to spend about $200,000 
    in implementation costs. According to them, written disclosure of 
    corporate names at time of sale and in advertising would also incur 
    substantial costs.
        USAir stated that of the 2500 USAir Express departures per day, not 
    one is operated by a USAir commuter affiliate under its own corporate 
    name. Furthermore, USAir argued that there are no public identifiers 
    used for these operations except for the USAir Express network name. 
    According to USAir, if consumers are given both the network name and 
    corporate name, they will be unsure of which name to seek at the 
    airport. In addition, USAir estimated that complying with the proposed 
    rule would cost $255,000 in programming hours and at least six months 
    to a year's time to update USAir's PACER reservations system.
        The Regional Airline Association (RAA) supports the disclosure of 
    network names. However, it does not believe that disclosure of the 
    corporate name would have any benefits for the public.
        The American Society of Travel Agents (ASTA) argued that the 
    proposed rule was not the most efficient method of notifying travel 
    agents about code-sharing details. ASTA suggested that the Department 
    require that CRS displays clearly indicate the existence of code-
    sharing by showing all code-shared flights only once in the CRS 
    availability displays and using a double airline code, with the first 
    displayed code indicating the transporting carrier. According to ASTA, 
    the rest of the rule should be deferred until voluntary compliance with 
    their proposal can be monitored. ASTA questioned whether any rule is 
    necessary on this subject if the Department is convinced that agents 
    and airlines are going to disclose the existence of code-sharing 
    situations voluntarily along with the network name.
        Gulfstream International Airlines, Inc. (Gulfstream) asserted that 
    the network name is sufficient to alert customers to a code-shared 
    flight. Although it opposes the rule, Gulfstream stated that if the 
    rule is adopted, the Department should make it mandatory for travel 
    agents to inform the public of the network name to avoid airport 
    terminal confusion. As to potential costs for the regional carriers to 
    re-identify themselves in terminal facilities, Gulfstream noted that a 
    major terminal will charge a new airline between $5,000 to $10,000 for 
    a signage package.
    
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    According to Gulfstream, any argument that network names might be 
    intentionally masking the true corporate identities is not valid, 
    because all information concerning the corporate name of the 
    transporting carrier is provided at the customer's request by the 
    issuing airline or travel agency. In addition, Gulfstream claimed, all 
    pertinent information is provided by the major carriers' publications 
    and published in the Official Airline Guides.
    
    Decision
    
        The Department has decided to require airlines and ticket agents to 
    disclose to consumers the corporate name of the transporting carrier in 
    code-share and long-term wet lease operations. In addition, we have 
    decided to revise this proposal to require the sellers of air 
    transportation to disclose the network name, if one is used, as well as 
    the corporate name. This requirement will apply to all four notice 
    requirements: information supplied to CRS vendors, oral notice during 
    the decision making portion of the purchase of transportation, written 
    notice, and advertisements.
        Internationally, the practice of code sharing is expanding 
    dramatically. The gradual liberalization of our bilateral air services 
    agreements will increasingly enable foreign airlines to offer through 
    service to many interior U.S. points. We expect much of this service, 
    particularly international service to our smaller communities, to be 
    provided through code-sharing arrangements with U.S. airlines.
        As discussed below, we are taking this action because we believe 
    strongly that consumers are entitled to know all significant 
    information regarding the air transportation they are purchasing and 
    that consumers can make fully informed choices only when they have all 
    relevant information. Further, we believe that the failure to disclose 
    both the corporate and network names is inherently unfair and 
    deceptive. Failure to disclose would leave many consumers without 
    information important to them and not readily available to them 
    otherwise. The potential for their confusion would increase as the 
    practice of code sharing becomes more widespread.
    
    The Requirement To Disclose the Corporate Name
    
        Service to many U.S. communities is provided by commuter airlines 
    that share the code of major airline partners. Services such as these 
    are marketed using a trade name that is often similar to that of the 
    major airline partner. This ``network'' name may be shared by a number 
    of independent, separately owned and managed carriers. However, the 
    contract of carriage is frequently between the commuter airline and the 
    passenger in domestic transportation, and except in certain 
    circumstances, the major airline may bear no legal responsibility to 
    the passenger. Further, the passenger may erroneously believe that he 
    or she is traveling on that major airline.
        Without disclosure requirements, code sharing carriers can obscure 
    their relationships as well as important aspects of the contract of 
    carriage. Indeed, one marketing objective in the domestic code sharing 
    practice of using a network name may well be to draw upon the goodwill 
    and reputation of the major airline to attract passengers to the 
    commuter airline. However, if the relationship is not fully disclosed, 
    it is often unclear to the consumer who is responsible to them in cases 
    of lost baggage, for example, making recovery difficult. Moreover, 
    consumers purchasing air transportation are purchasing a service to be 
    performed in the future: in essence, the consumer is extending credit 
    to the carrier. The use of the network name, without disclosure of the 
    corporate name, could result in a passenger's inadvertently purchasing 
    transportation from a carrier that the passenger believes is not worthy 
    of his or her credit.
        Passengers may prefer to avoid certain carriers because of prior 
    negative experiences. Their ability to do so is a critical part of a 
    competitive system. Yet undisclosed or inadequately-disclosed code-
    sharing, by obscuring the identity of the actual operator, could 
    inhibit the free operation of the market. Finally, passengers can be 
    misled by code-sharing arrangements between commuter carriers and major 
    carriers into thinking that they have purchased jet transportation 
    because they dealt with a major carrier. This confusion has proved 
    particularly troublesome for passengers with disabilities since 
    commuter aircraft are often less accessible than large jets. For all 
    these reasons, we believe that passengers should be told the identity 
    of the company with which they are doing business and that the failure 
    to identify the transporting carrier by its corporate name is 
    inherently unfair and deceptive.
        The only passenger groups that have participated in this rulemaking 
    strongly supported requiring disclosure of the corporate name, citing 
    the right of consumers to make fully informed choices.4 
    Moreover, we do not understand most other commenters to be advocating 
    that the information be withheld from consumers: the dispute seems to 
    be over when and how it should be provided, and whether a rule 
    requiring disclosure is warranted.
    ---------------------------------------------------------------------------
    
        \4\ See, Comments of International Airline Passenger Ass'n. and 
    Americans for Sound Aviation Policy.
    ---------------------------------------------------------------------------
    
        United and Northwest say that some carriers already make the 
    corporate name available to passengers who want the information, if 
    they ask.5 We believe that the reasons that compelled these 
    carriers to do so, and the interest shown by the consumers who ask, 
    justify requiring that this information be provided to all passengers. 
    Moreover, if several carriers already have a system for providing this 
    information, this would appear to undermine the assertions that the 
    proposal is unduly burdensome.
    ---------------------------------------------------------------------------
    
        \5\ Reply comments of Northwest Airlines, Inc. at 3 (Feb. 23, 
    1995); Comments of United Air Lines, Inc. at 4 (Feb. 16, 1995).
    ---------------------------------------------------------------------------
    
        Like our predecessor, the Civil Aeronautics Board, we have long 
    believed that code-sharing can be misleading if not disclosed to 
    purchasers of air transportation. When it first examined the need for 
    consumer protection in a code-sharing context in 1984, the CAB found 
    that ``code sharing * * * may cause confusion and may be deceptive to 
    consumers in some cases.'' United is mistaken when it suggests that the 
    First Amendment precludes us from requiring airlines to divulge the 
    corporate name: the First Amendment protects only truthful speech, not 
    false and misleading commercial speech.6
    ---------------------------------------------------------------------------
    
        \6\ In re RMJ, 455 U.S. 191, 203 (1982).
    ---------------------------------------------------------------------------
    
        Moreover, we have recently undertaken a study of the economics of 
    code sharing,7 and we believe that in the future, code-
    sharing arrangements will become even more common than they are today. 
    Also, they may be more complex, involving more partners, and 
    potentially global in scope.8 Although United accurately 
    notes that we had few complaints in 1994, we expect that the trend 
    towards expanded and more complex code-sharing arrangements will result 
    in many more complaints unless we improve disclosure to the consumer.
    ---------------------------------------------------------------------------
    
        \7\ A Study of International Airline Code Sharing prepared for 
    the Department of Transportation, December 1994.
        \8\ International Air Transportation Policy Statement, 60 FR 
    21841 at 21842 (May 3, 1995).
    ---------------------------------------------------------------------------
    
        Thus, we conclude that consumers will benefit from having complete 
    information. Consumers have a right to know what kind of service they 
    are purchasing and with whom they are dealing. Our rule will effectuate 
    this right.
    
