DOCSLIB.ORG

Ocm40693443-1964.Pdf (6.349Mb)

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Ocm40693443-1964.Pdf (6.349Mb) % • C c n - t A : »>v ^ ' MR 387. Mi+l83r 196U c . l A - [ ° l t r.mViV A U TH O R ITY MEMBERS Ephraim A. Brest Chairman Nicholas P. Morrissey Vice-Chairman , "J 'r"’ VJ-' Laurence O. Albre, Jr. ' Charles A. Connors, Jr. ■j Edward C. Maher Thomas G. Brown, Jr. Howard W. Fitzpatrick ADMINISTRATIVE OFFICERS * Edward J. King Executive Director Thomas P. Callaghan Assistant to the Executive Director Edward T. Hanley Secretary-T reasurer Angelo Alabiso Acting Director, Public Relations Edmund E. Capodilupo Counsel Eric Chetwyna Director, Personnel John R. Davis Deputy Chief Engineer Francis E. Dolan Purchasing Agent Henry R. Foucher Chief Accountant Thomas J. Hannon Counsel Frank E. Hickey Washington Representative Thomas H. Kuhn Chief Engineer J. Joseph Lydon Counsel Paul E. McBride Research Director George A. O’Brien, Jr. Comptroller Kenneth C. Pearson Insurance Manager James J. Smith Public Relations Representative Brendan F. Sullivan A ir port Engineer Eugene F. Sullivan Counsel ... > .Rich.ard .C, T.angafd^ Administrative Engineering Assistant to Chief Engineer '«-• • • * (Aiphcibetlcihlv* Listed )mmr AIRPORTS . : Richard -E, Mooney Director of A viation \fànies‘F. Bÿrnè Manager, Logan International Airport Albert V. Bratt, Jr. Assistant Airport Manager, Logan International Airport Leo C. Gallagher Interim Superintendent, Hanscom Field M ARITIM E Joseph J. Connolly Superintendent, Marine Terminals Ignatius C. Goode Director — Maritime Division John J. Cooney Assistant to Director — Maritime Division Chester H. Gourley Traffic Manager Robert S. Tobin Chief Trade Representative MYSTIC RIVER BRIDGE John F. Donovan Director Francis X. Noonan Superintendent, Operations I r n R - . 3 § 7 . 3 % 3 , K /V / f 3 r / f l W NEW HORIZONS C,l The experience of the Massachusetts Port Authority during its first five years of operation makes clear that new horizons in transportation can be sighted only from new levels of cooperation. In earlier days, new frontiers in transportation were reached through increased speed of transit — with mile-a-minute trains, 25-knot ocean liners and 600 mile-an-hour planes. Today, speed of transit in maritime and air transport is no longer shattering barriers of distance, but rather is spotlighting outmoded concepts at transportation terminals. The anachronism of a $10 million freighter, costing $4000 a day to operate, being delayed for hours through failure to expedite cargo handling could blight the Seaport. A supersonic air transport will cost $6000 per hour to operate, and no airport — including Boston-Logan International Airport — will be scheduled for this 2000 mile-an-hour service if runway lengths are not adequate. The concept of Authority operation of transportation terminals developed in the Legislature in the early 1950’s. A conceptual revolution was underway when legislators began interjecting in debates over subsidies for public transportation terminals, the challenging question: “When are we going to stop pouring the taxpayers’ money into the Airport and Seaport?” After this question had reverberated through the House and Senate for several years, the Massachusetts Port Authority was created in 1956 to transfer the cost of transportation terminal operations to the users of the facilities. The taxpayers had paid deficits totalling approximately $38 million in the previous ten years. The new concept of financing began to function in 1959 when the Authority sold $71,750,000 of revenue bonds and assumed operation of Boston-Logan International Airport, Hanscom Field, Mystic River Bridge, and the public terminal facilities of the Seaport of Boston. The principle of assessing costs of transportation terminals on the user rather than the taxpayer has proved itself. The Authority has invested $27 million at Logan Airport and more than $5 million in the Seaport during the past five years. The users have