Sale of transportation by interline. Interline agreement - counting the pros How does an interline agreement differ from code sharing

Not so long ago, such a form of partnership as interline agreements was not as significant for Russian air carriers as it is now. However, JSC "Vladivostok Avia" started using this scheme quite a long time ago - the most active process of concluding agreements began six years ago. The result was more than 40 interline agreements with leading Russian and foreign air carriers.

So what is "interline" in civil aviation? This is the simplest and most widespread type of cooperation in the world between airlines both within one country and different countries. The subject of the agreements is the recognition of the transportation documentation of one carrier by another, while, in most cases, air carriers supplement these agreements with special tariff agreements.

For the airline, the benefits of the agreement are obvious. Due to the flights of the interline partner, the most important goal is achieved - to attract passengers with a wider network of routes. In addition, the agent network of airlines participating in the agreement is expanding. Today, any agent or ticket office can issue a single Vladivostok Air ticket for transportation by Aeroflot, Korean Air, Siberia, etc. And vice versa.

For the passenger, the main benefit of "interline" is the issuance of a single ticket. What does it mean? Let's say that a local airline does not have a flight that would take you to the desired city. Previously, you would have to first buy a ticket to an intermediate point on your route, then go buy a ticket for a flight from another company. Now, any air ticket office or agent will offer you a single ticket, no matter how many airlines are involved in the transportation - which is very convenient and saves your time. When transferring during the journey, the passenger simply presents a ticket-booklet, from which coupons are withdrawn, and in the case of issuing an electronic ticket, it is enough to present a passport.

Another plus is an attractive pricing policy. Passengers get access to special fares that airlines provide on their flight segments. Each carrier decides for itself what level of fares to provide under the agreement. It happens that the price of an interline ticket is reduced by half compared to a regular one.

In addition, passengers get the opportunity to use the most convenient connections with flights various airlines- parties to the agreement.

And, finally, transit passengers receive their luggage at the final point of the journey, without intermediate check-in - the so-called through baggage transportation takes place. By the way, Vladivostok Air has been using this system since 1993.

It was six years ago that we made significant efforts to convince other airlines to conclude an agreement with us, - says Andrei Spitsyn, head of the air transportation sales service of Vladivostok Avia, - Today, when time has proved the correctness of the idea, we are very selective in choosing partners. The conclusion of the agreement is proposed, first of all, to airlines flying on new routes for Vladivostok Air. And, as a rule, there are no refusals, since today everyone has appreciated the benefits of an interline agreement - the airline's route network has become very attractive, and IATA, of which we are members, has proposed a mechanism for concluding such agreements, which boils down to a formal exchange of telegrams between interested carriers. Today Vladivostok Air has agreements with more than forty Russian and foreign airlines.

The modern system of international air transportation is able to deliver a passenger or cargo to almost any city in the world that has an airport. This does not mean, however, that there are direct airline flights between any pair of cities in the world, which is practically impossible, and is not required, since in order to get to the desired destination, compound routes are used, formed from flights, including, different airlines.

The part of the route between two adjacent points is called a leg. In the simplest case, a round-trip flight is a two-leg route. The number of sections on the route of a tourist tour can reach 10 or more.

Both Interline agreements discussed above - bilateral and multilateral - create opportunities for airlines to perform joint transportation, since these agreements are most often concluded by airlines that are interested in the through sale of transportation for connecting flights, which allows them to increase their income, expand the air transportation market and provide access to new markets .

The cooperation of airlines under Interline agreements allows passengers who make several transfers during a trip and are served by partner airlines on different sections of the route to avoid many bureaucratic procedures and technical inconveniences. For example, tickets during a transfer trip with several transfers are issued on a single form, and baggage checked in once upon departure can be received at the end of the trip without re-registration at intermediate points.

Since the subject of interline agreements between airlines is the recognition of the transportation documentation of one carrier by another (air ticket, MCO, etc.), each party to the agreement has the right to issue transportation on its own forms to the regular domestic and / or international lines of the interline partner, and / or on transfer transportation. The sale of air transportation under interline agreements can also be carried out on neutral transportation documents BSP, ARC and TCH.