    [[Page 12843]]
    
        Our analysis indicates that the costs of providing this information 
    should not be substantial, especially over time. Although some 
    commenters claimed that revealing the corporate name to passengers 
    would be unduly burdensome and expensive, they provided very little 
    evidence to support their claims, despite our specific request that 
    they do so.9 Indeed, Northwest's internal reservation system 
    provides the information already.10 Continental/System One 
    and USAir provided only conclusory estimates of the costs of 
    reprogramming. United confirmed that it instructs its reservations 
    agents to provide the corporate name when a passenger books a ticket 
    involving a United Express carrier and that its internal reservation 
    system displays the commuter carrier's actual name on the screen at the 
    time the reservation is entered.11 It did not estimate the 
    cost of reprogramming its systems to display the information at the 
    earlier decision making point.
    ---------------------------------------------------------------------------
    
        \9\ 60 FR 3361, January 17, 1995.
        \10\ Motion for Leave to File and Reply Comments of Northwest 
    Airlines, Inc. at 3 (Feb. 23, 1995).
        \11\ Comments of United Air Lines, Inc. at 10 (Feb. 16, 1995).
    ---------------------------------------------------------------------------
    
        Reprogramming costs are, of course, one-time costs. The Department 
    is aware, as Midwest/Astral and other commenters point out, that there 
    will be recurring operating costs due to the increase in time that it 
    will take to disclose the additional information required by this rule. 
    Among the commenters, only Midwest Express/Astral provided a more 
    detailed estimate of the increase. Based on increased labor costs 
    ($30,000) resulting from additional talk time of 15 seconds per call 
    for reservation agents and increased telephone line usage charges 
    ($58,000), they calculated an annual increase in operating costs of 
    $88,000.
        In order to estimate annual operating costs, we estimated the 
    number of airline tickets that involve code-sharing or long-term wet-
    lease arrangements since the Department does not collect data on the 
    actual number of tickets that involve these arrangements. We have 
    therefore determined that a reasonable estimate of the number of 
    tickets issued under a code-sharing arrangement could be made based on 
    the number of passenger enplanements. For domestic air transportation, 
    code-sharing arrangements typically involve agreements between a larger 
    major airline and a regional airline. For the year ended December 31, 
    1994, the U.S. regional airline industry reported 57.1 million 
    passenger enplanements of which 94 percent (or 53.7 million 
    enplanements) were transported by code-sharing regional airlines. As a 
    proxy, the figure 53.7 million enplanements, which are 10.3 percent of 
    the total domestic enplanements, serves as a starting point for 
    estimating the number of code-sharing tickets. We know, however, that 
    this total overstates the number of code-sharing tickets, since many 
    tickets are written to cover a round-trip journey that would encompass 
    two enplanements but only a single ticket. For these passengers, use of 
    the number of enplanements overstates the number of tickets by a factor 
    of two.
        To estimate the number of tickets for U. S. and foreign airlines on 
    international routes, which include some travel to or from a U.S. point 
    or points, we began with the total of 89.8 million passengers for the 
    year ended December 31, 1994. Of this total, 48.6 million flew on U.S. 
    flag carriers and 41.2 million used foreign carriers. In estimating the 
    number of code-sharing tickets based on these passenger totals, it is 
    apparent that the number of code-sharing tickets would be overstated 
    for the same reason of round-trip ticketing as stated previously. We 
    also believe that in 1994, on a volume basis, code-sharing was not 
    nearly as prevalent internationally as it was domestically. Since 
    domestic regional enplanements are 10.3 percent of total domestic 
    enplanements, we believe that it is reasonable to assume that code-
    sharing tickets comprise less than 10.3 percent of total international 
    tickets and have used five percent for purposes of this analysis.
        Based on U.S. airlines' estimated code-sharing domestic traffic of 
    32.2 million (calculated on the assumption that 80 percent of the 53.7 
    million passengers purchase round-trip tickets), U.S. estimated code-
    sharing international traffic of 1.5 million (five percent of the total 
    of 48.6 million using the 80 percent round-trip assumption), and 1.2 
    million estimated code-sharing foreign flag passengers (five percent of 
    the total of 41.2 million with the same 80 percent round-trip 
    assumption), this analysis estimated that there were approximately 34.9 
    million code-sharing tickets issued in the year ended December 31, 
    1994.
        We then estimated the annual increase in operating costs for the 
    airline and travel agent industries. Using the 15 seconds (0.25 
    minutes) of additional talk time and assuming that each of the 
    estimated 34.9 million code-sharing purchasers in 1994 made an average 
    of 2.1 phone calls during the process of purchasing tickets, the 
    estimated number of total calls amounted to 73.3 million representing 
    18.3 million additional minutes or 305,375 additional hours. Based on 
    an hourly rate of $17.44 (salary and fringe benefits) for a travel 
    agent and $24.04 for an airline ticket agent, weighted by the relative 
    number of tickets sold by each, and an assumed rate of $0.25 per minute 
    for the cost of additional telephone line usage, the annual increase in 
    operating costs for the airline and travel agent industries amounted to 
    $10.3 million. In the context of the $68 billion in annual passenger 
    revenues that the U.S. airline industry generated in 1994 or the $94 
    billion in sales ($56 billion of which pertained to airline sales) that 
    travel agencies produced in 1993, the increased operating cost is 
    clearly not prohibitive.
        We also used similar assumptions (duration of call, number of 
    tickets, and number of calls) to estimate the potential increase in 
    cost to the prospective traveler that would result from the loss of 
    productive time due to the additional talk time. Based on the value of 
    time at $34 per hour and $65 per hour for domestic and international 
    travelers, respectively, we estimated that the annual additional cost 
    to travelers would amount to $11.1 million. On a per ticket basis, the 
    average cost to consumers would be $0.30 for domestic travel and $0.57 
    for an international trip. While the Department would prefer not to 
    take actions which have the potential to increase the cost of travel or 
    result in a loss of productive time, we believe these amounts are 
    minimal and not prohibitive considering that the average ticket price 
    for domestic travel is approximately $140 and the average price for 
    international travel exceeds $400. Based on these, the cost to 
    consumers would represent approximately 0.2 percent and 0.1 percent of 
    the domestic and international ticket prices.
        The Department recognizes that code-sharing arrangements and the 
    number of code-sharing trips are likely to increase in the future. We 
    also recognize that the cost for fully informing prospective travelers 
    will impact different segments of the travel industry and the public to 
    varying degrees. However, we believe that the fact that such 
    arrangements are increasing and becoming more sophisticated emphasizes 
    the paramount importance that the traveling public be fully informed. 
    This benefit clearly outweighs the minor cost increases and we further 
    believe that these costs will decrease in the future as consumers and 
    frequent travelers adjust and as new, less-costly, channels of
    
    [[Page 12844]]
    
    distribution become available (such as the Internet.)
        Midwest Express/Astral pointed out that the $88,000 increase is 
    significant for an airline the size of Astral. While we recognize that 
    the impact of the rule will vary among airlines and travel agencies, we 
    are reluctant to accept the impact on Astral as stated since the 
    increase in telephone line charges was not documented and was difficult 
    to evaluate in comparison to our research into toll-free calling 
    systems.
    
    The Requirement To Disclose the Network Name
    
        We have also decided to require disclosure of the network name, if 
    any, under which the services are operated. As we noted in our August 
    1994 NPRM, many carriers have chosen not to advertise or publicize 
    their corporate name, choosing instead to operate under the network 
    name of a major airline.12 As a result, if a carrier or 
    ticket agent were to identify the code-shared service of a small 
    carrier only by its corporate name, passenger confusion is likely. In 
    particular, we wish to avoid having passengers arrive at the airport 
    and look for a carrier that they know only by its corporate name (or 
    which the ticket or written notice identifies only by its corporate 
    name), when that particular carrier identifies itself at the airport 
    only by its network name. Not only would such passengers be 
    inconvenienced as they attempted to locate the carrier, but in some 
    cases, particularly in the case of a connection, they could miss their 
    flights.
    ---------------------------------------------------------------------------
    
        \12\ 59 FR 40836, 40838 (August 10, 1994).
    ---------------------------------------------------------------------------
    
    When and How Disclosure Should Be Made
    
        1. Notice in schedules. The rule will require airlines involved in 
    code-sharing arrangements or long-term wet leases to ensure that 
    schedule information provided to the public identifies both the 
    corporate name and the network name, if any, of the transporting 
    carrier. We believe that this information is the minimum necessary to 
    enable reservations agents and travel agents to help the consumer make 
    an informed decision about the transportation that they are purchasing.
        2. Oral Notice. As discussed elsewhere, it is our policy that 
    prospective purchasers of air transportation should know all the 
    relevant facts during the decision making portion of the reservation 
    transaction. We believe that the true corporate identity of the 
    transporting carrier is highly relevant to deciding what air 
    transportation to purchase. Accordingly, the rule will require airlines 
    and travel agents to tell consumers, in any direct oral communication, 
    before booking transportation, that the transportation they are 
    considering involves a code-sharing arrangement or a long-term wet 
    lease, and to identify the transporting carrier by both its corporate 
    name and its network name (if any).
        3. Written Notice. We will require the transporting carrier to be 
    identified by corporate name and network name (if any) in the written 
    notice requirement of section 257.5(c). Written notice that clearly 
    identifies the carrier by corporate and network name will serve at 
    least two important functions. It will provide consumers with relevant 
    information about the transportation being purchased, and with the 
    written notice as a reminder, the consumer will be more likely to find 
    the proper ticket counter, check-in desk, or gate.
        4. Advertisements. Advertisements are part of the decision making 
    process. Therefore, we believe that the transporting carrier should be 
    identified in printed advertisements by both its corporate name and its 
    network name, if any. As discussed below, we have decided that a 
    generic disclosure will be acceptable in the case of broadcast 
    advertisements.
    