demonstrated a willingness to underwrite the terminal costs of transportation under a trusteeship that operates efficiently, and judiciously. Although Authority administration may not have reached its full potential, certain facts of management speak well of its progress. THE MASSACHUSETTS PORT AUTHOR IT ’’ EPHRAIM A. BREST Chairman EDWARD C. MAHER EDWARD J. KING Executive Director 2 Gross revenues at Logan Airport for the first five years of Authority operation were 300 percent higher than in the last five years of State agency operation. Net revenues at Logan Airport have increased 200 percent in comparison of the same periods. The resources developed from this new method of financing have sustained a planning program far more comprehensive than any undertaken hitherto. An Airport Master Plan projecting airport needs to 1975 is being completed. A Master Air Service Plan is underway to determine the complex of airline service that will best serve this region in the next decade. A study of the physical, economic, and competitive aspects of the Seaport has been completed and is being used as a framework for capital improvements, better management-labor productivity, and expanded promotion. To compete effectively as a Seaport, management and labor interests must unite on a program of mutual self-interest. New concepts and higher levels of cooperation have already extended oui horizons in financing and planning. Further progress will come from more productive labor-management methods, more understanding of community relationships, and more harmonious inter-governmental relations. NEW PROJECTS Among the development projects expected to be underway in fiscal 1965 are: LOGAN AIRPORT — Extensions of runways Two-level terminal roadway Three-level parking facility Maintenance building American Airlines cargo facility Southwest Terminal SEAPORT — Improved staging area for trucks at Hoosac Pier Dredging of berthing area at Fish Pier Truck terminal in Commonwealth Yards Transfer of land parcels at South Boston Annex of Boston Naval Shipyard to the Authority Additional tailgate loading platforms at piers BRIDGE — Engineering of bridge connectors in City Square, Charlestown TRANSPORTATION TERMINAL — Feasibility study for South Station Transportation Terminal. THOMAS P. CALLAGHAN EDWARD T. HANLEY Assistant to the Executive Director Secretary-Treasurer 3 FIN AN CIAL The net revenues of the Authority for the fiscal year ended June 30, 1964 were $7,256,813, which is 12 percent more than those of the previous fiscal year. Of this amount $2,825,692 was available for capital improvements, major repairs and reserve maintenance. SEAPORT The Authority met debt service of $194,362 on Authority bonds issued for Seaport improvements. Expenses and improvements left no balance that could be transmitted to the State. Seaport expenditures include $1,246,158 for improvements and reno­ vations mainly to Commonwealth Pier and Castle Island. Total tonnage for the Seaport for calendar 1963 — the latest period for which statistics are available — is 19,792,076 which is 807,696 tons above 1962. An increase in exports was almost 200,000 tons, due primarily to scrap and grain. The $550,000 renovation of Pier 3, East Boston, was underway and the structure was scheduled for completion before winter. AIRPORT Net revenue at Logan Airport was $3,473,881, an increase of 31 percent over fiscal 1963. Passengers at Logan Airport totaled 4,578,872, which represents an in­ crease of 20 percent over the previous fiscal year. International cargo increased 27 percent to a total of 5,417,582 pounds. Domestic cargo reached a total of 93,258,558 pounds, which was 11 percent above fiscal 1963. BRIDGE Traffic volume on the Mystic River Bridge for the fiscal year was 22,157,445 vehicles, which was 294,252 vehicles above the previous year. During three months of the fiscal year, resurfacing operation caused some diversions of traffic even though epoxy applications were limited to off-peak hours. HANSCOM FIELD Civilian