Application of Tariff - Lufthansa

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					Application of Tariff
Application of Tariff 1
Applicability of Fares (Extracted from IATA Reso 017)    4
   Different carriers in a fare                          4
   Normal Fares                                          4
   Special Fares                                         4
   Cabotage Fares                                        4
   Fares Established as a Percentage                     5
Validities and Counting                                  6
   Validity of Ticket                                    6
   Validity of Fares                                     6
   Counting of Days                                      6
   Counting of Month(s)                                  7
   Counting of Year                                      7
Minimum Stay                                             8
Maximum Stay                                             8
Stopovers and Transfers                                  9
   General Stopover Rule                                 9
   Definition of Stopovers                               9
   Definition of Transfers                              11
Published Fares and Add-On Amounts                      12
Mileage System / Routings                               12
   Mileage Calculation                                  12
   Applicable Fare when Mileage exceeded                12
   Surface Transportation (Gaps)                        13
   Mileage Exceptions                                   15
Excess Mileage Allowance (EMA)                          17
   Special EMAs for LH and UA                           17
Interrupted Travel                                      19
   General Rule for Interrupted Travel                  19
   Interrupted Travel with Normal Fares                 19
Fare construction                                       21
   Fare construction principles - how to proceed        21
   Basic fare construction principles                   21
Pricing Unit Concept                                    23
   Definitions                                          23
   Sequence of checks                                   24
   Applicable fares                                     24
   Constructed fares                                    24
   Add-on constructions                                 25
   Add-on application                                   25
   C/ construction to establish unpublished fares       25
   Fares based on a Percentage of another Fare          25
Comparing fares with global indicators                  27
Construction Rules For Journeys                         30
   General                                              30
   How to determine the Fare for a Journey              30
   "Slicing" and "Dicing" an Itinerary                  30
   Round, Circle, Open Jaw Trip Journeys                30
   RT, CT, OJ Journeys with common Point/Country        31
  Fare Direction for RT, CT, OJ Journeys                               31
  OJ Journeys - alternative Option for Assessment                      31
  Journeys other than Round, Circle, Open Jaw Trips                    31
  Journey Limitations on Indirect Travel                               32
  Arrivals and Departure in one Country                                32
Construction Rules for Individual Pricing Units                        33
  OW Pricing Units                                                     33
  Minimum checks for OW pricing units                                  34
  Round Trip Pricing Units                                             34
  Circle Trip Pricing Units                                            35
  Definition of a CT                                                   35
  Circle Trip Construction                                             35
  Circle Trip Minimum Fare Check (CTM)                                 35
Unreasonable connections                                               37
Normal Fare Open Jaw Pricing Units                                     39
  Definition of normal fare OJ                                         39
  Fare construction for normal fare open jaw                           39
Minimum checks for Fare Open Jaws                                      41
  Directional Minimum Check                                            41
  Common Point Minimum Fare Check (CPM)                                41
Special Fare Open Jaw Pricing Units                                    42
  Definition of Special Fare OJ                                        42
  Fare construction for special Fare open Jaw                          42
Construction Rules for Fare Components flown in one Class of Service   43
  General                                                              43
  General Provisions for fare components                               43
Limitations on Indirect Travel                                         44
  General Limitations                                                  44
  Additional limitations at the origin point                           44
  Additional limitations at intermediate points                        44
  Additional Limitations by Country                                    44
  Journey limitations                                                  45
Fare components with a surface sector(s)                               46
  Fare Calculation                                                     46
  Normal fares                                                         46
Higher Intermediate Point (HIP) Check                                  47
  HIP check for normal and special fares                               47
  HIP exceptions by countries                                          47
  HIP check - normal fares                                             48
  HIP check - special fares                                            50
Fares Guarantee (IATA Reso 049x)                                       52
Refunds and Reroutings (IATA Reso 017f)                                54
  Section A - General                                                  54
  Section B - Voluntary Reroutings (for partly used Pricing Units)     55
  Voluntary Rerouting of Totally Unused Tickets                        55
  Section D - Refunds (for partly used tickets)                        55
Surface Sectors                                                        61
  Imbedded surface sector                                              61
  Fare construction surface sector                                     61
  Surface sector provisions                                            61
Combination                                                            61