Modern booking systems allow issuing passenger air tickets for transportation along complex multi-leg routes on one or more related transportation documents. At the same time, the fare is not calculated in the usual way: it is not equal to the sum of the sectional fares - it would be too expensive for the passenger, especially if he is not going to make stops at intermediate points. The method developed by IATA for calculating the cost of such air transportation takes into account many factors - the type of route, the ratio of distances between intermediate points, the countries of sale and the start of transportation, the class of service, the presence or absence of passenger stops (“stopover” / “transfer”), ground transportation and others. At the same time, the sectional tariffs (tariff) available in tariff directories or booking systems are used only as a “raw material” for calculating the fare (fare). As a result, the agent for the sale of transportation, filling out an international passenger ticket, enters in the column "Fare calculation" the cost shown as a single amount for several segments of transportation included in it, served by different airlines- the so-called "through fare" (through fare).

Through fares are the subject of distribution between airlines - carriers after the transportation is completed, since the proceeds from the sale of the entire transportation as a whole, according to international rules, go to the account of the airline - the owner of the transportation document. As a result, there is a need to share the income between all participants in the transportation and, consequently, the need for financial settlements between the interested parties.

In addition, each airline would like to have information on the revenue generated from each of its segments of travel, for example to analyze the efficiency of a flight/destination.

In all these cases, the prorate is used.

Prorate- a set of rules for determining the cost attributable to one segment (coupon) of passenger or cargo air transportation performed jointly by several airlines. Used to determine the revenue due to each carrier. Rating, or pricing - determining the share of the Airline in the total cost of transportation on a multi-leg route.

The Prorate methodology is described in the IATA-published Revenue Accounting Manual, Prorate Manual Passenger - passenger, Airline Proration Directory Cargo - cargo) and others. These documents include the texts of the Multilateral Agreements on Cargo and Passenger Prorates (MPA - Multilateral Proration Agreement, MPA - Passenger, MPA - Cargo), whose participants are all leading airlines, members of IATA..

Multilateral agreements contain a detailed description of the prorating rules, the specifics of their application for passenger tickets, paid baggage receipts, air waybills with relevant examples. Passenger and cargo prorate methods have much in common and differ in many ways. Following are some of the concepts used in the prorate procedure.

The prorate is applied to the Amount to be Prorated (ATVR - Amount To Be Prorated), which includes the through tariff and possible surcharges, formed during the construction of the tariff.

The distribution of ATVR between carriers is carried out in proportion to the prorate coefficient given and the corresponding directories. This is the so-called straight or “correct” prorate (Straight Rate Proration).

Taking advantage of the opportunity provided by the MPA, many airlines issue additional Conditions - Proviso (proviso), which stipulate specific amounts due to them for transportation on their own legs.

A provisional document is a text document drawn up according to certain rules and undergoing approval at the IATA Prorate Agency (Program Agency). The airline's proviso usually contains in the list countries, regions, cities for which percentages to the Base Amounts are set. The specific amount that an airline requests for a given segment is determined by multiplying the Base Amount by the appropriate percentage. The base amounts for different classes of service are presented to the airlines together with Proviso and are published in regularly updated directories. Different percentages can also be specified for normal, special or specific types of fares.

In accordance with the rules of the MPA, if the ATVR includes a section or sections of transportation subject to Provisos, then carriers on these sections are due the amounts according to these Provisos, and for the remaining sections, a direct Prorate is applied. The minimum prorate rule and a number of other MPA rules cancel Proviso for certain types of transportation, category of passengers, or if the share of any carrier is too small.

In addition to the Multilateral Prorate Agreement, within the framework of interline agreements, airlines often conclude bilateral Special Proreit Agreements (Special Proreit Agreements), on the basis of which transfer tariffs are developed for the through sale of traffic on connecting flights of both partners, as well as additional conditions for the distribution of income on jointly operated flights. routes.

Thus, the main task that arises before the economists of the Airline Settlement Center is to determine the share of the total cost of transportation on a multi-leg route due to the Airline for transportation on its sections. This process, called shipping document pricing, is performed based on the information available in Flight Coupons.

The pricing is as follows:

§ Control of the correctness of the construction and application of tariffs by agents who executed the sale;
§ Control of invoices issued to the Airline by other airlines on the basis of the Airline's flight coupons;
§ Formation of invoices for other airlines based on flight coupons of other airlines;
§ Accounting for income on the Airline's transportation segments.

