[Federal Register Volume 62, Number 156 (Wednesday, August 13, 1997)]
[Rules and Regulations]
[Pages 43276-43283]
From the Federal Register Online via the Government Publishing Office [www.gpo.gov]
[FR Doc No: 97-21356]
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DEPARTMENT OF TRANSPORTATION
Office of the Secretary
14 CFR Part 241
[Docket No. OST-95-744]
RIN 2139-AA04
Passenger Origin-Destination Survey Reports
AGENCY: Office of Secretary, DOT.
ACTION: Final rule.
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SUMMARY: The Department of Transportation (DOT or the Department)
requires that large certificated U.S. air carriers participating in
code-share arrangements report both the ticketing and operating air
carriers in their quarterly Passenger Origin-Destination Survey
reports. DOT needs the information to assess accurately the effects of
code-sharing alliances in air transportation. Also, the Department
expands by one position the field entitled ``Total Dollar Value of
Ticket'' to accommodate current charges; and standardizes the format
for floppy disk submissions by using the same 200 character record
layout that is used for magnetic tape submissions. The latter changes
are technical in nature and should reduce processing errors. This
action is taken to respond to Congressional concerns on the impact of
international code-share operations.
EFFECTIVE DATE: January 1, 1998.
FOR FURTHER INFORMATION CONTACT: Bernard Stankus, Office of Airline
Information, K-25, Bureau of Transportation Statistics, 400 Seventh
Street, SW., Washington, DC 20590, (202) 366-4387.
SUPPLEMENTARY INFORMATION:
Background
On June 24, 1996, the Bureau of Transportation Statistics (BTS)
issued a Notice of Proposed Rulemaking (``NPRM'') (61 FR 32375) seeking
public comments on a proposal to revise the Passenger Origin-
Destination Survey
[[Page 43277]]
Report (Survey). BTS proposed that carriers identify the ticketed and
operating carriers for each flight segment, expand the field entitled
``Total Dollar Value of Ticket'' by one position to accommodate current
charges, and use the same 200 character record layout for floppy disk
submissions that is used for magnetic tape submissions.
Comments to the docket were received from American Airlines, Inc.
(American), Continental Airlines, Inc. (Continental); Delta Air Lines,
Inc. (Delta); Northwest Airlines, Inc. (Northwest); Prestige Airways
(Prestige); United Air Lines, Inc. (United); USAir; and the Airports
Council International--North America (ACI-NA).
American and Northwest do not object to adding one position to the
``Total Dollar Value of Ticket'' field. American believes this action
will increase the accuracy of reports by reflecting better the actual
value of tickets for premium services and long, multi-segment
itineraries. United did not state specific objections to expansion of
the ``Total Dollar Value of Ticket'' field; however, it requested that
the Department rescind a reporting directive that required carriers to
use five positions when reporting fares. United believes imposition of
a reporting requirement before a final rule prejudges the issues.
Northwest does not object to the standardization of the format for
floppy disk submissions.
Delta, Northwest and United believe that requiring air carriers to
make incremental changes to the Survey would be a waste of limited
resources in light of the Department's plan to completely modernize the
Survey. American believes that ``a considerable period will be required
for the Department to issue a rule and transition to the new system.''
Therefore, American believes that DOT should go forward with the
proposed rule.
Northwest estimates that it would require a minimum of 740 hours of
reprogramming to collect and report the expanded data. Delta and United
estimate 600 hours of reprogramming. Delta believes a 60-day lead time
is insufficient. Northwest and United request a minimum 180-day lead
time. American believes the final rule should become effective 60 days
after publication. USAir could implement the rule change within 30
days, although it would prefer a 60-day lead time.
American and ACI-NA support the proposal that U.S. carriers
participating in code-share arrangements report both the ticketing and
operating air carriers. ACI-NA stated that U.S. airport operators need
accurate domestic and international O&D data to understand market
developments.
American, Delta and Prestige request that DOT clarify the proposal
by clearly stating that the reporting carrier must report both
operating and ticketing carriers only for segments ticketed under
agreements to which it is a party.
Continental and Delta request that carriers be required to report
only those tickets that the carrier actually lifts. For example, Delta
states that it should not be required to report tickets that are issued
and lifted by a foreign alliance partner (for travel on a flight
operated by Delta), since these tickets are not in Delta's custody or
control.