    Application of Rule to Ticket Agents
    
        The NPRM proposed to require travel agents doing business in the 
    United States, when giving information about air transportation 
    involving code-sharing arrangements and long-term wet leases, to 
    disclose these arrangements and the identity of the transporting 
    carrier.
        Delta, Northwest, the RAA, Continental, System One, TWA, Worldspan, 
    Qantas, Mr. Pevsner, and United supported the proposal. United and 
    Qantas asked the Department to clarify that if the agent fails to 
    provide notice, but the carrier has provided it with the necessary 
    code-share information, any Department enforcement action would be 
    directed against the travel agency, not against the carrier.
        American, Alaska Airlines, ASTA, and PMI Mortgage Insurance 
    complained about multiple listing of code-sharing arrangements on CRS 
    displays. They claimed that it would be unfair to impose the notice 
    requirement on travel agents unless there is better disclosure in the 
    CRSs and the ``screen clutter'' problem is addressed. Omega World 
    Travel requested that the Department terminate this rulemaking 
    proceeding and prohibit all code-sharing arrangements except those 
    where the carriers are affiliated by more than 10 percent ownership. 
    Omega World Travel stated that the rule was unnecessary because travel 
    agencies already have an interest in providing notice to their 
    customers. Rogal Associates stated that code sharing should be 
    abolished and that the travel agency business should not be burdened 
    further.
    
    Decision
    
        The Department has decided to adopt this requirement. Ticket agents 
    (including travel agents) sell about 80 percent of all airline tickets 
    issued in the United States. They are an important source of 
    information for consumers. Omega Travel stated that travel agents 
    already have a economic incentive to provide information about code 
    sharing. We agree. In order to attract repeat business, agencies have 
    an incentive to give their customers accurate and complete information 
    so that the customers will not be disappointed on their trips. However, 
    not all travel agents may respond to this incentive in the same way. We 
    believe it necessary to have a uniform rule so that all consumers will 
    have complete information no matter who sells the ticket.
        United, Qantas, and most travel agencies that commented voiced 
    concerns with the implementation of this rule. Regarding United's and 
    Qantas' concerns, the fact remains that carriers, as principals, bear 
    responsibility for the acts of their agents, the travel agents. In 
    cases involving violations, we will decide whether to take enforcement 
    action, and, if so, against which entity or entities, based on the 
    circumstances of any particular case. The travel agency industry's 
    concerns regarding the resolution of the CRS display issue is outside 
    the scope of this proceeding. Furthermore, that issue has been directly 
    raised in a different proceeding, Dockets 49620 and 49622.
    
    Application of Rule to Foreign Air Transportation
    
        The NPRM proposed to apply the notice requirement to foreign air 
    carriers. Northwest, United, Delta, Continental, System One, and TWA 
    support this proposal. However, Qantas, the British Embassy, and 
    British Airways argue that the disclosure rules should apply only to 
    the sale in the United States of tickets for flights to, from, or 
    within the United States.
        TWA stated that British Airways' concern about the applicability of 
    the proposed rule to sales and operations wholly within a foreign 
    country is
    
    [[Page 12845]]
    
    overstated. According to TWA, the Department's jurisdiction only 
    applies to foreign air transportation (traffic between the United 
    States and another country). TWA noted that the application of the rule 
    to inbound sales made abroad would protect consumers abroad who are 
    buying transportation to the United States and that such 
    transportation, as foreign transportation, is within the jurisdiction 
    of the Department. American argued that the rule should cover all 
    tickets sold in the United States, including segments between non-U.S. 
    points. Continental and System One stated that the rule should apply to 
    foreign carrier sales outside the United States for travel to and from 
    the United States.
    
    Decision
    
        Based on these comments, we have decided that the notice 
    requirement should apply to the marketing of foreign air 
    transportation, within the meaning of the aviation statutes i.e., 
    excluding transportation between two foreign points, in the United 
    States whether the service is offered by a U.S. carrier or a foreign 
    carrier. This provision merely conforms our rules to the Department's 
    existing practice of imposing a notice requirement when we approve 
    applications for code-share authority. Our decision to limit this rule 
    to sales and calls made in the United States is consistent with our 
    overall policy of limiting this type of rule to transactions that take 
    place in the United States. (For example, the Department's recently-
    adopted rule on special event tours covers only tours in interstate air 
    transportation, or in foreign air transportation originating at a point 
    in the United States. (See 59 FR 61508 (November 30, 1994), 14 CFR Part 
    381.) We disagree with the arguments that the rule should apply to 
    sales made overseas, because such an application might conflict with 
    foreign consumer protection measures that would make implementation of 
    this rule impractical. However, in view of the comments, we will 
    clarify the rule.
        The rule will require four types of disclosure:
        1. Notice in printed or electronic schedules: The rule will require 
    carriers to provide certain information regarding flights to, from, or 
    within the United States to schedule publishers like the Official 
    Airline Guides and CRSs in the United States, as well as in carriers' 
    own schedules and timetables.
        2. Oral notice: The requirement to give oral notice will apply to 
    discussions in the United States, including all calls placed from the 
    United States, including those that are routed to carrier reservation 
    agents outside the United States.
        3. Written notice: The rule will require carriers and travel agents 
    to give written notice in connection with any air transportation sold 
    in the United States--i.e., when either the seller or the buyer is 
    located in the United States.
        4. Advertising: The requirement to give notice in advertising will 
    be limited to materials published, mailed or broadcast in the United 
    States.
    
    Oral Notice
    
        The NPRM proposed to require disclosure to the prospective consumer 
    in any direct oral communication, before booking transportation, that 
    the transporting carrier is not the carrier whose designator code will 
    appear on the ticket, as well as identification of the transporting 
    carrier.
        Several commenters expressed concerns with regard to including the 
    phrase ``before booking transportation.'' American and TWA argued that 
    disclosure should be made during any oral communication regarding a 
    code-shared flight. American suggested that the phrase ``before booking 
    transportation'' could be read to imply that a carrier need only 
    disclose the information sometime before the transportation is booked. 
    Current policy has been to require disclosure in any communication, and 
    American supports continuation of that policy. American recommended 
    that the Department make clear that the disclosure must occur during 
    any oral communication that offers or refers to a code-sharing flight, 
    regardless of whether a booking is made by the prospective customer. 
    TWA found American's proposal reasonable because many consumers would 
    be making multiple calls to decide which carrier they should use.
        Qantas complained that the proposed rule would require notice to 
    the same potential customer every time there was contact between a 
    seller and purchaser. Qantas argued that only one oral notification 
    should be required to the same consumer.
        TWA claimed that the proposed requirement is inadequate because it 
    could be delivered at any time prior to the actual booking of the 
    transportation. According to TWA, notice should be offered at the first 
    instance that the schedule is offered. In addition, TWA stated that the 
    Department should clarify that providing the disclosure to the person 
    requesting schedule/booking information on behalf of the actual 
    consumer (e.g., a secretary acting for an executive) fulfills the 
    requirements of the rule.
        Delta argued that the most important time to provide notification 
    of code-sharing arrangements is during conversations prior to booking, 
    because that is the time during which the consumer is evaluating the 
    available options. Delta further argued that the Department should 
    reject the suggestion that notification be given ``at the first 
    instance'' or on each and every occasion that contact is made with an 
    airline representative.
        Northwest recommended that the disclosure be made during the 
    booking, rather than before the booking, because it still affords the 
    passenger an opportunity to decline the service if the passenger 
    objects to the code-shared service. TWA disagrees with Northwest and 
    argued that notice during booking is inadequate because it moves the 
    notice to a time after the consumer has made a decision.
        American asserted that the current CRS displays of code-shared 
    flights fail to list flight information in a comprehensible manner and 
    noted that ASTA, TWA, Frontier Airlines, and ASAP also discussed the 
    problems of the CRS displays. Therefore, American argued that to 
    implement the oral notice requirement, the Department should mandate 
    improvements to the CRS displays.
    