In general, the share of the carrier in the total cost of transportation is determined in proportion to the full sectional tariffs along the routes of transportation.

Example. Route transportation A-B-C, through tariff - T AS, Carrier on section AB - airline X 1, on section BC - airline X 2. Divisional tariff on the section AB - T AB, on the section BC - T BC

The share in the through fare T AS due to airline X 1 for transportation on section AB is determined by the prorate (D X1).

The share of airline X 2 is determined as follows:

The considered example is quite simple, but in practice there are more complex cases when the ATVR includes not only a through tariff, but also possible surcharges.

The prorating rules are also quite complex, depending on the nature of the route, the time of sale and the execution of the transportation, they offer multiple currency conversions if the transportation is sold in national currency, etc. When estimating using the prorate method, the economist must:

a) extract from the Prorate Factorn Manual the prorate coefficients and Base Amounts for all sections of the considered route;

b) flip through the multi-page Airlines Proration Directory to find, study and apply published English language Proviso of airlines involved in transportation on the route;

c) take into account the various surcharges / discounts to the tariffs applied during the sale;

d) calculate the income of carriers, observing the limits on the share of each of them and special rounding rules.

Work on the “manual” pricing of flight coupons is inefficient, labor-intensive and requires a fairly high qualification and experience.

The use of an automated system greatly facilitates the pricing. In this case, the economist is only required to enter the initial information extracted from the corresponding coupon columns. The result of prorating will be received automatically. The system includes calculators for cargo and passenger prorating, which provide calculation of income distribution by transportation segments, taking into account:

§ the principle of prorating by coefficients, and the cargo prorate calculator provides automatic construction (according to the rules established in IATA) of prorate factors for the transportation sections not in the database using the methods of one or two intermediate points;
§ minimum income for transportation sections;
§ conditions (Proviso) of airlines and rules for their application;
§ IATA rounding rules;
§ other conditions set forth in the "Airlines Proration Directory" and "Multilateral Proration Agreement".

The system database contains background information to provide the above functions. It should be noted that for its normal functioning, it is required to subscribe to IATA for the PFM directories supplied on magnetic media, which are quite expensive. The system is the basis for the implementation of modern technology of mutual settlements in the Airline.

The work related to the control of the correctness of the construction of tariffs and the application of the rules of prorating in mutual presentations occupy an important place in the activities of the Airline's Settlement Center. Qualified personnel serving this technological area are able to significantly reduce the losses of the Airline's income during mutual settlements.

Mutual settlements under interline agreements can be made both directly between partner airlines and through the Clearing House of the International Air Transport Association IATA (IATA Clearing House, ICH), which is a global system for mutual settlements between airlines for interline transportation and other services rendered to each other. services.

In the first case, the airline - the owner of the transportation document receives the entire amount for the sold transportation. The rest of the carrier must bill her for their share of the total revenue due to them. The owner of the transportation document controls the incoming invoices in terms of the correctness of the calculation of these shares.

When issuing a ticket on a neutral transportation document, the ownership of the ticket is determined by the first flight coupon. If, for example, a French BSP agent issued a ticket for a route consisting of an Air France segment, then a flight of the Czech Airlines (OK) along the route, then the numbers 057 (AF) will be entered in the first three free fields of the neutral ticket number, the agency the report and revenue for the entire flight will go to Air France. After the flight under the OC coupon, mutual settlements between AF and OC will be settled in accordance with the interline agreement by invoicing OC to AF.

There is a practice of rejecting invoices by the airline due to errors or inaccuracies contained in them.

In this case, the rejecting airline indicates the account number and details of the specific transportation document confirming the settlement; state the reason for the rejection, including reference to tariffs or other agreement forming the basis for the rejection; returns to the counterparty only the difference in disputed amounts. At the same time, the airline confirms its position with the relevant transportation documents that were attached to the original invoice.

If the airline rejects only part of the amount, then all shipping documents attached to the original invoice must be returned along with the invoice being rejected.

Except in cases of deliberate error, the minimum deviation amount for passenger and cargo transportation is $5, or its equivalent, determined using the same bank rate as the original invoice.

Settlement of mutual settlements for transportation on international lines can be carried out within strictly limited time limits.