aircraft recorded 152,234 operations at Hanscom Field during the past fiscal year, an increase of 14 percent over fiscal 1962. MASSACHUSETTS PORT AUTHORITY OPERATING INCOME AIRPORTS YEAR AMOUNT 1960 $ 1,095,550 1961 1,279,504 1962 2,250,261 Improvement of public transportation facili­ 1963 2,680,947 ties can be supported with a sense of justice 1964 3,515,565 through the principle which requires the Total $10,821,827 user, rather than the taxpayer, to bear the STATE AIRPORT financial responsibility. MANAGEMENT BOARD The taxpayers of the Commonwealth re­ OPERATING INCOME sented underwriting the expansion of facili­ YEAR AMOUNT 1954 $ 369,531 ties under a system of taxation which bore 1955 355,358 little relationship to the ratio of use. 1956 751,633 The following graphs compare certain 1957 892,827 1,098,753 aspects of the Authority’s fiscal operations 1958 during its first five years of operation with Total $3,468,102 those of the last five years of state agency operation. (Fiscal 1959 years omitted in graphs because the Authority began operations in mid-year). MASSACHUSETTS MASSACHUSETTS PORT AUTHORITY PORT AUTHORITY CAPITAL EXPENDITURES GROSS INCOME, AIRPORTS AIRPORTS YEAR AMOUNT YEAR AMOUNT 1960 $ 2,686,217 1960 $ 4,979,092 1961 3,312,109 1961 6,584,459 1962 4,533,310 1962 5,993,264 1963 5,543,525 1963 3,228,621 1964 6,201,565 1964 6,198,539 Total $22,276,726 Total $26,983,975 STATE AIRPORT STATE AIRPORT MANAGEMENT BOARD MANAGEMENT BOARD CAPITAL EXPENDITURES GROSS INCOME AMOUNT YEAR AMOUNT YEAR 1954 $1,510,932 1954 $1,021,637 2,207,717 1955 1,059,167 1955 1956 859,272 1956 1,549,079 1957 715,863 1957 1,759,960 1958 766,898 1958 2,046,320 Total $6,060,682 Total $7,436,163 «MJCOW. .. The potential of coordinated labor-management action in Boston was demonstrated when 150 tons per hour of bagged sugar were unloaded at the Base. This rate exceeded that of any other North Atlantic port for this type I w l \ of operation.” c •- 1 MARITIME DIVISION The Massachusetts Port Authority decided early in the fiscal year to undertake a searching analysis of the Port of Boston’s competitive position and the re­ PRODUCTIVITY quirements for healthy development.
Load more

Recommended publications
  • The Antitrust Implications of Computer Reservations Systems (CRS's) Derek Saunders
    Journal of Air Law and Commerce Volume 51 | Issue 1 Article 5 1985 The Antitrust Implications of Computer Reservations Systems (CRS's) Derek Saunders Follow this and additional works at: https://scholar.smu.edu/jalc Recommended Citation Derek Saunders, The Antitrust Implications of Computer Reservations Systems (CRS's), 51 J. Air L. & Com. 157 (1985) https://scholar.smu.edu/jalc/vol51/iss1/5 This Comment is brought to you for free and open access by the Law Journals at SMU Scholar. It has been accepted for inclusion in Journal of Air Law and Commerce by an authorized administrator of SMU Scholar. For more information, please visit http://digitalrepository.smu.edu. THE ANTITRUST IMPLICATIONS OF COMPUTER RESERVATIONS SYSTEMS (CRS's) DEREK SAUNDERS THE PASSAGE of the Airline Deregulation Act' dramat- ically altered the airline industry. Market forces, rather than government agencies, 2 began to regulate the indus- try. The transition, however, has not been an easy one. Procedures and relationships well suited to a regulated in- dustry are now viewed as outdated, onerous, and even anticompetitive. The current conflict over carrier-owned computer res- ervation systems (CRS's) represents one instance of these problems.3 The air transportation distribution system re- lies heavily on the use of CRS's, particularly since deregu- lation and the resulting increase in airline activity. 4 One I Pub. L. No. 95-504, 92 Stat. 1705 (codified at 49 U.S.C.A. § 1401 (Supp. 1984)). 2 Competitive Market Investigation, CAB Docket 36,595 (Dec. 16, 1982) at 3. For a discussion of deregulation in general and antitrust problems specifically, see Beane, The Antitrust Implications of Airline Deregulation, 45 J.