    Decision
    
        We have decided to make final the proposal that the seller must 
    tell the consumer, before booking transportation, that the transporting 
    carrier is not the carrier whose designator code will appear on the 
    ticket and must also identify the transporting carrier. We have decided 
    to apply the rule to carriers and ticket agents to ensure that the 
    notice reaches all consumers of air transportation.
        The rule is meant both to amend and to clarify the Department's 
    existing policy of requiring that customers be informed ``in any direct 
    oral communication'' of a code-sharing arrangement. As for American's 
    request for a clarification of the phrase ``in any direct oral 
    communication,'' it continues the Department's existing policy that 
    requires notice ``in any direct oral communication'' concerning a code-
    shared flight. The phrase ``before booking transportation'' reflects 
    the Department's enforcement policy: during a given encounter (phone 
    call, visit, etc.) the agent or carrier may not wait until after the 
    consumer has decided to make the reservation or purchase the ticket and 
    disclose the code-sharing arrangement only when reading back the flight 
    information. Instead, the disclosure must be made at
    
    [[Page 12846]]
    
    the time that the schedule information is being provided to the 
    consumer during the ``information'' and ``decision-making'' portion of 
    the conversation, as TWA and Delta recognize. We therefore reject 
    Northwest's argument that disclosure should only be required during the 
    booking process. Furthermore, the term ``booking'' has no meaning that 
    departs from current policy, since it encompasses a reservation.
        Moreover, none of the commenting parties, except for Qantas, 
    claimed that this requirement would impose an undue financial or 
    administrative burden. The comments support the Department's belief 
    that agents can already find the information needed to inform 
    prospective travelers properly.
        TWA wanted the Department to clarify that the requirements of the 
    rule are fulfilled by disclosure to persons acting on behalf of a 
    consumer. The rule requires a seller to disclose information only to 
    whomever is booking the transportation, and does not require a seller 
    to seek out, and communicate orally directly with, anyone else.
    
    Written Notice
    
        The NPRM proposed to require written notice of the transporting 
    carrier's identity in conjunction with the sale of any air 
    transportation in the United States that involves a code-sharing 
    arrangement or long-term wet lease. If a separate itinerary is issued 
    with the ticket, the itinerary would have to contain a legend that 
    states ``operated by'' followed by the name of the transporting carrier 
    for any flight segment on which the designator code is not that of the 
    transporting carrier. If no itinerary is issued, the rule would require 
    a separate written notice that clearly identifies the transporting 
    carrier for any such segment.
        TWA, IAPA, Northwest, and United supported the written notice 
    requirement. American supported written notice so long as it is to be 
    given at time of ticketing. American noted that three CRSs--SABRE, 
    Galileo International, and System One--each has indicated it can 
    produce itineraries with the required disclosure. Thus, American argued 
    that the cost of a separate notice to passengers who are not already 
    receiving a printed itinerary seems likely to be minimal. In American's 
    view, moreover, the benefit of a written notice is that it stays with 
    the passenger, whereas an oral notice given to someone making travel 
    arrangements for a business traveler may never reach a passenger at 
    all, or a passenger may forget about the code-share before embarking on 
    the trip. According to American, written notice will help the passenger 
    at several critical points, such as at check-in or when boarding the 
    aircraft. Northwest requested that the Department permit carriers to 
    use a standard prepared notice that contains a cross-reference list of 
    ranges of a carrier's flight numbers that are code-share services 
    similar to the way carriers now identify code-share carriers in the 
    Official Airline Guides.
        In contrast, British Airways, Delta, and RAA opposed the written 
    notice requirement. They argued that it would impose substantial 
    financial and administrative burdens. Delta argued that the written 
    notice would complicate and lengthen the ticket transaction and result 
    in substantial delays at airport ticket counters and gates.
        Continental and System One stated that written notice should be 
    given at the time an itinerary or ticket is issued and opposed separate 
    written notice where no itinerary or other document is issued prior to 
    airport check-in. USAir argued that written disclosure should be 
    required only if an itinerary is provided and claimed that updating 
    software for other written notice would take six months. Where no 
    itinerary is issued, USAir argued that a separate written notice is 
    costly and of minimal benefit to the consumer who has already received 
    oral notice and purchased the service. ASTA stated that in the case of 
    travel agents making courtesy bookings of frequent flyer awards, the 
    airlines should be responsible for providing the written itinerary with 
    the notice of code-share details, because the tickets themselves are 
    issued by the airlines.
        TWA suggested that the Department clarify that written notice is to 
    be given at the earliest point in the reservation process that a 
    document is transferred to the consumer. In addition, TWA suggested 
    that the Department consider expanding the role of electronic mail and 
    telecopier in reservations. TWA asserted that the code-share 
    information should be included at the earliest point in the exchange of 
    electronic information as is possible (e.g., when the agent transmits a 
    list of schedule choices to the consumer).
        United, Delta, and ASTA contended that the rule must accommodate 
    ticketless travel. United stated that code-shared service sold as a 
    ticketless product will be accompanied by a written notice like the 
    itinerary card that accompanies a ticket. United suggested that a 
    considerable percentage of customers using ticketless travel would not 
    want a written notice, but would prefer to rely entirely on the 
    reservation confirmation number provided to them orally at the time 
    they book the flight. United therefore suggested that the Department 
    allow passengers to waive the right to written notice. ASTA asserted 
    that written notice should be required when an agent obtains a document 
    confirming the purchase. According to ASTA, the term ``provide'' notice 
    as used in proposed section 257.5(c) must be interpreted to mean 
    ``give, transmit or send'' to account for non-face-to-face 
    transactions. In addition, ASTA asked the Department to clarify that an 
    agent who provides written notice to the purchaser of the ticket along 
    with the ticket has complied with the rule, even if the purchaser is 
    not the actual traveler.
        In contrast, American argued that written notice would not 
    seriously affect ticketless travel and that the efficiencies of 
    ticketless travel will continue to justify its development even if 
    carriers are required to give written notice. American claimed that 
    much of the efficiency of ticketless travels results from automating 
    the functions represented by the ticket, not by eliminating the piece 
    of paper itself. According to American, none of the costly features of 
    issuing tickets, such as accounting, tracking, or security, applies to 
    the written notice requirement, and the notice can presumably be 
    delivered physically to the passenger by mail, by telecopier, or even 
    by electronic mail.
        Some parties voiced concerns with the technical drafting of the 
    written notice. United urged the Department to accept language 
    equivalent to ``operated by'' such as ``via.'' Galileo also wanted the 
    Department to make clear that issuance of only a mini-itinerary, 
    bearing the legend ``VIA XYZ AIRLINE'' would satisfy any written notice 
    requirement. In addition, Galileo wanted the Department to make clear 
    that no special typeface or underlining will be required for the 
    written notice, because it would cost more than $25 million to purchase 
    replacement printers for all Apollo subscribers.
        ASTA, American, SwissAir, TWA, and Qantas stated that the term 
    ``time of sale'' needs to be clarified. American stated that in 
    industry parlance ``time of sale'' could be construed as the time of 
    making a reservation rather than the time when the ticket is presented. 
    According to American, written notice should be given when the ticket 
    is presented to the consumer. United, similarly, assumed that ``time of 
    sale'' means when the ticket is presented. ASTA too assumed that ``time 
    of sale'' refers to ``ticket issuance'', which happens when the final 
    itinerary is
    
    [[Page 12847]]
    
    normally printed, and it observed that this is also the point, in 
    credit card transactions, at which the purchaser is charged for the 
    ticket. SwissAir suggested that the Department should define the term 
    ``sale'' to mean the delivery of a ticket or itinerary to the 
    passenger, whichever occurs first. Qantas claimed that the phrase ``at 
    the time of sale'' should be replaced with a requirement that prior to 
    or upon the receipt of the ticket, the consumer be provided with the 
    written notice. Qantas also asked the Department to amend the rule to 
    allow carriers and agents to provide notice either in an itinerary or 
    on another piece of paper.
    