Thus, the initial presentation of transportation documents is included in the calculations no later than 6 months after the last day of the month of transportation (for example, if the transportation was performed in the period December 1-31, then the calculations are made before June 30).

The first rejection of the presentation by the airline is made no later than 9 months after the date of receipt of the initial presentation.

The second rejection must be submitted no later than 6 months after the date of receipt of the first rejection.

The third rejection is submitted no later than 6 months after the date of receipt of the second rejection (for example, if the second rejection is received on January 4, then the third rejection is submitted no later than July 4).

Upon receipt of the third rejection, the carrier airline starts a correspondence with the airline that issued the transportation and tries to prove the correctness of the initial calculation. The deadline for submitting a request is limited to 6 months after the date of receipt of the third rejection.

IATA Clearing House is a tool for accelerating mutual settlements between air carriers operating a large number of international flights and transportation on interlines with other airlines.

Mutual settlements with airlines participating in interline agreements are carried out by the Clearing House by monthly summing up the overall balance, which compares favorably with the operation of this system from the practice of direct settlements between companies, in which delays sometimes reach six months or more. In a situation where the airline has a constant positive balance (the difference between income and expenses) on interline settlements, it receives a guarantee of regular monthly receipt of funds to its account, and also reduces bank costs associated with making payments. In addition, work through the IATA Clearing House is a necessary condition for the airline to participate in many international projects, to conclude contracts, etc. Today, the services of the IATA Clearing House are used by more than 400 airlines in the world.

UDC 338.47

MODERN FEATURES OF SELLING AIR FREIGHT UNDER INTERLINE AGREEMENTS

O.V. EMELYANOV

The article is presented by Doctor of Economic Sciences, Professor Repina O.V.

General information about interline agreements is considered. Examples are given illustrating the transition from traditional technology to “electronic” interlines (IET). The main activities, costs and benefits associated with their implementation are identified.

Key words: interline agreements, air transportation, sales features.

Consider an example of a complex air transportation route Moscow - Bodrum. There are no direct scheduled flights on this route. A passenger can choose a connected flight (Moscow - Istanbul by Aeroflot and Istanbul - Bodrum by AtlasJet) and at the same time purchase only one ticket issued on Aeroflot's letterhead. This is possible due to the fact that there is an interline agreement between the airlines.

The issue of interline agreements is extremely important at the present time. The transition of all BSPs to an electronic ticket took place in June 2008, but not all airlines coped with the task by 100%. It's not that hard to get 98% of an airline's flight sales to be electronic, according to an IATA spokesman. It is much more difficult with the remaining few percent, and one of the main problems here is interline partners. If the airline is ready to issue all tickets for its flights in in electronic format, and its interline partner does not yet support this technology, then a ticket for flights of both the interline partner and both companies will have to be issued in paper form. Thus, with the transition of BSP to electronic ticketing, some airlines have lost some of their interline sales, and they are faced with the challenge of catching up. This applies to both BSP members and airlines with interline partners who are BSP members. On the other hand, other airlines face another task - to find out how expedient the organization of electronic interline sales is. To solve these problems, it is necessary to have a good understanding of both “paper” interlines and the features associated with the transition to “electronic ticketing under interline agreements” (Interline Electronic Ticketing - IET).

Interlines can be divided into two large groups - interlines on an airline letterhead and interlines on a neutral letterhead (BSP or TCH).

In the first case, an interline agreement allows one airline to issue a ticket on a ticket form of another airline (see the example above). In relation to electronic ticketing, where, strictly speaking, there are no ticket forms, it would be more correct to say that the transportation of one airline is issued on behalf of another airline. However, for simplicity, the term “electronic form” is used.

In the second case (interline on a neutral form), the interline agreement allows the carriage of two or more airlines to be issued on one neutral form.

Here it is necessary to understand the terminology. In the “paper world”, the airline on behalf of which a ticket is issued is called a ticketing carrier, issuing carrier, plating carrier. In domestic practice, as a rule, the term “responsible carrier” is used. In electric

Throne ticketing uses the single term validating carrier (“validating carrier” or, as before, “responsible carrier”).