    [Show full text]
  • Credit Travel Rewards Catalog Available, You Will Be Advised to Make an Alternate Selection Or May Return Your Points to Your Account
    ScoreCard® Bonus Point Program Rules 4) Reservations shall also be subject to airline availability for advance gift shop purchases, gambling, beauty salon/barber shop/spa services, 1. As provided in these rules (“Rules”), account holders (“You” or “you”) earn (1) Point in the ScoreCard® fare category seating , non-refundable type tickets for the travel dates laundry, photographs, email, internet and fax, etc.) are the responsibility Program (“Program”) for every dollar in qualifying purchases that you: (i) charge to an eligible credit card specified. 5) ScoreCard travel services reserves the right to choose the of the Cardholder. 4) Cruises are non-refundable, non-cancelable and non- account covered by the Program (“Account”); and (ii) that appears on your statement during the Program Period. Purchases that are returned do not qualify for Points. No Points are earned for finance charges, fees, airline and routing on which to reserve and ticket Cardholders. transferable. Once redeemed, Bonus Points may not be added back to your cash advances, convenience checks, ATM withdrawals, foreign transaction currency conversion charges or ScoreCard account. 5) Please check with ScoreCard travel representatives Universal First Class/Business Class Ticket insurance charges posted to your account. Contact your financial institution (“Sponsor”) for full details on the Item Points Item # Item Points Item # for any documentation requirements or other restrictions associated Program Period dates during which you are eligible to earn Points. Cardholder is responsible for any overages above the maximum ticket with cruises. It is the guest’s responsibility to obtain appropriate 2. Points can be used to order the merchandise/travel awards (“Award(s)”) available in the current Program.
    [Show full text]
  • Validating Carrier, Interline, and GSA
    Validating Carrier, Interline, and GSA Developer Administration Guide August 2014 W Q2 © 2012-2014, Sabre Inc. All rights reserved. This documentation is the confidential and proprietary intellectual property of Sabre. Any unauthorized use, reproduction, preparation of derivative works, performance, or display of this document, or software represented by this document, without the express written permission of Sabre Inc. is strictly prohibited. Sabre and the Sabre logo design and Sabre Travel Network and the Sabre Travel Network logo design are trademarks and/or service marks of an affiliate of Sabre. All other trademarks, service marks, and trade names are owned by their respective companies. DOCUMENT REVISION INFORMATION The following information is to be included with all versions of the document. Project Project Name Number Prepared by Date Prepared Revised by Date Revised Revision Reason Edition No. Revised by Date Revised Revision Reason Edition No. Revised by Date Revised Revision Reason Edition No. • • • Table of Contents 1 Getting Started 1.1 Introduction .................................................................................................................................................... 1-1 1.2 Summary of Changes .................................................................................................................................... 1-1 1.3 About This Guide ........................................................................................................................................... 1-2 2
    [Show full text]
  • 08-06-2021 Airline Ticket Matrix (Doc 141)