While Northwest strongly objects to the proposal to collect both
the operating and ticketed carriers, it stated it would provide
expanded data if the data that relates to its foreign code-share
partners were withheld from the public. Northwest believes that these
data are highly confidential and competitively sensitive. American,
Delta and ACI-NA believe that code-share data involving foreign
partners of U.S. carriers should not be given special confidential
treatment. Delta and United believe that foreign carriers who are part
of immunized alliances and required to contribute data to the Survey
should be able to access Survey data. United stated:
One of the primary purposes of granting alliances antitrust
immunity is to enable the participating carriers to cooperate in
planning their marketing strategies in order to compete effectively
with other alliances. To that end, the partners in these alliances
should be allowed to have access to the O&D Survey reports,
particularly now that these reports will include details relating to
the results of code-share services.
American states that foreign carriers only report a portion of
their operations and should not access the data unless they report
their whole system.
ACI-NA requests that DOT collect O&D data from commuter air
carriers that operate aircraft with 19 or more seats. ACI-NA believes
that commuter air carriers are important players in the transborder
Canada and Mexico markets, U.S. Caribbean market and as feeders to
international flights.
Reporting Operating and Ticketed Air Carriers
The Department does not agree with the comments that making
incremental changes to the Survey when there are plans to modernize the
reporting system is a misuse of the air carriers' and the Department's
limited resources. American Airlines is correct in its assertion that a
considerable period will be required for the Department to issue a rule
and transition to the new system. The adoption of a new Survey system
is not imminent; and the Department believes that adoption of a new
system is three to five years away. In February 1997, the Airline
Tariff Publishing Company completed the system specification and
implementation guide for the transaction control number (TCN). The
Department envisions that the TCN would be the foundation of the
modernized Survey. However, due to personnel and budget constraints in
FY 1997, the Office of Airline Information (OAI) has been unable to
proceed in this venture. Once OAI obtains adequate resources, it would
take one to two years to develop a prototype reporting system. The next
step would be to solicit carrier volunteers for a 6 to 12 month test
the system. If the test is successful, OAI would then proceed to the
rulemaking process.
While the Department recognizes that there is a burden placed on
carriers in implementing a reporting change, it is also aware of the
increasing importance of code-share relationships within the air
transportation industry. Code-sharing has become more widespread in
both interstate and foreign air transportation. Congress has urged the
DOT to analyze more thoroughly the effects of international code-
sharing on air transportation and U.S. air carriers. Under the current
Survey reporting, the DOT has difficulty evaluating the effects of
code-sharing alliances on air carriers and consumers. As currently
designed, the Survey does not identify both carriers on a code-share
ticket. According to a reporting clarification sent to participating
carriers by letter on September 11, 1995, the Survey identifies the
carrier transporting the passenger (operating carrier), but not the
ticketing carrier (carrier of record on the ticket). To assess
accurately the effects of international code-share agreements, DOT
needs to know the ticketed carrier as well as the transporting carrier
for the various legs of the passenger's flight. If both code-sharing
partners are identified in the survey, it will eliminate the need for
special reports, as now obtained from certain U.S. carriers, regarding
major international code-share alliances. These special reports are the
only source of information on code-share operations. The reporting
changes directed by this rulemaking will produce superior data on
international and domestic code-share flights where there is a U.S.
operating carrier.
In the United States, regional carrier service is growing as major
carriers are handing over more service to their code-
[[Page 43278]]
share partners. Service to small communities can be affected by code-
sharing, creating a need for DOT to monitor the impact on the
communities from code-share services.
This need for international and purely domestic code-share data,
coupled with the fact that many international passengers interline on
domestic code-share flights, creates an urgency to the Department's
need to collect information on the ticketed and operating carriers for
both international and domestic tickets. This rule benefits carriers
that currently have special reporting requirements for their
international code-share operations. The need for maintaining and
submitting data into two data bases will be eliminated. The code-share
data that are reported in the special reports will now be captured in
the carriers' regular Survey submission when the carriers report both
the ticketing and operating air carriers. Moreover, the new reporting
scheme will simplify data analysis by having data on both the ticketing
and operating air carriers in a single record. Presently, analysts must
compare aggregated data sets with no way of matching individual trip
itineraries.
The reporting carrier is required to identify ticketed and
operating carriers only for those segments in which it participates in
a code-share agreement. This relieves the reporting carrier from the
potentially substantial burden of reporting third-party downline code-
share arrangements. In such situations, the reporting carrier may not
have the information necessary to comply with such a requirement.
Therefore, in the case of third party code-share arrangements, the
reporting carrier would report the code of the ticketed carrier as both
the ticketed and operating carrier.