                                                                        2
  End-on combination                                           62
  Side trip combination                                        62
  Local combination                                            63
  Combination of USA domestic fares with international fares   63
Mixed Class Construction                                       65
  General                                                      65
  Mixed Class Fare Checks                                      68
Normal Fare Flow Chart                                         69
  General Notes:                                               70
Summary of steps and checks                                    71




                                                                3
Applicability of Fares
(Extracted from IATA Reso 017)
The fare paid is only applicable when international travel actually starts in the country
of the point of origin shown on the ticket.

Different carriers in a fare
If, in the particular routing, travel is not limited to one or more specified carrier(s),
transportation may be on the service of any participating and connecting carrier. The
publication of a routing does not imply the existence of a service or that traffic rights
are granted. Therefore, the schedules of carriers must always be consulted when
making routing.

Normal Fares
Full fares for a First/Business/Economy Class service and restricted fares published
as normal fares (e.g. F2, C2, Y2 ect.). Children and infant fares which are established
as a percentage of a normal fare are also considered to be normal fares.
These Fares bare the Fare Type Codes FU/FR/FS/FT, BU/BR/BS/BT and
EU/ER/ES/ET.

Special Fares
Any fare other than normal fare.

Cabotage Fares
Are fares for transportation between the territories of the same state (e.g. Paris to
Reunion). These fares are not applicable for transportation by all carriers.

British Cabotage
Journeys between the following territories are British Cabotage and traffic is
restricted to British airlines which have authority to issue tickets on foreign airlines
under certain circumstances.
Bermuda, British Virgin Islands, Caicos Islands, Cayman Islands, Gibraltar,
Montserrat, Turks Islands, United Kingdom

Dutch Cabotage
Between and within Netherlands, Netherlands Antilles and Aruba.

French Cabotage
Between and within Continental France, Corsica, French Guiana, Guadeloupe
(including St. Barthelemy, Northern St. Martin, Les Saintes, La Desirade, Marie-
Galante-Grand-Bourg), Martinique, Mayotte, Reunion, St. Pierre and Miquelon, New
Caledonia (including Loyalty Islands), French Polynesia (including Wallis and
Futuna).



                                                                                           4
USA Cabotage
Journeys between the following territories are U.S. Cabotage Points:
American Samoa, Baker Island, Guam, Howland Island, Jarvis Island, Johnson Atoll,
Kingman Reef, Midway Island, Northern Mariana Island, Puerto Rico, Saipan, Swains
Island, Pacific Trust Territories, Palmyra Island, Panama Canal Zone, US Virgin
Islands, Wake Island.

Fares Established as a Percentage
When fares are expressed as a percentage of another fare and different percentages
apply on a journey, apply the following procedures:
- apply the percentage to the base fare to establish a nominal fare level
- use the nominal fare level for application of all fare construction rules
Example:
Journey A-B-C-D
Children’s fare:
A-C              50% of the adult fare
A-D              50% of the adult fare
B-C              67% of the adult fare
B-D              67% of the adult fare

Calculate amounts resulting from the application of the above percentage. Using
these amounts, apply minimum fare checks (HIPs, CTMs...)




                                                                                  5
Validities and Counting
Validity of Ticket
A ticket is valid one year after issuance. If the travel starts later than ticket issuance,
the validity is one year form the date of the first flight (departure).

Exceptions:
- for tickets paid for in the currencies of Colombia, Gambia, Ghana, Sierra Leone,
  Zambia, travel must be commenced within one month after the date of issuance
- within Japan: International tickets issued for wholly domestic travel in Japan on
  which reserved status is shown will be valid only for the flight for which the
  reservation is made; open dated tickets are valid for 60 days (via NH 90 days)
  from date of issue
- tickets issued for only seasonable services will be valid only for this use
- tickets for domestic transportation may have a shorter validity
- via SA: normal fare tickets issued for wholly domestic journeys within South Africa
  and Southwest Africa by SA are valid for six months

Once the validity is fixed, such validity will be basic for any reissue or rerouting.