    Decision
    
        We will require separate written notice, which can be included on 
    the traveler's itinerary. We agree with American that this requirement 
    will make it more likely that the passenger knows about the code share 
    at critical junctures. The passenger will have either an itinerary or a 
    separate notice that will serve as a reminder at all times before 
    departure.
        Moreover, this rule should not be unduly burdensome or entail more 
    than minimal additional costs, since many sellers already provide 
    written itineraries. American's comments confirmed that SABRE already 
    prints out the information the Department would require under the 
    proposed rule for airline personnel and travel agents. Furthermore, 
    Galileo enables Apollo subscribers to generate a standard form 
    itinerary/invoice document that includes the name of the marketing 
    carrier and also a statement such as ``OPERATED BY XYZ AIRLINE'' as 
    well as a mini-itinerary. On the other hand, the opposition (British 
    Airways, Delta, and USAir) did not substantiate their claims of 
    financial and administrative burden. USAir provided no estimate of its 
    costs for the programming changes. Since a significant portion of 
    tickets is issued and distributed by travel agents and many other 
    tickets are sent by mail, we doubt that our rule will cause significant 
    passenger delays at airport counters.
        Having reviewed the technical drafting comments, the Department has 
    decided that the use of ``via'' in place of ``operated by'' would be 
    ambiguous, since it does generally connote ``by way of an intermediate 
    point'' as noted by TWA.
        We used the term ``time of sale'' in the NPRM in order to 
    accommodate ticketless travel. We acknowledge American's concern that 
    ``time of sale'' could be misconstrued as the time of making a 
    reservation rather than the time when the ticket is presented. Agents 
    taking reservations often refer to ``selling'' a seat when no money has 
    changed hands. Therefore, merely making a reservation without 
    consummating a sale will not trigger the written notice requirement. We 
    will clarify section 257.5(c) by substituting ``purchase'' for 
    ``sale.''
        We will also add two paragraphs: one to account for ticketless 
    travel and cases where there is not enough time for the written notice 
    to be mailed, the other to allow for delivery of the written notice by 
    telecopier, e-mail, or other means at the purchaser's request. 
    Paragraph (3) provides for mail delivery of the written notice along 
    with the ticket when transportation is purchased far enough in advance 
    of travel. We expect sellers of air transportation to make a reasonable 
    assessment of whether or not enough time remains for mailing based on 
    their experience with the United States Postal Service. Paragraph (3) 
    provides for delivery of the written notice at the airport if time does 
    not allow for advance delivery by mail or otherwise.
        Paragraph (3) also accounts for delivery of the written notice in 
    the case of ticketless travel. Consistent with our policy on other 
    passenger notices, see 62 FR 19473 (April 22, 1997), we will require 
    the written notice of the transporting carrier's identity to be given 
    to ``ticketless'' passengers no later than the time that they check in 
    at the airport for the first flight in their itinerary. Of course, 
    nothing prohibits sellers of air transportation from providing this 
    written notice at an earlier juncture, such as along with any itinerary 
    they send the passenger. We encourage sellers to do whatever they can 
    to see that passengers receive the best possible notice, as early as 
    possible.
        Paragraph (4) allows for delivery of the written notice of code-
    sharing service other than by mail at the passenger's request. This 
    paragraph offers carriers and ticket agents greater flexibility in 
    meeting the written notice requirement.
        Several points raised warrant clarification. First, in response to 
    ASTA's concern regarding the liability of travel agents making courtesy 
    bookings of frequent flyer awards, whoever issues the ticket is 
    responsible for giving the written notice. Second, ASTA asked that the 
    Department address the case where the purchaser and the actual traveler 
    are not the same. We clarify that notice with the ticket is acceptable 
    even if the purchaser is not the same as the actual traveler. Third, 
    the Department is not requiring an itinerary in particular, only some 
    form of written notice. We will amend the language in section 
    257.5(c)(1) as suggested by ASTA.13 Fourth, regarding 
    Galileo's concern about typefaces, we are not prescribing any 
    particular type-size or requiring bold lettering. Fifth, some 
    commenters expressed concern regarding how this rule will affect the 
    trend toward ticketless travel. On January 19, 1996, the Department 
    published a Federal Register notice seeking comment on passenger notice 
    requirements as applied to ticketless travel; see 61 FR 1309. Sixth, we 
    do not accept United's suggestion that we allow passengers to waive the 
    right to written notice. Passengers might not understand what rights 
    they were waiving, and we wish to avoid disputes over whether notice 
    was waived or not. Seventh, as for TWA's concern regarding the timing 
    of the requirement in the exchange of electronic information, the 
    requirement is the same as with telephone transactions: notice in 
    schedules, before booking transportation, and then written notice at 
    the time of purchase as in Paragraph (3) of the rule. Eighth and 
    finally, we do not adopt Northwest's suggestion that the Department 
    permit carriers to use a standard prepared notice. We do not believe 
    that such a notice would inform travelers of the transporting carrier 
    as effectively as the more specific notice because the latter would 
    name the transporting carrier.
    ---------------------------------------------------------------------------
    
        \13\ASTA suggested that the last sentence of proposed section 
    257.5(c)(1), which states that the indicated form of notice will 
    ``satisfy the requirement of the preceding sentence,'' should state 
    that the form of notice will satisfy ``the requirement of this 
    subparagraph,'' as does the parallel language of section 
    257.5(c)(2).
    ---------------------------------------------------------------------------
    
    Notice in Schedules
    
        The NPRM proposed that, in written or electronic schedule 
    information provided by carriers in the United States to the public, 
    the Official Airline Guides and comparable publications, and, where 
    applicable, computer reservation systems, carriers involved in code-
    sharing arrangements or long-term wet leases ensure that an asterisk or 
    other easily recognizable mark identifies each flight in scheduled 
    passenger air transportation on which the designator code is not that 
    of the transporting carrier.
        Galileo stated that its current Apollo displays appear to be 
    consistent with the proposed requirement, and participating carriers 
    and Apollo subscribers should be able to comply.
        ASTA and American suggested requiring that code-shared services be 
    indicated in CRSs by a double-airline code. ASTA suggested that the 
    first
    
    [[Page 12848]]
    
    displayed code should indicate ``which carrier is in fact operating the 
    flight.'' American estimated that the double-airline code suggestion 
    could be accomplished with under 200 hours of reprogramming and 
    suggested that it would be easier for SABRE to show the transporting 
    carrier's code second. ASTA (supported by Township Travel) also 
    suggested that all code-shared services be displayed only once. 
    American has filed a petition to require this in another docket. Alaska 
    Airlines, Rogal Associates, and TWA supported the double-airline code 
    suggestion.
        USAir, British Airways, Continental, System One, United, and 
    Galileo generally opposed this suggestion, because it is beyond the 
    scope of this proceeding. Several parties claimed that it would be 
    costly and force the elimination of other useful information from CRS 
    displays, and that it would be impracticable for blocked-space 
    arrangements where each carrier independently markets its seats on a 
    flight. Galileo estimated that it would take 800 person hours of 
    reprogramming work to redesign the Apollo screen to accommodate two 
    codes for a single flight. Although Worldspan took no position on the 
    merits, it opposed additional requirements concerning the screen 
    display.
        TWA said that the name of the code-share carrier should also be 
    included in the CRS display or timetable schedule, rather than merely 
    displaying an asterisk, which would have little meaning to the 
    consumer. TWA proposed that the Department require that the explanation 
    for the asterisk be placed in close proximity to its appearance in the 
    text. Omega stated also that the ``asterisk or . . . other mark'' will 
    not mean anything to the average consumer.
    
    Decision
    
        The Department will clarify the proposed rule by requiring that 
    carriers provide information disclosing the corporate name of the 
    transporting carrier as proposed in the SNPRM. We will not address any 
    proposals regarding CRS displays, including the double-airline code 
    proposal, because they are outside the scope of this proceeding. The 
    NPRM did not propose changes to or seek comments on CRS displays. As 
    for TWA's and Omega's concern that the asterisk does not mean anything 
    to the average consumer, the consumers do not see CRS screens, and the 
    travel agents that do see them are familiar with the meaning of the 
    asterisk. As for timetables distributed to consumers, this provision 
    requires that the name(s) of the carrier be disclosed, so the asterisk 
    would have to lead to a means of determining these names, as is 
    currently done in the Official Airline Guides and in all carrier 
    timetables of which we are aware.
    
    Advertising
    
        The NPRM proposed to require notice, in any advertisement for any 
    service in a city-pair market that is provided under a code-sharing 
    arrangement or by long-term wet lease, that clearly indicates the 
    nature of the service and identifies the transporting carrier(s).
        USAir, Delta, United, and British Airways supported the advertising 
    proposal as long as the requirement is limited to printed 
    advertisements, because the cost of including the required information 
    in radio and television advertisement would be exorbitant, and the need 
    is unsupported in light of the other NPRM provisions. TWA questioned 
    why radio or TV advertising should be excluded and noted that even in a 
    TV advertisement, notice of code-sharing could be scrolled over the 
    video. American also argued that there is no basis for limiting the 
    requirement to printed advertisements. Continental and System One 
    supported the requirement as written. Galileo stated that the 
    requirement appears not to affect CRS vendors.
        RAA opposed the requirement, claiming that the benefits appear to 
    be limited. RAA assumed that the requirement would not only apply to 
    air carrier advertisements, but to all advertising, which included air 
    travel.
        Some carriers sought clarification of the proposed requirement in 
    cases where both code-shared and direct service are offered in a 
    market. Northwest, which supported the advertising requirement, assumed 
    that when carriers advertise service to a group of points and all 
    points are served by the same code-sharing arrangement, it would be 
    sufficient to make a generalized statement. Furthermore, Northwest 
    assumed that if some points are served by code-share and others are 
    served directly, the carrier may use an asterisk or similar device to 
    identify the code-sharing services. In cases where a carrier serves a 
    point both by code-share and directly, Northwest assumed that the 
    carrier may state that some of the flights are operated by another 
    carrier.
        United has no objection to the identification of affiliated 
    commuters in print ads as long as adequate time is allowed for 
    implementation (six months). However, United also maintained that the 
    intent of the rule is unclear where a carrier is operating services 
    both with its own equipment and under a code-sharing arrangement in the 
    same city-pair market. United proposed that a notice would not be 
    needed in this situation. USAir supported United's position on this 
    issue.
        American recommended that the Department clarify the proposal to 
    require that any advertising, no matter where it occurs, that relates 
    to a city-pair in which service is provided by a code-sharing 
    arrangement must make the required disclosures.14 TWA stated 
    that the Department should define ``service'' in the phrase ``service 
    in a city-pair market'' so that both price and destination advertising 
    must identify the transporting carrier. TWA suggested that the 
    Department rephrase proposed section 257(d) to state ``In any 
    advertisement of fares or service in a city-pair market''.
    ---------------------------------------------------------------------------
    