First Operating Carrier Is Responsible for Survey Reporting
The first operating carrier, that is a participant in the Survey,
is responsible for submitting the applicable Survey data. Since the
operating carrier generally performs the passenger ticket lift at the
gate, it should have the necessary information for Survey reporting.
Delta and Continental commented that carriers should be required to
report only those tickets that the carrier actually lifts. Under
Delta's and Continental's suggestion, certain passenger trip
itineraries, that are reportable under the Survey procedures, would be
omitted from the data base. This would occur when the first operating
carrier is a participating carrier and the lifting carrier is a
nonparticipating carrier. Under this scenario, the lifted ticket would
not be reported in the Survey. This problem would be further compounded
if there are two or more additional participating carriers on the
ticket and the subsequent carriers believe the information has already
been reported by the preceding participating carrier.
An example of this cited by Delta is when tickets are issued and
lifted by a foreign alliance partner for travel on a flight operated by
Delta and Delta does not have custody or control of the tickets. The
Department has considered the impact of this situation and believes
that excluding such tickets from the Survey would adversely affect the
Department's ability to accurately assess the effects of code-share
alliances. Travel arrangements, such as the example cited by Delta are
a critical component in accurately assessing the impact of U.S.-foreign
air carrier code-share alliances.
Because of the importance of these data, the U.S. partner of a
foreign code-share alliance must ensure that when it appears as the
first participating carrier on the ticket, the ticket's trip itinerary
is included in the Survey. While the Department has decided not to
adopt Delta's and Continental's suggestion, it does recognize that such
situations do create reporting difficulties for participating carriers.
In an attempt to ameliorate the problem, the Department invites U.S.
air carriers that find themselves in this situation to endeavor to
reach an agreement with their foreign partners that would allow for the
data to be reported. This could be accomplished by the U.S. and foreign
alliance partners submission of a joint request to waive the Survey
reporting requirements so as to allow the foreign partner to include
such traffic in its special Survey reports. The Department would look
favorably on such a waiver when it is assured that all reportable
Survey data will be captured and reported in the data base.
Total Dollar Value of Ticket
The Department proposed expanding the data field for the total U.S.
dollar amount of fare by one position. This change was proposed to
accommodate current airline passenger fares, which can exceed $9,999.
On June 14, 1996, the Department issued Accounting and Reporting
Directive #203 which directed air carriers to use five positions to
report total value of ticket. United Airlines filed comments objecting
to the issuance of the Accounting and Reporting Directive #203 on the
grounds that it prejudges the outcome of the rulemaking process. The
Department disagreed with United that Accounting and Reporting
Directive #203 should be rescinded. The Department determined that the
change was a technical change required by the level of current air
carrier fares. Carriers must have adequate space to report actual
fares. Expanding the field one space gave the air carriers the space
they needed to report actual fares. Because the ``Survey Record
Layout'' is printed in Code of Federal Regulations, we included the
expansion of the dollar value of ticket field in this rulemaking. In
finalizing the proposal to expand by one position the reportable dollar
amount of fare, the Department notes that United's objection to
Directive #203 was strictly procedural and United did not object to the
proposed change per se.
Also, to clarify the definition of ``Total dollar value of ticket''
the Department is amending Appendix A of section 241.19-7 Section V.D.
(h) to identify Passenger Facility Charges as an example of an ``other
charge.''
Fare-Basis Codes
In order to create sufficient space on the tape layout for the
reporting of both the ticketed and operating air carriers, the
Department made a technical change to the fare-basis codes. All fare-
basis codes are now a single-character alpha code, as follows:
C--Unrestricted Business Class
D--Restricted Business Class
F--Unrestricted First Class
G--Restricted First Class
X--Restricted Coach/Economy Class
Y--Unrestricted Coach/Economy Class
U--Unknown (This fare category is used when none is shown on a ticket
coupon, or when a fare category is not discernible, or when two or more
carrier fare codes are compressed into a single stage of a passenger
trip).
Confidentiality
This rule does not amend the regulations applicable to the
disclosure of international Survey data (14 CFR 241.19-7 (d) and (e)).
Presently, foreign air carriers do not submit regular Survey data and
do not have access to international Survey data. Foreign carriers are
not being required now to submit Survey data and they will continue to
be denied access to international Survey data. Some foreign carriers
are required to submit special reports to the Department as a condition
for receiving antitrust immunity for code-sharing/alliance agreements
with U.S. carriers. These special reports are granted confidential
treatment and the
[[Page 43279]]
data from the special reports are not merged into the regular Survey.