    Airline Ticket Matrix 1 Supports 1 Supports Supports Supports 1 Supports 1 Supports 2 Accepts IAR IAR IAR ET IAR EMD Airline Name IAR EMD IAR EMD Automated ET ET Cancel Cancel Code Void? Refund? MCOs? Numeric Void? Refund? Refund? Refund? AccesRail 450 9B Y Y N N N N Advanced Air 360 AN N N N N N N Aegean Airlines 390 A3 Y Y Y N N N N Aer Lingus 053 EI Y Y N N N N Aeroflot Russian Airlines 555 SU Y Y Y N N N N Aerolineas Argentinas 044 AR Y Y N N N N N Aeromar 942 VW Y Y N N N N Aeromexico 139 AM Y Y N N N N Africa World Airlines 394 AW N N N N N N Air Algerie 124 AH Y Y N N N N Air Arabia Maroc 452 3O N N N N N N Air Astana 465 KC Y Y Y N N N N Air Austral 760 UU Y Y N N N N Air Baltic 657 BT Y Y Y N N N Air Belgium 142 KF Y Y N N N N Air Botswana Ltd 636 BP Y Y Y N N N Air Burkina 226 2J N N N N N N Air Canada 014 AC Y Y Y Y Y N N Air China Ltd. 999 CA Y Y N N N N Air Choice One 122 3E N N N N N N Air Côte d'Ivoire 483 HF N N N N N N Air Dolomiti 101 EN N N N N N N Air Europa 996 UX Y Y Y N N N Alaska Seaplanes 042 X4 N N N N N N Air France 057 AF Y Y Y N N N Air Greenland 631 GL Y Y Y N N N Air India 098 AI Y Y Y N N N N Air Macau 675 NX Y Y N N N N Air Madagascar 258 MD N N N N N N Air Malta 643 KM Y Y Y N N N Air Mauritius 239 MK Y Y Y N N N Air Moldova 572 9U Y Y Y N N N Air New Zealand 086 NZ Y Y N N N N Air Niugini 656 PX Y Y Y N N N Air North 287 4N Y Y N N N N Air Rarotonga 755 GZ N N N N N N Air Senegal 490 HC N N N N N N Air Serbia 115 JU Y Y Y N N N Air Seychelles 061 HM N N N N N N Air Tahiti 135 VT Y Y N N N N N Air Tahiti Nui 244 TN Y Y Y N N N Air Tanzania 197 TC N N N N N N Air Transat 649 TS Y Y N N N N N Air Vanuatu 218 NF N N N N N N Aircalin 063 SB Y Y N N N N Airlink 749 4Z Y Y Y N N N Alaska Airlines 027 AS Y Y Y N N N Alitalia 055 AZ Y Y Y N N N All Nippon Airways 205 NH Y Y Y N N N N Amaszonas S.A.
    [Show full text]
  • COVID-19 Airline Ticket Management Scenarios Revised May 2020
    COVID-19 Airline Ticket Management Scenarios Revised May 2020 Do ARC’s Scenario Systems Benefits Challenges Support? • Ticket number is easily identified, stored and retrieved by • Tracking unused tickets: To track unused tickets, agents may airline, agency, corporation and passenger. pay a third party, maintain an internal tool or manually retrieve • Agency exchanges happen often so this scenario is the data. Airline maintains value already part of the agency workflow. The agency can • Airlines may not be able to extend e-ticket expiration (being able on original ticket. (The perform the exchange in their GDS and the ticketing data to maintain the ET for longer than their standard ticket ticket is considered the Yes is fed to their mid- and back-office systems. expiration). voucher.) • ARC’s systems support this method and allow for • Agency may need to exchange ticket manually. GDS auto- refunds/exchanges (e.g., ticket validity) up to 39 months pricing tool may not be available. Note: ARC understands that based on carrier e-ticket expiration and validity rules. as of early June 2020, the GDSs/ATPCO have made updates to • Tracing the end-to-end life of the transaction is simple allow auto-pricing tools to be utilized. This ability is dependent (old and new tickets). on the airline being able to extend ticket expiration. • Not all airlines and/or GDSs support this functionality. • The airline may not have a consistent way to notify the customer that the value has been transferred to an EMD, as the travel agency’s e-mail address (instead of the passenger’s) may be stored in the PNR • The airline-issued EMD is not reported to ARC, so ARC does not recognize the airline-issued EMD for future exchanges.