        \14\ We also received on July 5, 1995, a letter from Gayle 
    Michaels, American's Advertising Manager, discussing the proposed 
    ruling on advertising of code shares and claiming , among other 
    things, that under certain situations the rule would be difficult, 
    complex or unduly burdensome.
    ---------------------------------------------------------------------------
    
    Decision
    
        We believe that the basic provision is necessary to ensure that 
    prospective consumers are informed of code-sharing arrangements or 
    long-term wet leases. There is a strong public interest in consumers 
    knowing the nature of the transportation advertised before they begin 
    arranging a trip. As previously stated, the rule will only apply to 
    advertising in the United States.
        However, the comments have persuaded us to modify the rule. For 
    print media, the rule will require notice in reasonably sized type 
    (e.g., not in fine-print fare conditions) specifically identifying the 
    transporting carrier. Printed advertisements holding out service to a 
    group of points where some points are served by a code-sharing or wet-
    lease arrangement must identify each such arrangement. On the other 
    hand, for broadcast media, the disclosure of a code-sharing or wet 
    lease arrangement can be generic; for example, the following statement: 
    ``Some services are provided by other airlines.'' We accept TWA's 
    suggestion that in a TV advertisement, a generic notice such as the one 
    noted above may be scrolled over the video in a legible fashion, or it 
    may be verbal. The requirement applies to all advertising, as assumed 
    by RAA.
        Northwest presented three scenarios that would trigger the 
    disclosure requirement. First, Northwest assumed that when a carrier 
    advertised service to a group of points and all points are served by 
    the same code-sharing
    
    [[Page 12849]]
    
    arrangement, it would be sufficient to make a single statement 
    identifying the transporting carrier. Under this scenario, we would 
    accept a statement at the bottom of the advertisement that says, for 
    example, ``Service provided by Mesaba Aviation.'' However, if all of 
    the service in the advertisement is a Northwest code-share and some is 
    provided by Mesaba and the rest is provided by Simmons, then asterisks 
    or other symbols must identify which service is provided by which 
    carrier.
        Second, Northwest assumed that if some points are served by code-
    share and others are served directly, the carrier may use an asterisk 
    or similar device to identify the code-sharing services. We find the 
    use of an asterisk acceptable. However, as in the first scenario, if 
    the service is provided by more than one code-sharing carrier, an 
    advertisement may have to display separately-numbered footnotes (e.g., 
    footnote 1 next to some cities will refer to a note that states service 
    is by Mesaba, and footnote 2 next to other cities will say the service 
    is by Simmons.) Where service is provided by two or three different 
    carriers, a single generic footnote applying to all cities that states 
    ``Service operated by Mesaba Aviation or Simmons Airlines,'' is not 
    acceptable, since the reader has no way to determine the name of the 
    carrier that is operating the service in the individual markets.
        Finally, where a carrier serves a point both by code-share and 
    directly, Northwest assumed that the carrier may state that some of the 
    flights are operated by another carrier. Northwest is correct as long 
    as the name of the transporting carrier is provided.
    
    New Proposals
    
        Commenters offered several new proposals as follows:
    1. Notification Beyond the Reservation and Ticketing Process
        IAPA suggested that in addition to the Department's proposal, 
    notification of code-sharing arrangements should also be required at 
    airport check-in (whether at the ticket counter or at the gate), during 
    boarding and announcements at the gate, and on board aircraft. 
    According to IAPA, these ``last chance'' announcements will inform the 
    passengers of the actual operator of the flight and allow them to 
    forego the flight if they do not want to fly on the transporting 
    carrier.
    2. Notice of Aircraft Type
        AAA, IAPA, ASAP, and Frontier suggested requiring notice of 
    aircraft type. IAPA, ASAP, and Frontier asserted that this information 
    is important to passengers who want to avoid certain types of aircraft. 
    IAPA suggested that the notification should commence at the time of 
    reservation and that aircraft type should be listed at least on the 
    itinerary, but also on the ticket if possible. AAA suggested that if 
    equipment is a passenger concern, then perhaps the aircraft type should 
    be identified in every itinerary, not just those involving code-sharing 
    arrangements. United stated that the suggestion is beyond the scope of 
    this proceeding and noted that this information is available in 
    schedules and CRS displays to those passengers who want the 
    information.
    3. Treatment of Frequent Flyer Miles
        AAA suggested requiring notice when and if frequent flyer miles are 
    affected adversely by a code-sharing arrangement.
    4. Airport Signs
        British Airways, Qantas, and USAir complained that some airport 
    operators cause passenger confusion by denying some carriers adequate 
    signs for their code-sharing flights in the terminal building. They 
    suggested that the Department consider requiring airports to let 
    airlines post signs to direct passengers to the right terminal, 
    counters, or gates. Qantas argued that it is just as important from a 
    passenger viewpoint to find the right check-in counter and gate at the 
    correct terminal for a code-shared service as it is to be informed of 
    the name of the carrier operating that service. USAir acknowledged that 
    the scope of the NPRM did not encompass new rules applicable to 
    airports, but it requested that the Department address this issue in 
    the final rulemaking decision, even if merely in an advisory manner, 
    arguing that this could obviate more direct regulatory action. The City 
    of Philadelphia opposed the airport sign suggestion on the grounds that 
    adequate notice of code-shared flights is not the responsibility of 
    airports but of airlines. In addition, the City of Philadelphia 
    contended that the proposal is outside the scope of this proceeding and 
    that the Department should go no further than making an advisory 
    reference to airport signs in its final rulemaking decision.
    5. Refunds
        IAPA, ASAP, and Mr. Pevsner suggested that refunds should be 
    available to consumers who object to the code-sharing or wet-lease 
    arrangements. IAPA stated that this rule would create an incentive for 
    airlines to ensure that passengers are fully informed as to the 
    transporting carrier before they arrive at the airport. Continental and 
    System One opposed such a rule, because it would render non-
    refundability provisions meaningless for any code-shared flight, and 
    because adoption of the rules proposed should assure early notice to 
    passengers.
    
    Decision
    
        The Department finds all of these proposals outside the scope of 
    this proceeding. In addition, we believe that our new disclosure 
    requirements will assure that consumers receive notice sufficiently 
    ahead of time to make refunds and notification beyond the reservation 
    and ticketing process unnecessary. However, our decision not to 
    incorporate a refund provision now does not mean that carriers are free 
    to apply refund penalties to passengers who are not given notice of 
    code-shared service before purchasing transportation and who choose to 
    cancel when they do discover the actual operator of their flight. 
    Depending on the circumstances, refusal to provide refunds in such a 
    situation could be a violation of the contract of carriage or an unfair 
    or deceptive practice within the meaning of 49 U.S.C. 41712 (previously 
    Sec. 411 of the Federal Aviation Act). We encourage airports to permit 
    carriers to post signs for their code-sharing flights to prevent 
    passenger confusion.
    
    Effective Date
    
        The NPRM proposed that the final rule be effective 60 days after 
    publication. Several commenters requested more time. USAir stated that 
    it needed one year for the wet-lease requirement, six months for the 
    written notice requirement, and six months to a year's time to update 
    its PACER reservation system to accommodate the SNPRM proposal on 
    corporate names. SwissAir stated that it needs 90 days, and Lan Chile 
    stated that it needs three months. United stated that it could comply 
    within 60 days assuming the Department does not adopt substantive 
    changes in its notification requirement beyond those contained in the 
    proposal. Delta stated that if the Department requires carriers to 
    issue a written statement when itineraries are not issued or requires 
    changes in the ticket format, it would need a six-month effective date. 
    In the alternative, Delta suggested that the Department make the rule 
    effective within 60 days with respect to issues unrelated to the 
    written notice requirement and defer the issue of written notice 
    pending additional input from the industry.
    
    [[Page 12850]]
    
    Decision
    
        The final rule will be effective 120 days after publication. Some 
    of the commenters made it clear that a 60 days would not be sufficient 
    for compliance. However, the commenters did not provide enough detail 
    to justify allowing any more time than what we shall provide here.
    