Moreover, this rule does not amend the regulations applicable to
which tickets must be reported in the Survey. Besides the technical
changes, the purpose of this rule is to properly identify the operating
and ticketing carriers. Northwest argues that it will be placed at a
competitive disadvantage if it has to divulge the identity of the
operating and ticketed carriers from its code-share operations. It
stated that many of its competitors do not have code-share partners, or
are not involved in foreign code-share alliances of the same nature and
magnitude as Northwest's alliances.
We disagree with Northwest's argument. Presently, Northwest knows
the international traffic carried by U.S. carriers that have no code-
sharing agreements. These carriers have to make an educated guess at
Northwest's international traffic because Northwest's actual traffic
may be obscured by its code-share arrangement. This rule will properly
identify all U.S. carriers' international traffic and place code-
sharing and noncode-sharing carriers on a more equal playing field.
While we will be able to identify code-share passengers, the code-share
carriers are not required to divulge their revenue splits.
United and Delta argue that foreign code-share partners be granted
access to international Survey data. This would enable the code-share
carriers to cooperate in planning their marketing strategies to compete
effectively with other alliances. United agrees with the Department's
prior conclusion that dissemination of Survey data among reporting
carriers is procompetitive. United goes on to say that its foreign air
carrier partners are willing to waive the confidential treatment of
their special reports if they are granted access to international
Survey data.
As stated earlier, foreign carriers are denied access to
international Survey data. Foreign carriers are not participating air
carriers as they do not submit regular Survey data. The special reports
that some foreign carriers are required to submit comprise a sample of
ticketed itineraries that contain a U.S. point; therefore, the special
reports do not sample a foreign carrier's entire operation. Because of
this difference in the U.S. and foreign carriers' Survey submissions,
the level of reported data is not comparable. Moreover, the special
reports are only viewed by Department analysts on an individual basis
and the reports are not merged into the regular Survey. Finally, the
issue of whether foreign air carriers should submit Survey data is
beyond the scope of this rulemaking.
Standardize Formats for Floppy Disk Submissions
The Department has encouraged carriers that do not have the
capability to report via magnetic tape or cartridge to submit their
reports via floppy diskettes. To avoid the multitude of formats
currently received, this final rule prescribes, as proposed, a 200
position format with standard lengths of fields for submission of
personal computer (PC) generated Survey reports. The field descriptions
and field lengths will be identical to the fields prescribed for
magnetic tape/cartridge submissions (see Appendix A section IX. ADP
Instructions of 14 CFR 241.19). However, to simplify the PC
submissions, the submitter may report the dollar value of the ticket in
the field immediately after the last reported city code, rather than in
positions 196-200. Submitters may separate fields by using commas or
tabs (comma delimited ASCII or tab delimited ASCII format). No comments
were submitted in opposition to this change.
Effective Date for Reporting
We set January 1, 1998, as the effective date for this rule. The
initial reports will be due at the Department by May 15, 1998. We
believe this gives the carriers sufficient time to make the necessary
program changes to their data-processing system.
Survey Reporting by Commuter Air Carriers
ACI-NA requested that the Department require commuter air carriers
that operate 19-seat aircraft or larger to report Survey data. While we
concur with ACI-NA that commuter air carriers are important players in
the transborder Canada and Mexico markets, the issue of collecting
Survey data from the commuter air carrier segment of the air
transportation industry is outside the scope of this rulemaking.
Cost/Benefits
Cost
Delta and United both estimate that the proposed reporting changes
would require 600 hours of reprogramming to collect and report the new
data. Using this estimate for the approximately 40 air carriers
submitting Survey data, there would be a one-time industry burden of
24,000 hours (40 carriers x 600 hours). This estimate may double-
count the burden for code-share regional carriers which have their
Survey processed by their parent or an affiliated carrier. The
Department estimates that the change will require a recurrent four-hour
burden increase to report both the ticketed and operating air carriers.
Using a $50 per hour cost, the one-time industry reprogramming cost is
estimated at $1,240,000, and the recurrent reporting cost at $32,000
per year.
Benefits
The above costs would be partially offset by the elimination of the
need for U.S. carriers to submit special Survey reports for their
international code-share operations.