    [Show full text]
  • Procedure 20335E: Air Transportation
    Controller’s Office Procedure Procedure 20335e: Air Transportation Rules and procedures for the purchase of air travel services, both on public carriers and charter aircraft are based on the requirement that all expenditures of the University must be necessary and reasonable and that the mechanism of payment must be in accordance with state and university procedures. A. Rates Public transportation rates must not exceed those for tourist/coach class accommodations. Business class or premium coach seating such as comfort plus air travel may be granted for international travel under the following circumstances: When the cost does not exceed the lowest available tourist/coach fare. For travel to Western Europe if the business meeting is conducted within three hours of landing. For transoceanic, intercontinental trips involving flight time of more than eight consecutive hours. If the traveler pays the difference. Business class for rail travel may be granted under the following circumstances: When it does not cost more than the lowest available tourist/coach fare (comparison must be attached to the travel reimbursement request). When reserved coach seats are not offered on the route. If the traveler pays the difference. Reimbursement for first class travel is prohibited. Travelers purchasing first class airline tickets will not be reimbursed for the expense from public funds. Travel Protection Insurance for airline tickets is not an allowable expense. Internet Purchases - Internet travel users must be careful when procuring airline tickets. The Internet sites often list only a class code and the user should know the following code designations: Tourist/Coach – B H K L Q T U V W Y Business Class – C J First Class – A D E F J P A.1 Fly America Act If international travel is being charged to a Federal grant or contract, then the “Fly America Act” applies.
    [Show full text]
  • Civil Aviation and the Federal Government, 1926-1996 (Washington, DC: Federal Aviation Administration, 1998)
    1997-2018 Update to FAA Historical Chronology: Civil Aviation and the Federal Government, 1926-1996 (Washington, DC: Federal Aviation Administration, 1998) 1997 January 2, 1997: The Federal Aviation Administration (FAA) issued an airworthiness directive requiring operators to adopt procedures enabling the flight crew to reestablish control of a Boeing 737 experiencing an uncommanded yaw or roll – the phenomenon believed to have brought down USAir Flight 427 at Pittsburgh, Pennsylvania, in 1994. Pilots were told to lower the nose of their aircraft, maximize power, and not attempt to maintain assigned altitudes. (See August 22, 1996; January 15, 1997.) January 6, 1997: Illinois Governor Jim Edgar and Chicago Mayor Richard Daley announced a compromise under which the city would reopen Meigs Field and operate the airport for five years. After that, Chicago would be free to close the airport. (See September 30, 1996.) January 6, 1997: FAA announced the appointment of William Albee as aircraft noise ombudsman, a new position mandated by the Federal Aviation Reauthorization Act of 1996 (Public Law 104-264). (See September 30, 1996; October 28, 1998.) January 7, 1997: Dredging resumed in the search for clues in the TWA Flight 800 crash. The operation had been suspended in mid-December 1996. (See July 17, 1996; May 4, 1997.) January 9, 1997: A Comair Embraer 120 stalled in snowy weather and crashed 18 miles short of Detroit [Michigan] Metropolitan Airport, killing all 29 aboard. (See May 12, 1997; August 27, 1998.) January 14, 1997: In a conference sponsored by the White House Commission on Aviation Safety and Security and held in Washington, DC, at George Washington University, airline executives called upon the Clinton Administration to privatize key functions of FAA and to install a nonprofit, airline-organized cooperative that would manage security issues.
    [Show full text]
  • Case Fsl Cory
    NASA CONTRACTOR NASA CR-2227 REPORT CXI IS* <c CASE FSL CORY STUDY OF V/STOL AIRCRAFT IMPLEMENTATION Volume I - Summary by W. J. Portenier and H. M. Webb Prepared by THE AEROSPACE CORPORATION El Segundo, Calif. for Ames Research Center NATIONAL AERONAUTICS AND SPACE ADMINISTRATION • WASHINGTON, D, C. • MARCH 1973 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. NASA CR-2227 4. Title and Subtitle 5. Report Date March 1973 Study of V/STOL Aircraft Implementation 6. Performing Organization Code Volume I; Summary 7. Author(s) 8. Performing Organization Report No. W. J. Portenier and H. M. Webb 10. Work Unit No. 9. Performing Organization Name and Address The Aerospace Corporation •11. Contract or Grant No. El Segundo, California .'*;.?i£ '•*'. T?~v •' vi?/ .,-'-' .'"if''. '-.'j- •";••: •' ••'•. 'r MAS 2-6473 13. Type of Report and Period Covered 12. Sponsoring Agency Name and Address Contractor Report National Aeronautics and Space Administration 14. Sponsoring Agency Code Washington, D.C. 15. Supplementary Notes 16. Abstract The National Aeronautics and Space Administration (NASA), recognizing the interplay which exists between the technological and institutional aspects of V/STOL implementation, initiated a system study of the interactive elements to assist in planning V/STOL research, and to determine the V/STOL introduction approach that would reasonably provide for an economically viable V/STOL system. This study has identified a high density short haul air market which by 1980 is large enough to support the introduction of an independent short haul air transportation system. This system will complement the existing air transportation system and will provide relief of noise and congestion problems at conventional airports.