General considerations in favor of interline sales are quite simple (according to Wikipedia). When the carriage is issued on the letterhead of the airline, it is this airline (responsible carrier) that will receive the money. On the other hand, by allowing sales on "foreign" forms, the airline acquires the possibility of sales through the agent network of the responsible carrier. In this case, a passenger can purchase one ticket for a complex route, including transportation by different airlines.

Within these groups (interlines on the letterhead of the airline and on a neutral letterhead), many options can be distinguished. Let's consider the simplest case.

Airline AA

Airline BB

Control coupon + payment

1 1 PIPIP lltll uri

і і ПІПІП Irtil mi

H Airline agent A A I II Departure airport (Intermediate destination airport 1

Moscow) airport (Zurich) (Madrid)

Rice. 1. Interline on airline letterhead, paper technology, direct sales

On fig. 1 shows an example of the simplest transportation under an interline agreement. This example, like the next one, is illustrative and does not take into account all the complexities of the technology.

1. A passenger applies to the AA airline agency with a request to sell him transportation on the Moscow-Madrid route. He was offered a variant consisting of two sections: Moscow - Zurich (flight AA123) and Zurich - Madrid (flight BB456). The passenger receives one ticket in his hands, issued on the letterhead of the airline AA.

2. The agent sends to airline AA the control coupon of the sold ticket (as part of the agent's reporting), and also transfers to it the proceeds from the sale of the ticket.

3. The passenger is being checked in for flight АА123. At the same time, the flight coupon for this flight (flight coupon No. 1) is withdrawn from him, which is then sent to AA airlines.

Coupon data is entered into the revenue accounting system - RAS (Revenue Accounting System). It is assumed that the revenue accounting department uses an automated system. Since the performance of the Moscow - Zurich section is now documented, part of the cash received in stage 2 can be recognized as income for AA. The method of determining the airline's share in the total cost of transportation is specified in the interline agreement. It can be fixed in advance, or it can be calculated according to a certain method (this process is called “prorating”).

4. Passenger, already in Zurich, checks in for flight BB456. At the same time, flight coupon No. 2 is withdrawn from him - this coupon is sent to BB. At this stage, BB may recognize revenue from the Zurich-Madrid transport, but the cash for the transport has not yet been received.

5. Airline BB issues an invoice to Airline AA for the amount due to BB for the carriage from Zurich to Madrid.

6. AA pays the invoice.

With the transition to electronic ticketing, the technology changes somewhat.

Consider the organizational side of the issue (from the standpoint of accepted international practice). In order to organize electronic interline sales, two airlines enter into an appropriate agreement (LET Agreement) - regardless of the existence of an agreement on a “paper” interline. A GBR (General Business Requirements) document is also being drawn up, in which the airlines agree on all the technical and organizational aspects of the future interline that they consider important.

A new participant in the process appears - an electronic ticketing server (ETS - Electronic Ticketing Server (Fig. 2). Each airline wishing to participate in electronic ticketing must have such a server. It is in it that electronic tickets are created and stored. Since the creation and maintenance of ETS is complex technical process, airlines use the services of system providers (for example, Aeroflot's ETS service provider is Saber).

An airline wishing to be a validating carrier for interline sales must already “be able” to sell e-tickets for its flights. An airline whose flights will be sold only on someone else's electronic form (quite a real practice) does not have such a requirement. In any case, an information link (LET-link) should be organized between the ETS of both airlines (Fig. 2). As a rule, system providers deal with this task. They, in turn, often use the services of "hubs" to organize links, such as Amadeus ET Gateway or Worldspan Lnterchange. For using the link, the provider may be charged a subscription fee, which the provider transfers to the airline. It may also require improvements to the reservation system (CRS), ETS and RAS of the airline. The final stage of link testing is carried out by airline specialists. It should be noted that the specialists of domestic airlines, due to insufficient understanding of the subject area, are often not ready for this. Thus, for the organization of electronic interline sales, the airline will have to make certain efforts and incur costs.

But obviously there are benefits. Let's see what will change when translating the relations shown in Fig. 1, on an electronic basis.