The Survey is the primary data source for international and
domestic market analysis. In the last few years, the utility of the
Survey has decreased as code-share operations have increased. Carriers
have been mis-identified and records have been deleted for not passing
edit checks. For the 12-months ended September 1996, revenues from
international air services totaled over $24.5 billion. Significant
code-share/alliance agreements have been approved with the grant of
antitrust immunity. The Department will benefit from a reliable data
system that assesses the impact of these agreements on the traveling
public and other U.S. carriers. Reporting of ticketed and operating
carriers will give the Department access to the data it requires to
conduct more informative analyses of these agreements. While the
Department cannot put a dollar value to the benefits of more reliable
data, it does believe that the benefits outweigh the costs.
Rulemaking Analyses and Notices
Executive Order 12866 and DOT Regulatory Policies and Procedures
This rule is not considered a significant regulatory action under
section 3(f) of Executive Order 12866 and, therefore, is not subject to
review by the Office of Management and Budget.
This rule is not considered significant under the regulatory
policies and procedures of the Department of Transportation (44 FR
11034). The rule will not result in any unfunded mandate to state,
local or tribal governments in the aggregate, or to the private sector,
of $100 million or more in any one year. The purpose of the rule is to
improve the accuracy and reliability of the Survey. This objective is
achieved by amending 14 CFR 241.19-7 to require the proper
identification of operating and ticketed air carriers; to add one
position to the field ``Total Dollar Value of Ticket;'' and to
standardize the format
[[Page 43280]]
for floppy disk submissions. There are about 40 carriers that report
the Survey.
Executive Order 12612
This rule has been analyzed in accordance with the principles and
criteria contained in Executive Order 12612 (``Federalism'') and the
DOT has determined the rule does not have sufficient federalism
implications to warrant the preparation of a Federalism Assessment.
Regulatory Flexibility Act
I certify this rule will not have a significant economic impact on
a substantial number of small entities. The amendments will affect only
large certificated U.S. air carriers operating scheduled passenger
service. The Department's economic regulations define ``large
certificated air carrier'' as U.S. air carriers, holding a certificate
issued under 49 U.S.C. 41102, that operate aircraft designed to have a
maximum passenger capacity of more than 60 seats or a maximum payload
capacity of more than 18,000 pounds or that operate aircraft in
international service. Consequently, small carriers are not affected by
this final rule.
National Environmental Protection Act
The Bureau of Transportation Statistics has analyzed the amendments
for the purpose of the National Environmental Protection Act. The
amendments will not have any impact on the quality of human
environment.
Paperwork Reduction Act
The reporting and recordkeeping requirements associated with this
rule are being sent to the Office of Management and Budget in
accordance with 44 U.S.C. Chapter 35 under OMB NO: 2139-0001.
Administration: Bureau of Transportation Statistics; Title: Passenger
Origin-Destination Survey Report; Need for Information: Statistical
information on airline passenger movements; Proposed use of
Information: Balance of benefits analyses for international agreements
and monitoring adequacy of air service to small communities; Frequency:
Quarterly; Burden Estimate: 50,848 annual hours; Average Annual Burden
Hours per Respondent after Reprogramming is Completed--670. For further
information contact: The Office of Information Resource Management, M-
32, Office of the Secretary of Transportation, 400 Seventh Street, SW.,
Washington, DC. 20590-0001, (202) 366-4735 or Transportation Desk
Officer, Office of Management and Budget, New Executive Office
Building, Room 3228, Washington, DC. 20503.
Regulation Identifier Number
A regulation identifier number (RIN) is assigned to each regulatory
action listed in the Unified Agenda of Federal Regulations. The
Regulatory Information Service Center publishes the Unified Agenda in
April and October of each year. The RIN number 2139-AA04 contained in
the heading of this document can be used to cross reference this action
with the Unified Agenda.
List of Subjects in 14 CFR Part 241
Air carriers uniform system of accounts and reports.
Final Rule
Accordingly, the Bureau of Transportation Statistics amends 14 CFR
part 241 Uniform System of Accounts and Reports for Large Certificated
Air Carriers, as follows:
PART 241--[AMENDED]
1. Revise Sec. 19-7(b) to read as follows:
Sec. 19-7 Passenger origin-destination survey.
(a) * * *
(b) Those participating air carriers that have access to automatic
data processing (ADP) services shall utilize magnetic tape, cartridge,
floppy diskette or other ADP media for transmitting the prescribed
data. Those carriers without ADP capability should contact the Office
of Airline Information for further instructions ((202) 366-4373).
* * * * *
2. In Appendix A of Sec. 19-7, revise Sec. V.B to read as follows:
* * * * *
B. Selection of Reportable Flight Coupons. The flight coupons
identified above are to be examined to isolate the reportable flight
coupons, i.e. coupons from which data are to be recorded. Flight coupon
data are reported only by the first honoring and participating carrier
(operating carrier). Such carriers shall report the required data for
the entire ticketed itinerary.