    Regulatory Analyses and Notices
    
        The Department has determined that this action is not an 
    economically significant regulatory action under Executive Order 12866 
    and it has not been reviewed by the Office of Management and Budget. It 
    also is significant under the Department's Regulatory Policies and 
    Procedures because of congressional and public interest. This rule does 
    not impose unfunded mandates or requirements that will have any impact 
    on the quality of the human environment. The Department has placed a 
    regulatory evaluation that examines the estimated costs and impacts of 
    the rule in the docket.
    
    Summary of Regulatory Analysis
    
        Based upon a detailed regulatory analysis, the Department has 
    determined that this rule will result in increased costs. However, the 
    Department has also decided that the enhanced notification benefits of 
    the rule justify the increased costs.
        With regard to cost, the Department finds that this rule will 
    result in increased implementation costs as well as increased operating 
    costs for U.S. airlines, foreign airlines, computer reservations 
    systems (CRSs), and travel agents doing business in the United States. 
    The implementation costs will mainly affect the airlines and CRSs by 
    requiring changes to computer systems for the electronic notification. 
    The Department has estimated that these implementation costs could 
    range from $432,000 to $2.3 million.
        However, the Department has determined that these implementation 
    costs are not prohibitive since they are one-time, nonrecurring costs 
    that will result in benefit for a large number of travelers in the 
    future.
        The Department has also found that this rule will result in 
    increased operating costs for the airlines, travel agents and air 
    travelers. Most of the increased operating costs are attributable to an 
    increase in the amount of ``talk time'' and telephone connection time 
    necessary for airline ticket agents and travel agents to provide the 
    proper disclosure to prospective air travelers. At the same time, air 
    travelers incur a cost through the loss of productive time for the time 
    spent in listening to the notification. Using assumptions of 15 seconds 
    of additional ``talk time'' per telephone call, an average of 2.1 phone 
    calls per ticket, and an estimate of 48.6 million tickets involved in 
    code-sharing arrangements in 1997, the Department has estimated that 
    travel agents and airline ticket agents will expend an additional 
    339,995 hours and 84,999 hours, respectively, to meet the requirements 
    of this rule. Adding the cost of additional telephone line connection 
    time, the annual increase in operating costs amounted to $12 million 
    for the travel agent industry and $3.4 million for the airline 
    industry. For airline passengers, the annual increase in costs 
    associated with the loss of productive time is estimated at $11.8 
    million.
        While the Department would prefer not to take actions which have 
    the potential to increase the cost of travel or result in a loss of 
    productive time, it believes these amounts are minimal and not 
    prohibitive when considered on a per ticket basis--an average increase 
    of approximately $.56 per ticket. At the same time, the Department has 
    found that it is difficult to quantify the benefits of this rule. The 
    Department recognizes that code-sharing arrangements and the number of 
    code-sharing trips are likely to increase in the future. It also 
    recognizes that the cost for fully informing prospective travelers will 
    impact different segments of the travel industry and the public to 
    varying degrees. However, the Department has determined that such 
    arrangements are increasing and becoming more complex especially in 
    international operations at the same time that other marketing 
    strategies are being developed. This fact emphasizes the paramount 
    importance that the traveling public must be fully informed. This 
    benefit clearly outweighs the cost increases and the Department further 
    believes that these costs will decrease in the future as consumers and 
    frequent travelers adjust and as new, less-costly, channels of 
    distribution become available (such as the Internet).
        In analyzing the impact of this final rule, the Department 
    considered several alternatives to this final rule. While most of the 
    alternatives involved less enhanced notification both oral and written, 
    one alternative considered the more costly requirement of written 
    notification on the ticket coupon. The Department has decided that the 
    level of enhanced notification as contained in the final rule provides 
    the best net public benefits. A more limited approach would have 
    provided only a partial response to consumers' needs while still 
    increasing costs. On the other hand, the Department has rejected the 
    alternative of requiring the written notification on the ticket coupon. 
    In effect, this costly disclosure would represent a third level of 
    consumer notification that is not warranted at this time.
    
    Small Business Impact
    
        The Department has evaluated the effects of this rule on small 
    entities. I certify that this rule will not have a significant economic 
    impact on a substantial number of small entities. Although many ticket 
    agents and some air carriers are small entities, the Department 
    believes that the costs of notification will not be burdensome on these 
    two groups. We believe that travel agents already have an incentive to 
    provide this information to their customers and many have found a low-
    cost means of providing it.
    
    Year 2000 Problem
    
        In an effort to ensure that our regulations do not interfere or 
    delay solutions for the Year 2000 Problem (Y2K), the Department has 
    decided that, in preparing proposed and final rules that mandate 
    business process changes and require modifications to computer systems 
    between now and July 1, 2000, the Department will discuss those rules 
    specifically with reference to Y2K requirements and determine whether 
    the implementation of those rules should be delayed to a time after 
    July 1, 2000.
        Since the Department does not have detailed knowledge about the Y2K 
    status of the systems that will need to be changed as a result of this 
    rule, we attempted to gauge the effect based on a review of statements 
    from Annual Reports, 10-K and 10-Q Statements filed with the Securities 
    and Exchange Commission, news reports, press releases, and other 
    documents. We researched this issue with regard to four computer 
    reservations systems, the nine largest airlines, one smaller airline, 
    and five organizations closely associated with airline computerized 
    systems and databases. While this information did not reflect detailed 
    technical assessments, it allowed us to establish a broad baseline 
    against which to judge the issuance of our rule.
        Our analysis has shown a widespread effort involved in the Y2K 
    program for air transportation. In general, most of the companies we 
    examined have stated that they expect to be Y2K-compliant in a timely 
    manner. However, most also reflect caution by noting that there are no 
    guarantees or assurances that all systems will be ready and that their
    
    [[Page 12851]]
    
    operations could be adversely affected. In response to this 
    possibility, many have established contingency plans that will allow 
    continued operations.
        Because of the amount of progress these companies have already 
    made, the Department has determined that it is in the public interest 
    to issue this rule now and not delay its implementation to a time after 
    July 1, 2000. The number and type of marketing practices that include 
    code-sharing arrangements, change-of-gauge services, marketing 
    alliances and other marketing agreements, especially among multiple 
    carriers and involving international operations have grown 
    substantially. These agreements are likewise expected to continue to 
    grow in the future. At the same time, they have increased in complexity 
    as well. For these reasons, the Department has determined that it is 
    now essential to issue this disclosure rule so that prospective 
    travelers have as clear and complete information as possible prior to 
    buying air transportation as well as during the journey.
    
    Federalism
    
        The Department has analyzed this rule under the principles and 
    criteria contained in Executive Order 12612 (``Federalism'') and has 
    determined that the rule does not have sufficient federalism 
    implications to warrant the preparation of a federalism assessment.
    
    Paperwork Reduction Act
    
        This rule contains information collection requirements that are 
    being submitted to the Office of Management and Budget (OMB) for 
    approval under the Paperwork Reduction Act of 1995. In the Notice of 
    Proposed Rulemaking (NPRM) and the Supplemental Notice of Proposed 
    Rulemaking (SNPRM) that preceded this rule, the Department stated that 
    the proposed rule did not contain information collection requirements 
    that required approval by OMB under the then current Paperwork 
    Reduction Act. However, the requirements under the Paperwork Reduction 
    Act of 1995 consider third party notifications as data collections and 
    thus subject to the regulations. Persons are not required to respond to 
    a collection of information unless it displays a currently valid OMB 
    control number. This final rule is therefore being submitted to the 
    Office of Management and Budget for review. The Department has 
    determined an estimate of the burden hours associated with this rule 
    and is requesting comments on its estimate.
        Those potentially affected by this rule include 192 U.S. air 
    carriers, 205 foreign air carriers, five computer reservations systems 
    and approximately 33,500 travel agents doing business in the United 
    States. With respect to the traveling public, we estimate that 102 
    million phone calls will be affected by this rule. The annual reporting 
    burden hours for this data collection is estimated at 424,994 hours for 
    all travel agents and airline ticket agents and 424,994 for air 
    travelers based on 15 seconds per phone call and an average of 2.1 
    phone calls per trip.
        Comments are invited on: (a) Whether this collection of information 
    (third party notification) is necessary for the proper performance of 
    the functions of the agency, including whether the information will 
    have practical utility; (b) the accuracy of the agency's estimate of 
    burden of the proposed collection of information; (c) ways to enhance 
    the quality, utility, and clarity of the information to be collected; 
    and (d) ways to minimize the burden of the collection of information on 
    the respondents, including through the use of automated techniques or 
    other forms of information technology. Comments should be sent to Jack 
    Schmidt, Office of Aviation and International Economics (X-10), Office 
    of the Assistant Secretary for Aviation and International Affairs, 
    Office of the Secretary, U.S. Department of Transportation, 400 Seventh 
    St. SW, Washington, DC 20590, (202) 366-5420 or (202) 366-7638 (FAX)
    
    List of Subjects
    
    14 CFR Part 257
    
        Air carriers, Consumer protection, Foreign air carriers, Reporting 
    and recordkeeping requirements.
    
