<P> IASTA allows each member country to charge foreign airlines "reasonable" fees for using its airports (which is applicable, presumably, only to the second freedom) and "facilities"; according to IATA, such fees should not be higher than those charged to domestic airlines engaged in similar international services . Such fees indeed are commonly charged merely for the privilege of the overflight of a country's national territory, when no airport usage is involved . (Although it should be noted that overflights might still be using services of a country's Air Traffic Control Centers). For example, the Federal Aviation Administration of the U.S., an IASTA signatory, charges the so - called en route fees, of $58.45 (US $60.08 beginning 1 January 2018) per 100 nautical miles (190 km), of great circle distance from point of entry of an aircraft into the U.S. - controlled airspace to the point of its exit from this airspace . In addition, a lower fee--the oceanic fee--is charged ($23.15 per 100 nautical miles (190 km); $24.77 beginning 1 January 2018) for flying over the international waters where air traffic is controlled by the U.S., which includes sections of Atlantic & Arctic Oceans and much of the northern Pacific Ocean . Countries that are not signatories of the IASTA charge overflight fees as well; among them, Russia, is known for charging high fees, especially on the transarctic routes between North America and Asia, which cross Siberia . In 2008, Russia temporarily denied Lufthansa Cargo permission to overfly its airspace with cargo ostensibly due to "delayed payments for its flyover rights". European airlines pay Russia € 300 million a year for flyover permissions . </P> <P> The second freedom allows technical stops without the embarking or disembarking of passengers or cargo . It is the right to stop in one country solely for refueling or other maintenance on the way to another country . Because of longer range of modern airliners, second freedom rights are comparatively rarely exercised by passenger carriers today, but they are widely used by air cargo carriers, and are more or less universal between countries . </P> <P> The most famous example of the second freedom is Shannon Airport (Ireland), which was used as a stopping point for most transatlantic flights until the 1960s, since Shannon Airport was considered the closest European airport to the United States . Anchorage was similarly used for flights between Western Europe and East Asia, bypassing the prohibited Soviet airspace, until the end of the Cold War . Anchorage was still used by some Chinese and Taiwanese airlines for flights to the U.S. and Toronto until the 2000s . Flights between Europe and South Africa often stopped at Ilha do Sal (Sal Island), off the coast of Senegal, due to many African nations refusing to allow South African flights to overfly their territory during the Apartheid regime . Gander, Newfoundland was also a frequent stopping point for airlines from the USSR and East Germany on the way to the Caribbean, Central America, Mexico and South America . </P> <P> In contrast to transit rights,' traffic rights' allow commercial international services between, through and in some cases within the countries that are parties to air services agreements or other treaties . While it was agreed that the third to fifth freedoms would be negotiated between states, the International Air Transport Agreement (or "Five Freedoms Agreement") was also opened for signatures, encompassing the first five freedoms . The remaining four freedoms are made possible by some air services agreements but are not' officially' recognized because they are not mentioned by the Chicago Convention . </P>

What are the two fundamental freedoms embodied in the chicago convention