    [Show full text]
  • Flights (Flights Which Have Not Been Canceled) That Qualify for a Refund Must Be Processed by American Airlines Via the Online Refund Request Form
    Schedule Change Introduction General Information Schedule Change-Rule 240/80 or Schedule Irregularity for delayed flights (flights which have not been canceled) that qualify for a refund must be processed by American Airlines via the online refund request form. Travel agents may not process a refund for a non-refundable ticket on a Rule 240/80 for delayed flights (flights which have not been canceled) via their ARC/BSP. If customer requests a refund refer to the Revenue/'Published Fare online Refund Request Form section below. Definitions: Rule 240 Domestic tariff rules which state AA's obligations to our customers when their flights are changed or canceled as a result of Schedule Change(s)/ Irregularities. Rule 240 applies to travel wholly within the 50 U.S., travel between the U.S. and Canada and travel between the U.S. and Puerto Rico /U.S. Virgin Islands. Rule 240 protects all ticketed customers including AAdvantage, AA codeshare and Travel Agents free/reduced rate. AAirpass® tickets should be handled in the same manner as revenue tickets and are considered ticketed at all times. Rule 80 International tariff rules which state AA's obligations to our customers when their flights are changed or canceled as a result of Schedule Change(s)/Irregularities. Rule 80 applies to all international travel except travel between the U.S. and Canada and/or between the U.S. and Puerto Rico /U.S. Virgin Islands. Rule 80 protects all ticketed customers including AAdvantage, AA codeshare and Travel Agents free/reduced rate. AAirpass® tickets should be handled in the same manner as revenue tickets and are considered ticketed at all times.
    [Show full text]
  • Automated Rules and Footnotes
    GLOSSARY OF TERMS All rights reserved The information contained in this document is the property of ATPCO. No part of this document may be reproduced, stored in a retrieval system, or transmitted in any form, or by any means; mechanical, photocopying, recording, or otherwise, without the prior written permission of ATPCO. Under the law, copying includes translating into another language or format. Legal action will be taken against any infringement Copyright © 2002 Airline Tariff Publishing Company. All rights reserved. GLOSSARY OF TERMS TERM DEFINITION ACCOMPANIED The passenger traveling at the fare being validated who is required to travel with another passenger. PASSENGER ACCOMPANYING The passenger who is traveling with the passenger on the fare being validated. PASSENGER ACTION The data within this field will be used as data storage, measurement of provisions, or for later matching/ticket (for validation) issuance. These fields are processed after a match is made to the record. ADD-ON An amount used only with specified/published fares for the construction of constructed/unpublished fares. (Also referred to as an arbitrary or proportional fare.) ADULT A person who has reached his/her 12th birthday as of the date of commencement of travel. AREA IATA divides the world into three Areas, also known as Traffic Conferences (TC). These Areas are: Area 1 – Western Hemisphere Area 2 – Europe, Africa, Middle East Area 3 – Asia, Pacific ASSEMBLY A point in the itinerary where the entire qualifying group assembles and commences transportation as a group. POINT ATPCO Fares published within the US/CA or between US and Canada. This also includes travel between US Virgin DOMESTIC FARE Islands and Puerto Rico and US/CA.