Validity of Fares
Normal OW, RT or CT fares are valid one year. The validity of special fares is
described in the respective rules.
If normal and special fares are combined in one ticket, such shorter period of validity
shall apply only with respect to such special fare transportation, unless the shorter
accordance with the combination of rules for the special fare in question.

Counting of Days
Departure for each flight coupon must be scheduled before midnight local time of
expiry date on such flight coupon. In case of minimum stay requirements, the day to
which the minimum stay is related shall not be counted.

Examples:
- travel under an open ticket issued 01OCT must be commenced not later than
  midnight of 01OCT of the year following
- if travel under flight coupon No. 1 with an international flight commenced 01OCT,
  the last flight coupon of the ticket must be used for a flight scheduled to depart not
  later than midnight 01OCT of the year following, provided a normal fare is involved
- for special fares the simplest way to determine minimum and maximum stay is to
  add the number of days to the dates from which they must be counted




                                                                                              6
e.g.:   14/45 days Excursion Fare
        commencement of journey 07JUN
        minimum stay 14 days related to arrival at turnaround point = 08 JUN
        maximum stay: 45 days

        Minimum stay:      07JUN             Maximum stay:         07JUN
                        + 14days                               + 45days
                           ----------                              ----------
                        = 21 JUN                                    = 52
                                                         - 30 (30 for JUN)
                                                        ------------------------
                                                                   = 22 JUL

Counting of Month(s)
Validity of one month means a period of time from a given date in one month to the
corresponding date in a subsequent month, e.g.:
- 1-month validity 01JAN – 01FEB       or            30JAN – 28FEB
- 2-month validity 15JAN – 15MAR

Exception:
When the given date is the last day of the month the corresponding date will also be
the last day of that month: 02-month validity 28FEB – 30APR

Counting of Year
Validity of one year means a period of time from a given date in one year to the
corresponding date in a subsequent year, e.g.: 01JAN99 – 01JAN00




                                                                                       7
Minimum Stay
- Transatlantic/Transpacific: The number of days, counting from the day after
  departure on the outbound Transatlantic/Transpacific sector to the earliest day of
  return Transatlantic/Transpacific travel may commence from the last stopover
  point outside the country of origin (here including the point of turnaround)
- all other travel: The number of days counting from the day after departure, on the
  first outbound international sector to the earliest day return travel may commence
  from the last stopover point outside the country of origin (here including the point
  of turnaround)

Exception: Between Europe and Cyprus/Israel

- Sunday Return Rule: Return travel from the last stopover point outside the country
  of origin must not be commenced before 0001 hours on the Sunday following the
  day of departure from the country of origin
- when fare rule quotes a minimum number of days to be spent in or at a specific
  area, country or city, such duration is counted from the day after day of arrival to
  the earliest day return travel may commence
- Transatlantic/Transpacific to/from USA/Canada

Lufthansa:
To/from Canada: return travel from the last point of stopover may not commence
prior to the minimum stay period stated in the rule, after the date of departure from
the point of origin.
To/from USA: return travel from the last point of stopover may not commence prior to
the minimum stay period stated in the rule, after departure of the outbound
Transatlantic sector.


Maximum Stay
- the number of days counting from the day after departure, to the last day return
  travel may commence from the last stopover point
- Transatlantic/Transpacific to/from USA/Canada

Lufthansa:
To/from Canada: return travel on the last continuous sector must commence by
midnight of the last day of the maximum stay period stated in the rule, after the date
of departure from the point of origin
To/from USA: return travel from the last stopover must commence by midnight of the
last day of the maximum stay period stated in the rule, after the date of departure
from the point of origin




                                                                                         8
Stopovers and Transfers
General Stopover Rule
Stopovers are permitted at passenger’s request at any scheduled stop of an aircraft if
arranged and ticketed in advance.