1. As in the previous example, the passenger applies to the AA airline agency with a request to sell him transportation on the Moscow-Madrid route. He was offered a variant consisting of two sections: Moscow - Zurich (flight AA123) and Zurich - Madrid (flight BB456). One e-ticket is issued on behalf of AA (AA is the validating carrier). This ticket is created in ETS AA. It will also be copied from ETS AA to ETS BB (by agreement - immediately, 72 hours before the departure of flight BB456 or upon request). Thus, the ticket, as it were, is always with the airline. This allows the validating carrier to learn about

the fact of sale on its electronic letterhead almost instantly. This makes the sales agent's report (step 2 below) generally unnecessary. The passenger receives an itinerary receipt (Itinerary / Receipt) containing the most important information on the electronic ticket. In accordance with Russian legislation, 3 options are possible:

Itinerary - a receipt is issued on the BSO (strict reporting form);

Itinerary - a receipt is issued on plain paper, but in addition to it, a receipt for payment of an electronic ticket for the BSO is issued;

Itinerary - a receipt is issued on plain paper, but in addition to it, a cash receipt is issued.

Validating Carrier

Invoice and coupon information in electronic form \

Actual carrier

Airline AA

Ticket data in electronic form + payment

ETS /*T\ Coupon status for flight BB456 = F (departed) ETS

Airline BB

Coupon status for flight AA123 = F (departed)

Flight AA123

Coupon status for flight BB456 = F (departed)

i i ПІПІП lltll mi

Agent a / c AA

Departure airport (Moscow)

Intermediate airport (Zurich)

Destination airport (Madrid)

Rice. 2. Interline on airline letterhead, electronic technology, direct sales

All three options are used in practice. Thus, at this stage, AA airline saves on the opportunity to do without ticket forms: there is no need to produce, store ticket forms, issue them to agencies. However, other BSOs may still be required (see above).

2. The agent reports to AA in full electronic form, and also transfers revenue to it. The benefit of the airline is that it can refuse manual handling.

work of control coupons and agency reporting. In addition, the efficiency of obtaining information about sales is increased.

3. The passenger is boarding flight AA123. It is understood that the interaction of the dispatch control system (DCS - Departure Control System) of AA airlines and ETS AA has already been established when organizing electronic sales only for AA flights (online sales). DCS notifies (electronically) ETS that the passenger has departed. The status of the coupon for flight АА123 stored in ETS AA is changed to F (Flown - departed). E-coupon status

This is a one-letter indicator characterizing its current state. Thus, the processing of paper coupons at the airport, their sending to the airline and manual processing are excluded from the business process. Similar to the previous paragraph, the efficiency of obtaining information about the flight is increased.

4. RAS AA receives (by certain schedule) from ETS AA data on coupons that have a final status (a status allowing mutual settlements on a coupon; F is one of the final statuses), including the coupon in question for flight AA123. Cash, due to AA for the transportation Moscow - Zurich, can be recognized as its income. The advantages of the new technology discussed in paragraphs 1-4 apply to electronic ticketing in general. P.p. 5 - 9 describe the specifics of the IET.

5. A passenger is boarding flight BB456. Similar to step 3, the status of the coupon for flight BB456 held in BB's ETS changes to F and BB recognizes its revenue.

6. ETS BB informs ETS AA that the coupon status for flight BB456 stored in ETS BB has become F (this information is not yet available in ETS AA).

7. The status of the coupon for flight BB456 stored in ETS AA also becomes F. ETS AA generates and sends the Settlement Authorization Code (SAC) to ETS BB. The dispatch of the SAC expresses the readiness of AA to accept from BB an invoice for the amount due to BB for the carriage from Zurich to Madrid.

8. Similar to step 4, RAS AA and RAS BB receive from their ETS data on coupons with final status. Therefore, both RAS will receive information on the coupon for flight BB456. This information contains the SAC (same for both RAS). Thus, a new tool has appeared that ensures the accuracy of mutual settlements.

9. Airline BB issues an invoice to Airline AA for the amount due to BB for the carriage Zurich - Madrid. The invoice and accompanying information can be transmitted electronically - by agreement of the companies. Regardless of the form in which the invoice is issued (and whether it is issued at all), airlines can use the services of IDEC - Interline Data Exchange Center. IDEC consolidates data on all invoices issued by airlines and provides each airline with one file with information on all invoices issued to that company. This information includes coupon data. The time required for settlements is reduced.

Thus, an airline wishing to organize electronic interline sales on its own letterhead (i.e., as a validating carrier and not on a neutral letterhead) should take into account the factors presented in Table 1. 1. This implies that the sale electronic tickets on own flights is already underway.