If a participating carrier has preceded an examining carrier on any
stage in the trip itinerary, including any stage in a conjunction
itinerary and any stage in a reissued ticket (either before or after
reissue) that coupon is not reportable.
For conjunction tickets, the ticket number for the first ticket
booklet determines if the conjunction tickets should be reported in the
Survey. Otherwise, conjunction tickets do not require special treatment
and are governed by the rules for regular tickets.
No adjustment is made in the Survey for alterations or changes in
the trip itinerary subsequent to the stage covered by the reportable
coupon.
3. In Appendix A of Sec. 19-7, in Sec. V.D., revise paragraph
D.(1); the table in paragraph D.(2)(a); paragraph D.(2)(b); paragraph
(c) and the first paragraph of (d) to read as follows:
* * * * *
D. Recording of Data from Reportable Flight Coupons. (1) The
following items are to be reported from the reportable flight
coupons:
(a) Point of origin,
(b) Operating carrier on each flight stage (if unknown, identify
ticketed carrier),
(c) Ticketed carrier on each flight stage,
(d) Fare-basis on each flight coupon, C, D, F, G, X or Y,
(e) Points of stopover or connection (interline and intraline),
(f) Point of destination,
(g) Number of passengers, and
(h) Total dollar value of ticket (fare plus tax and other
charges, such as Passenger Facility Charges).
(2) * * *
(a) * * *
--------------------------------------------------------------------------------------------------------------------------------------------------------
000001 UCA YV UA Y JFK TW TW X
--------------------------------------------------------------------------------------------------------------------------------------------------------
Passenger(s Utica Mesa United Fare Code New York TWA TWA Fare Code
) Operating Ticketed Kennedy Operating Ticketed
Carrier Carrier Airport Carrier Carrier
--------------------------------------------------------------------------------------------------------------------------------------------------------
Surface Transportation
--------------------------------------------------------------------------------------------------------------------------------------------------------
SFO (Blank space)
--------------------------------------------------------------------------------------------------------------------------------------------------------
San Francisco Operating Carrier Ticketed Carrier Fare Code
--------------------------------------------------------------------------------------------------------------------------------------------------------
[[Page 43281]]
--------------------------------------------------------------------------------------------------------------------------------------------------------
OAK UA UA G LAX DL DL F
--------------------------------------------------------------------------------------------------------------------------------------------------------
Oakland United United Fare Los Angeles Delta Delta Fare Code
Operating Ticketed Operating Operating
Carrier Carrier Carrier Carrier
--------------------------------------------------------------------------------------------------------------------------------------------------------
--------------------------------------------------------------------------------------------------------------------------------------------------------
SLC NW NW D PHX AA AA C LAX
--------------------------------------------------------------------------------------------------------------------------------------------------------
Salt Lake Northwest Northwest Fare Code Phoenix American American Fare Code Los Angeles
City Operating Ticketed Operating Ticketed
Carrier Carrier Carrier Carrier
--------------------------------------------------------------------------------------------------------------------------------------------------------
--------------------------------------------------------------------------------------------------------------------------------------------------------
JL JL C NRT 04596
--------------------------------------------------------------------------------------------------------------------------------------------------------
Japan Air Lines Japan Air Lines Fare Code Tokyo Narita Dollars of Fare + Tax
Operating Ticketed
Carrier Carrier
--------------------------------------------------------------------------------------------------------------------------------------------------------
* * * * *
(b) All entries for operating and ticketed carriers for a coupon
stage of an itinerary are to be recorded using two character IATA-
assigned or DOT codes, as in the above example. Note that the fare
code summary was properly inserted after the ticketed carrier's
code, i.e., UA for United Air Lines and Y for unrestricted coach
class service. When a two-character carrier code is shown on the
ticket, record that code for the ticketed carrier. However, if a
code is obviously incorrect, record the correct carrier code. If the
reporting carrier does not know the operating carrier on a downline
code-share segment, it would use the ticketed carrier's code for
both the operating and ticketed carriers. The reporting carrier is
not responsible for knowing the operating carrier of a downline
code-share where it is not a party to the code-share segment. Except
for the infrequent compression of data to fit into the stage-length
limitation (7 or 23 stages at the carrier's option), all carrier
codes are to be recorded, including data on air taxis, commuters,
intra-state, and other carrier portions of itineraries. On tickets
involving interchange service or other cooperative carrier
arrangements, the juncture point(s) where the passenger moves from
one carrier system to another is to be recorded as an intermediate
point in the itinerary, even when not shown on the ticket and even
though the flight may overfly the juncture point.