    14 CFR Part 399
    
        Administrative practice and procedure, Air carriers, Air rates and 
    fares, Air taxis, Consumer protection, Small businesses.
    
        For the reasons set forth in the preamble, the Department of 
    Transportation amends 14 CFR chapter II, subchapters A and F, as 
    follows:
        1. Part 257 is added to read as follows:
    
    PART 257--DISCLOSURE OF CODE-SHARING ARRANGEMENTS AND LONG-TERM WET 
    LEASES
    
    Sec.
    257.1  Purpose.
    257.2  Applicability.
    257.3  Definitions.
    257.4  Unfair and deceptive practice.
    257.5  Notice requirement.
    
        Authority: 49 U.S.C. 40113(a) and 41712.
    
    
    Sec. 257.1  Purpose.
    
        The purpose of this part is to ensure that ticket agents doing 
    business in the United States, air carriers, and foreign air carriers 
    tell consumers clearly when the air transportation they are buying or 
    considering buying involves a code-sharing arrangement or a long-term 
    wet lease, and that they disclose to consumers the transporting 
    carrier's identity.
    
    
    Sec. 257.2  Applicability.
    
        This part applies to the following:
        (a) Direct air carriers and foreign air carriers that participate 
    in code-sharing arrangements or long-term wet leases involving 
    scheduled passenger air transportation; and
        (b) Ticket agents doing business in the United States that sell 
    scheduled passenger air transportation services involving code-sharing 
    arrangements or long-term wet leases.
    
    
    Sec. 257. 3  Definitions.
    
        As used in this part:
        (a) Air transportation means foreign air transportation or 
    interstate air transportation as defined in 49 U.S.C. 40102 (a)(23) and 
    (25) respectively.
        (b) Carrier means any air carrier or foreign air carrier as defined 
    in 49 U.S.C. 40102(2) or 49 U.S.C. 40102(21), respectively, that is 
    engaged directly in scheduled passenger air transportation, including 
    by wet lease.
        (c) Code-sharing arrangement means an arrangement whereby a 
    carrier's designator code is used to identify a flight operated by 
    another carrier.
        (d) Designator code means the airline designations originally 
    allotted and administered pursuant to Agreements CAB 24606 and 26056.
        (e) Long-term wet lease means a lease by which the lessor provides 
    both an aircraft and crew dedicated to a particular route(s), and which 
    either:
        (1) Lasts more than 60 days; or
        (2) Is part of a series of such leases that amounts to a continuing 
    arrangement lasting more than 60 days.
        (f) Ticket agent has the meaning ascribed to it in 49 U.S.C. 
    40102(40).
        (g) Transporting carrier means the carrier that is operating the 
    aircraft in a code-sharing arrangement or long-term wet lease.
    
    
    Sec. 257.4  Unfair and deceptive practice.
    
        The holding out or sale of scheduled passenger air transportation 
    involving a code-sharing arrangement or long-term wet lease is 
    prohibited as unfair and deceptive in violation of 49 U.S.C. 41712 
    unless, in conjunction with such holding out or sale, carriers and 
    ticket agents follow the requirements of this part.
    
    [[Page 12852]]
    
    Sec. 257.5  Notice requirement.
    
        (a) Notice in schedules. In written or electronic schedule 
    information provided by carriers in the United States to the public, 
    the Official Airline Guides and comparable publications, and, where 
    applicable, computer reservations systems, carriers involved in code-
    sharing arrangements or long-term wet leases shall ensure that each 
    flight in scheduled passenger air transportation on which the 
    designator code is not that of the transporting carrier is identified 
    by an asterisk or other easily identifiable mark and that the corporate 
    name of the transporting carrier and any other name under which that 
    service is held out to the public is also disclosed.
        (b) Oral notice to prospective consumers. In any direct oral 
    communication in the United States with a prospective consumer and in 
    any telephone calls placed from the United States concerning a flight 
    that is part of a code-sharing arrangement or long-term wet lease, a 
    ticket agent doing business in the United States or a carrier shall 
    tell the consumer, before booking transportation, that the transporting 
    carrier is not the carrier whose designator code will appear on the 
    ticket and shall identify the transporting carrier by its corporate 
    name and any other name under which that service is held out to the 
    public.
        (c) Written notice. Except as specified in paragraph (c)(3) of this 
    section, at the time of purchase, each selling carrier or ticket agent 
    shall provide each consumer of scheduled passenger air transportation 
    sold in the United States that involves a code-sharing arrangement or 
    long-term wet lease with the following notice:
        (1) If an itinerary is issued, there shall appear in conjunction 
    with the listing of any flight segment on which the designator code is 
    not that of the transporting carrier a legend that states ``Operated 
    by'' followed by the corporate name of the transporting carrier and any 
    other name in which that service is held out to the public. In the case 
    of single-flight-number service involving a segment or segments on 
    which the designator code is not that of the transporting carrier, the 
    notice shall clearly identify the segment or segments and the 
    transporting carrier by its corporate name and any other name in which 
    that service is held out to the public. The following form of statement 
    will satisfy the requirement of this paragraph (c)(1):
    
        Important Notice: Service between XYZ City and ABC City will be 
    operated by Jane Doe Airlines d/b/a QRS Express.
    
        (2) If no itinerary is issued, the selling carrier or ticket agent 
    shall provide a separate written notice that clearly identifies the 
    transporting carrier by its corporate name and any other name under 
    which that service is held out to the public for any flight segment on 
    which the designator code is not that of the transporting carrier. The 
    following form of notice will satisfy the requirement of this paragraph 
    (c)(2):
    
        Important Notice: Service between XYZ City and ABC City will be 
    operated by Jane Doe Airlines d/b/a QRS Express.
    
        (3) If transportation is purchased far enough in advance of travel 
    to allow for advance delivery of the ticket by mail or otherwise, the 
    written notice required by this part shall be delivered in advance 
    along with the ticket. If time does not allow for advance delivery of 
    the ticket, or in the case of ticketless travel, the written notice 
    required by this part shall be provided no later than the time that 
    they check in at the airport for the first flight in their itinerary.
        (4) At the purchaser's request, the notice required by this part 
    may be delivered in person or by telecopier, electronic mail, or any 
    other reliable method of transmitting written material.
        (d) Advertising. In any printed advertisement published in or 
    mailed to or from the United States for service in a city-pair market 
    that is provided under a code-sharing arrangement or long-term wet 
    lease, the advertisement shall clearly indicate the nature of the 
    service in reasonably sized type and shall identify the transporting 
    carrier[s] by corporate name and by any other name under which that 
    service is held out to the public. In any radio or television 
    advertisement broadcast in the United States for service in a city-pair 
    market that is provided under a code-sharing arrangement or long-term 
    wet lease, the advertisement shall include at least a generic 
    disclosure statement, such as ``Some services are provided by other 
    airlines.''
    
    PART 399--STATEMENTS OF GENERAL POLICY
    
        2. The authority citation for part 399 is revised to read as 
    follows:
    
        Authority: 49 U.S.C. 40101, 40102, 40105, 40109, 40113, 40114, 
    40115, 41010, 41011, 41012, 41101, 41102, 41104, 41105, 41106, 
    41107, 41108, 41109, 41110, 41111, 41112, 41301, 41302, 41303, 
    41304, 41305, 41306, 41307, 41308, 41309, 41310, 41501, 41503, 
    41504, 41506, 41507, 41508, 41509, 41510, 41511, 41701, 41702, 
    41705, 41706, 41707, 41708, 41709, 41711, 41713, 41712, 41901, 
    41902, 41903, 41904, 41905, 41906, 41907, 41908, 41909, 42111, 
    42112, 44909, 46101, 46102.
    
    
    Sec. 399.88  [Removed]
    
        3. Section 399.88 is removed.
    
        Issued in Washington, DC on March 8, 1999.
    Rodney E. Slater,
    Secretary of Transportation.
    [FR Doc. 99-6138 Filed 3-10-99; 1:23 pm]
    BILLING CODE 4910-62-P
    
    
    

Document Information

Effective Date:
7/13/1999
Published:
03/15/1999
Department:
Transportation Department
Entry Type:
Rule
Action:
Final rule.
Document Number:
99-6138
Dates:
This regulation is effective July 13, 1999. Comments on the information collection requirements must be received on or before May 14, 1999.
Pages:
12838-12852 (15 pages)
Docket Numbers:
Docket Nos. OST-95-179 & OST-95-623
RINs:
2105-AC10: Disclosure of Code-Sharing Arrangements and Long-Term Wet Leases
RIN Links:
https://www.federalregister.gov/regulations/2105-AC10/disclosure-of-code-sharing-arrangements-and-long-term-wet-leases
PDF File:
99-6138.pdf
CFR: (7)
14 CFR 257
14 CFR 257.1
14 CFR 257.2
14 CFR 257.3
14 CFR 257.4
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