    [Show full text]
  • Reimbursement Rates for Air Travel
    United States Department of Agriculture Farm and Foreign MAP 15–004 Agricultural Services SUBJECT: Reimbursement Rates for Air Travel under Generic Promotion Foreign Activities Agricultural Service TO: All Market Access Program (MAP) Participants 1400 Independence Ave, SW Stop 1052 Washington, DC ISSUE 20250-1052 The revised MAP regulations were published on May 17, 2012, and became effective beginning with program year 2013. This program notice is being issued to provide clarity regarding the reimbursement rates for air travel under generic promotion activities. Regulations regarding the reimbursement rates for air travel under generic promotion activities are found at 7 CFR 1485.17(c) (8) (ii), (iii), and (iv). These sections read as follows: §1485.17(c)(8)(ii) CCC generally will not reimburse any portion of air travel, including any fees for modifying the originally purchased ticket, in excess of the full fare economy rate or when the MAP Participant fails to notify the Attaché/Counselor in the destination country in advance of the travel, unless the CCC determines it was impractical to provide such notice. If a traveler flies in business class or a different premium class, the basis for reimbursement will be the full fare economy class rate for the same flight and the MAP Participant shall provide documentation establishing such full fare economy class rate to support its reimbursement claim. If economy class is not offered for the same flight or if the traveler flies on a charter flight, the basis for reimbursement will be the average of the full fare economy class rate for flights offered by three different airlines between the same points on the same date and the MAP Participant shall provide documentation establishing such average of the full fare economy class rates to support its reimbursement claim.
    [Show full text]
  • ENRIQUE BELTRANENA Redefining Low-Cost the Mexican Way at Volaris from LONDON to QUIETER ABETTERWAYTOFLY
    REGIONALS Why history could LEISURE Lines blur with CARGO Implications for freighter repeat itself at US feeder airlines Europe’s budget brigade fleet as market recovery falters STRATEGY FOR AIRLINE BOARDROOMS WORLDWIDE OCTOBERXXXXXX 20152014 flightglobal.com/airlines INTERVIEW ENRIQUE BELTRANENA Redefining low-cost the Mexican way at Volaris FROM LONDON TO QUIETER ABETTERWAYTOFLY. boeing.com/commercial Boeing commercial airplanes are quieter than ever, significantly reducing noise near airports. They’re also the world’s most fuel-efficient airplanes, cutting greenhouse gas emissions by up to 25%. And the Boeing ecoDemonstrator program is accelerating the development and use of new technologies to further minimize aviation’s environmental footprint around the world. That’s a better way to fly. URXWHVRQOLQHFRP Plan your 2016 Route Map Routes regional events unite aviation professionals ZLWKDPDUNHWVSHFLȴFIRFXV Connect with decision makers dedicated to \RXUUHJLRQDQGFDSWXUHWKHLQWHUHVWRILQȵXHQWLDO LQGXVWU\SOD\HUVWRGHYHORSQHZDLUVHUYLFHV ([FOXVLYHFRPELQDWLRQR΍HU 5HJLVWHUIRU\RXUVHOHFWHGUHJLRQDOHYHQWV DQG:RUOG5RXWHVE\WKHVW2FWREHU WRWDNHDGYDQWDJHRIGLVFRXQWHGUDWHV 7RUHJLVWHUIRU\RXUFKRVHQUHJLRQDO HYHQWSOHDVHFRPHWRVWDQG1DW :RUOG5RXWHVRUYLVLWURXWHVRQOLQHFRP 5RXWHV$PHULFDV Routes Asia 5RXWHV(XURSH San Juan, Puerto Rico 0DQLOD3KLOLSSLQHV .UDNµZ3RODQG Ȃ)HEUXDU\ Ȃ0DUFK Ȃ$SULO )RUPRUHLQIRUPDWLRQFRQWDFWVDOO\DQQHFROOLQV#XEPFRP CONTENTS VOLUME 31 NUMBER 8 REGIONALS Why history could LEISURE Lines blur with CARGO Implications for freighter repeat itself at US feeder
    [Show full text]