IET is a promising direction for automating the commercial activities of airlines, but the implementation of IET projects requires certain efforts and costs.

Table 1

Organizational events ___________________________________

1. Concluding an IET agreement with an interline partner

2. Compiling a GBR with an interline partner

3. Conclusion of an agreement with the provider on the implementation of the IET link / improvements ___________________

4. Reorganization of the business process for a new technology _____________________________________________

Expenses___________________________________________

1. Implementation of the IET link ______________________________________________________________________

2. Subscription fee for IET-link ____________________________________________________________

3. Necessary improvements CRS, ETS, RAS (optional) ______________________________________

Benefits ____________________________________________

1. Retention of the interline partner (valid for situations where the interline partner has completely switched to electronic ticketing and issuing paper tickets for its flights has become impossible) ________________________________________________________________

2. No need to produce, store, transport, process manually BSO ___________________________________________________________________________________________

3. More prompt receipt of confirmation that the flight (both own and partner) has been completed. The confirmation is the status F of the coupon in the ETS of the airline __________________

4. Increasing the accuracy of mutual settlements through the use of SAC____________________________

5. More efficient mutual settlements______________________________________________

LITERATURE

1. Passenger Services Conference Resolutions Manual (PSCRM): A collection of International Air Transport Association standards.

CURRENT PARTICULARITITES OF INTERLINE SALES

General information on interline sales is presented. Examples showing the transition from the conventional technique to Interline Electronic Ticketing are given. Organizational issues, costs and benefits of the new technique are defined.

Key words: interline agreements, air transport, particularly sales.

Emelyanov Oleg Valerievich, born in 1983, graduated from the Moscow State Technical University. N.E. Bauman (2006), post-graduate student of the Department of Finance, Moscow State Technical University of Civil Aviation, author of 4 scientific papers, area of scientific interests - automation of commercial activities of the airline.

__________ "___"________ ____ d. __________________________________________________________, hereinafter referred to as __ in (name of the airline, IATA code) hereinafter "Airline-1", represented by ______________________________________, (full name and position) acting __ on the basis of ______________________________________________, and (Charter , Regulations, Powers of Attorney) _________________________________________________, hereinafter referred to as ____ (name of the airline, IATA code) "Airline-2", represented by _________________________________________________, (full name and position) acting __ on the basis of ________________________________________________, together (Charter, regulation, power of attorney) referred to as the "Parties", "Air Carriers", have entered into this Agreement as follows:

1. Subject of the Agreement

1.1. This Agreement implies the mutual recognition of the transportation documents of the Air Carriers when carrying passengers, baggage, cargo, the procedure for mutual settlements and the settlement of other relations arising from the mutual recognition of transportation documents, i.e. Each Party to this Agreement has the right to arrange transportation on its own forms for regular domestic and / or international lines of an interline partner, and / or for transfer transportation, and / or charter transportation with the obligatory participation of both Parties to this Agreement.

1.2. Under the terms of this Agreement, each Air Carrier sells air tickets for flights of the other Party on its own forms of transportation documents; Passengers will be able to purchase tickets for flights of Airline-1 at the box office or through the agent network of Airline-2 and vice versa.

1.3. Flights by Air Carriers can be issued on the letterhead of any of the parties to this Agreement.

1.4. The proceeds from the sale of these tickets are credited to the accounts of the Airline that made the sale.

1.5. Air carriers accept for transportation passengers, baggage, cargo according to each other's transportation documents.

1.5.1. Rule 1.5 of this Agreement shall also apply in cases of emergency replacement of one of the Air Carriers by another person or another person by the Air Carrier.

1.5.2. If the Air Carrier refuses to perform transportation, the refund of money under the transportation documents of another Air Carrier is carried out in the usual manner, as in accordance with its own transportation documents.

1.5.3. In case of accidents, causing damage, settlement according to the transportation documents of another Air Carrier is carried out in the usual manner, as according to their own transportation documents.

1.5.4. Under this Agreement, services mutually rendered by the Air Carriers are also performed, such as: airport services, etc.

2. Performance of the Agreement

2.1. The implementation of this Agreement will be carried out by the Parties both on the forms of each Air Carrier, and by issuing a single ticket for the carriage of a passenger on connecting flights of both Air Carriers, regardless of the number of transfers on the way to the destination.