(c) Entries for fare-basis codes are to be taken from the ``fare
basis'' and ``fare description'' portions of the ticket and
simplified into the appropriate category, as shown below. No attempt
shall be made to determine and record fare-basis codes for that
portion of a conjunction ticket appearing in the ticket. Fare-basis
codes are to be recorded in one-character alphabetic codes. The
fare-basis codes are recorded as follows:
C--Unrestricted Business Class
D--Restricted Business Class
F--Unrestricted First Class
G--Restricted First Class
X--Restricted Coach/Economy Class
Y--Unrestricted Coach/Economy Class
U--Unknown (This fare category is used when none is shown on a
ticket coupon, or when a fare category is not discernible, or when
two or more carrier fare codes are compressed into a single stage of
a passenger trip).
(d) In recording the number of passengers, each single-passenger
ticket is to be recorded as one passenger. Tickets for infants under
two years of age not occupying a seat are not to be counted. A
revenue passenger is defined in Section X.
* * * * *
4. In Appendix A to Sec. 19-7, in Sec. IX, revise the first table
in paragraph A.(1) and paragraphs B. and C. to read as follows:
* * * * *
A. * * *
(1) * * *
------------------------------------------------------------------------
Tape
Field positions Tape record layout
(from-to)
------------------------------------------------------------------------
PASSENGER COUNT................. 1-6 1. Passenger field must
contain leading zeros,
and no blanks.
1ST CITY CODE................... 7-9
1ST OPERATING CARRIER........... 10-11
1ST TICKETED CARRIER............ 12-13 2. City field contains
the 3-letter alpha code
for the airport in the
first 3 positions.
FARE BASIS CODE................. 14
2ND CITY CODE................... 15-17
2ND OPERATING CARRIER........... 18-19
2ND TICKETED CARRIER............ 20-21
FARE BASIS CODE................. 22
3RD CITY CODE................... 23-25
3RD OPERATING CARRIER........... 26-27
3RD TICKETED CARRIER............ 28-29
FARE BASIS CODE................. 30
4TH CITY CODE................... 31-33 3. Ticketed and
operating carrier
fields are to contain
the 2 character air
carrier code. An
unknown carrier is to
be coded ``UK'' and
surface carrier is to
be coded ``-- --''
(dash dash).
4TH OPERATING CARRIER........... 34-35
4TH TICKETED CARRIER............ 36-37
FARE BASIS CODE................. 38
5TH CITY CODE................... 39-41
5TH OPERATING CARRIER........... 42-43
5TH TICKETED CARRIER............ 44-45
FARE BASIS CODE................. 46
6TH CITY CODE................... 47-49 4. Fare basis code is a
one position alpha
code.
6TH OPERATING CARRIER........... 50-51
6TH TICKETED CARRIER............ 52-53
[[Page 43282]]
FARE BASIS CODE................. 54 5. Portion of record for
sorting, summarizing,
and sequencing includes
columns 7 through 200.
7TH CITY CODE................... 55-57
7TH OPERATING CARRIER........... 58-59
7TH TICKETED CARRIER............ 60-61
FARE BASIS CODE................. 62
8TH CITY CODE................... 63-65 6. Dollar amount in
positions 196-200 is
right justified.
8TH OPERATING CARRIER........... 66-67
8TH TICKETED CARRIER............ 68-69
FARE BASIS CODE................. 70 7. Positions 66-193 are
used only by those
carriers who want to
report more data, and
are not compressing to
7 stages (see Sec. V.D.
(3) for compressing
rules.
9TH CITY CODE................... 71-73
9TH OPERATING CARRIER........... 74-75
9TH TICKETED CARRIER............ 76-77
FARE BASIS CODE................. 78
10TH CITY CODE.................. 79-81
10TH OPERATING CARRIER.......... 82-83
10TH TICKETED CARRIER........... 84-85
FARE BASIS CODE................. 86
11TH CITY CODE.................. 87-89
11TH OPERATING CARRIER.......... 90-91
11TH TICKETED CARRIER........... 92-93
FARE BASIS CODE................. 94
12TH CITY CODE.................. 95-97
12TH OPERATING CARRIER.......... 98-99
12TH TICKETED CARRIER........... 100-101
FARE BASIS CODE................. 102
13TH CITY CODE.................. 103-105
13TH OPERATING CARRIER.......... 106-107
13TH TICKETED CARRIER........... 108-109
FARE BASIS CODE................. 110
14TH CITY CODE.................. 111-113
14TH OPERATING CARRIER.......... 114-115
14TH TICKETED CARRIER........... 116-117
FARE BASIS CODE................. 118
15TH CITY CODE.................. 119-121
15TH OPERATING CARRIER.......... 122-123
15TH TICKETED CARRIER........... 124-125
FARE BASIS CODE................. 126
16TH CITY CODE.................. 127-129
16TH OPERATING CARRIER.......... 130-131
16TH TICKETED CARRIER........... 132-133
FARE BASIS CODE................. 134
17TH CITY CODE.................. 135-137
17TH OPERATING CARRIER.......... 138-139
17TH TICKETED CARRIER........... 140-141
FARE BASIS CODE................. 142
18TH CITY CODE.................. 143-145
18TH OPERATING CARRIER.......... 146-147
18TH TICKETED CARRIER........... 148-149
FARE BASIS CODE................. 150
19TH CITY CODE.................. 151-153
19TH OPERATING CARRIER.......... 154-155
19TH TICKETED CARRIER........... 156-157
FARE BASIS CODE................. 158
20TH CITY CODE.................. 159-161
20TH OPERATING CARRIER.......... 162-163
20TH TICKETED CARRIER........... 164-165
FARE BASIS CODE................. 166
21ST CITY CODE.................. 167-169
21ST OPERATING CARRIER.......... 170-171
21ST TICKETED CARRIER........... 172-173
FARE BASIS CODE................. 174
22ND CITY CODE.................. 175-177
22ND OPERATING CARRIER.......... 178-179
22ND TICKETED CARRIER........... 180-181
FARE BASIS CODE................. 182
23RD CITY CODE.................. 183-185
23RD OPERATING CARRIER.......... 186-187
23RD TICKETED CARRIER........... 188-189
FARE BASIS CODE................. 190
[[Page 43283]]
24TH CITY CODE.................. 191-193
BLANK........................... 194-195
US VALUE OF TICKET IN $......... 196-200
------------------------------------------------------------------------
* * * * *
B. Editing of Tape Records. Prior to submission of data, each
carrier is requested to edit and correct its data so that its O&D
Survey report may be as error-free as is reasonably practicable. The
methods to be used in editing are left to the carriers' discretion,
but with assistance available upon request from the Department's
Office of Airline Information (OAI). To aid the carriers in
maintaining a current file of editing criteria, OAI will re-issue,
as needed, the city/airport-carrier file to each participating
carrier. There will be a five-position field to denote the city/
airport-carrier. The first three positions denotes the airport and
the last two positions denotes the air carrier.
C. Standard Formats for Floppy Disk or Cartridge Submissions.
Carriers should use the 200 position format with the standard length
fields prescribed for magnetic media submissions. The record layout
is detailed in subsection A(1) of this section. However, to simplify
the PC submissions, the submitter may report the dollar value of the
ticket in the field immediately after the last reported city code,
rather than in positions 196-200. Submitters may separate fields by
using commas or tabs (comma delimited ASCII or tab delimited ASCII
format).
5. In Appendix A to Sec. 19-7, in Sec. X., revise the definition of
``Fare basis'' code and add the following new definitions to read as
follows:
* * * * *
Fare basis code. The alphabetic code(s) or combination of
alphabetic and numeric codes appearing in the ``Fare basis'' box on
the flight coupon which describe the applicable service and discount
to which the passenger is entitled. All fare basis codes are
summarized into basic categories; namely C--Unrestricted Business
Class, D--Restricted Business Class, F--Unrestricted First Class,
G--Restricted First Class, X--Restricted Coach/Economy Class, Y--
Unrestricted Coach/Economy Class, and U--Unknown (This fare category
is used when none is shown on a ticket coupon, or when a fare
category is not discernible, or when two or more carrier fare codes
are compressed into a single stage of a passenger trip).
* * * * *
Operating air carrier. Under a code-share arrangement, the air
carrier whose aircraft and flight crew are used to perform a flight
segment.
* * * * *
Ticketed air carrier. Under a code-share arrangement, the air
carrier whose two-character air carrier code is used for a flight
segment, whether or not it actually operates the flight segment.
* * * * *
Issued in Washington, DC, on August 7, 1997.
Robert Goldner,
Acting Assistant Secretary for Aviation and International Affairs.
[FR Doc. 97-21356 Filed 8-12-97; 8:45 am]
BILLING CODE 4910-62-P