2.2. Air tickets are provided to passengers at special rates, which are set by the Air Carriers on their segments of the flight. Each Party independently decides what level of tariffs to provide under this Agreement.

2.3. When selling air tickets, the Parties act as agents of each other.

2.4. Air carriers guarantee:

work to eliminate cases of incorrect filling of documentation;

the presence at the airport of departure of passenger manifests after the departure of the flight;

exclusion of cases of registration of passengers without presentation of air tickets;

exclusion of cases of transfer of passenger coupons to representatives of third-party organizations;

transfer of passenger coupons to representatives of another Air Carrier not earlier than ___ hours, but not later than ___ hours after the end of the carriage.

2.5. When participating in charter flights, Air Carriers guarantee:

approval of the charter program;

the existence of the airline's liability to the tour operator and passengers in the event of a delay in the departure of the aircraft;

provision of hot meals and drinks to passengers at the airport of departure/arrival in case of flight departure delays of more than 3 hours (every 3 hours);

providing information about the movement of the flight to all interested citizens and services (passengers, airport of departure and arrival, airport information services, etc.);

the presence of a representative of the Air Carrier with passengers in case of flight delays at the airports of departure and destination;

information about where, by whom and with what validators the issuance of air tickets is carried out;

issuance of air tickets exclusively in both directions, subject to the conditions of the flight on different dates to the destination and back;

mutual obligations of the Air Carrier and the tour operator to return the imported passengers;

ensuring that airports (departure and arrival) are informed about the flight schedule (telegrams about the movement of the aircraft);

availability of own forms of air tickets registered in the State Civil Aviation Administration of the Ministry of Transport of Russia, and registration of transportation only on these forms.

2.6. Flights of mutual operation of the Parties are issued in accordance with this Agreement.

3. Calculations. Rates

3.1. Not earlier than ___ hours after the completion of the flight for which transportation documents are issued in accordance with this Agreement, the Air Carriers make mutual settlements directly with each other on the basis of invoices issued by them to each other and the corresponding flight coupons of air tickets attached to them, for which transportation services were provided.

(Option: through IATA Clearing House based on their invoices.)

3.2. The results of mutual settlements are documented in acts. In this case, the positive balance is transferred to the account of the creditor airline.

(Option: Mutual settlements between the Air Carriers are executed using special forms of the IATA Clearing House.)

3.3. The airline for the sale of transportation of the other Party, including those issued on its own forms, receives a commission in the amount of __________________.

3.4. An air carrier that has received income from the sale of passenger seats and clearance of cargo on a code-share flight shall make settlements for all passenger seats at the price specified in the annex to this Agreement, regardless of whether all seats are sold or not. The amounts received by the Airline for the sale of excess baggage for a codeshare flight are transferred to the other Party minus the commission fee.

3.5. Not later than the ___ day of each month, the Parties present invoices to each other for transportation performed during the current month.

4. Final provisions

4.1. This Agreement is valid for _____________ and may be automatically extended for the same period if neither Party declares its termination.

4.2. Each Party has the right to withdraw from this Agreement by notifying the other Party in writing at least _______________ before termination of the Agreement.

4.3. Participation in this Agreement does not limit the rights of the Parties to participate in similar agreements with other carriers.

4.4. This Agreement shall enter into force from the date of its signing by the Parties.

4.5. All changes and additions to the Agreement are valid if they are made in writing and signed by authorized representatives of both Parties.

4.6. This Agreement is signed in two identical copies in __________ language(s) - one for each of the Parties.

5. Details and signatures of the Parties

Airline-1: Airline-2: __________________ "_______________" __________________ "________________" TIN/KPP ____________________________ TIN/KPP _____________________________ Legal/postal address: ________ Legal/postal address: _________ ____________________________________ _____________________________________ R/s ________________________________ R/s _________________________________ at the bank ____________________________ at bank _____________________________ C/s ________________________________ C/s _________________________________ BIC ________________________________ BIC _________________________________ Phone: ________________________________ Phone: ____________________________ E-mail: _________________ E-mail: __________________ M.P.

Sale of transportation by interline. Interline agreement - counting the pros How does an interline agreement differ from code sharing