Exceptions:

No stopovers are permitted if:
- a carrier has no traffic rights
- the fare does not permit stopovers
- the routing regulations do not permit stopovers

Limitation on stopover has to be observed if:
- a fare used limits for stopovers
- carriage is wholly within the USA or when US domestic fares are used in
  combination with other fares. Stopovers in USA are only permitted upon payment
  of the sector fare via the stopover point
- travel in IC-services within India, stopover restrictions are to be respected

Definition of Stopovers
IATA Reso 012: Definition Stopover::
When a passenger arrives at an intermediate point and is scheduled to depart later
than 24 hours after arrival (local time)
Exception:
for travel wholly within Central America or for travel wholly between Central America
and Panama: when a passenger arrives at an intermediate point and is scheduled to
depart later then 6 hours after arrival (local time).
Attn: there may be exceptions by carrier.

When a transit point is used as the origin, destination of a side trip, that point will be
counted as a stopover unless the time interval between the arrival immediately
preceding the side trip and the departure immediately following the side trip does not
constitute a stopover.

Specific Conditions for Travel at Fares within Area 1
Tickets sold in Argentina, Bolivia, Chile, Paraguay, Peru, Uruguay in the country’s
own currency may not provide for a stopover in that country once the passenger has
left it, if the ticket includes travel outside Argentina, Bolivia, Chile, Paraguay, Peru,
Uruguay, unless otherwise specified in a fare rule, en-route stopovers are permitted
free and all RT fares permit a free stopover at the point of turnaround fare
construction point.

Counting of Stopovers
- in case of RTs or CTs, the stopover at point of turnaround (fare construction point)
  is not counted
- in case of turnaround OJ trips, the outward point of arrival and the inward point of
  departure is one stopover which is not counted


                                                                                            9
- a transit point used as the origin, destination of a sidetrip will be counted as a
  stopover unless the time interval between the arrival immediately preceding the
  sidetrip and the departure immediately following the sidetrip does not counted as
  one stopover
- when one or more portions of travel are by surface transportation, the last point of
  arrival by air and the first departure by air on each such surface break count
  together as 1 stopover if the time interval between arrival immediately preceding
  the surface sector and departure following the surface sector constitutes a
  stopover, provided that:
  - if stopovers are restricted to a specific area and there is a surface sector
     involved, both points in the surface sector must be in the specific area
  - where a specific routing permits stopovers at named points, both points of the
     surface sector must permit stopovers
   - surface sectors are permitted between two named transfer points in a routing
   - if one point has a stopover charge the charge must be assessed, if both points
      have stopover charge only one (the higher level) is assessed.

Counting of stopovers in an OJ trip, based on a special fare rule which prohibits
stopovers but allows OJ:

Examples:
Counting of stopovers in an OJ-trip, based on a special fare rule which prohibits
stopovers but allows OJ:

FRA
CHI          876.50 NUC
 X
NYC
FRA          755.26 NUC

Explanation: CHI and NYC together are regarded as stopover at the point of
turnaround which is not counted as a stopover

Counting of stopovers in case of surface sectors, based on a rule which permits 1
stopover only, passenger wants to stop in GOA and TRN and travel GOA-TRN by
surface:

        relevant fares     NUC
PAR     PAR-ROM            815.86
ROM     PAR-GOA            627.32
GOA     PAR-TRN            603.19
 X      (train)
TRN
PAR

Explanation:
In case of a surface break within a fare component, the origin of the surface (GOA)
and the terminal point of the surface (TRN) together count as one intermediate point
stopover.



                                                                                    10
General Transfer Rule
Transfers may be limited by the fare rule, normal fares have no transfer limitations.

Definition of Transfers
A transfer takes place when a passenger changes the aircraft.
Iata Reso 012: Definition Stopover::
When a passenger arrives at an intermediate point and is scheduled to depart later
than 24 hours after arrival (local time)
Exception:
for travel wholly within Central America or for travel wholly between Central America
and Panama: when a passenger arrives at an intermediate point and is scheduled to
depart later then 6 hours after arrival (local time).
Attn: there may be exceptions by carrier.


 Counting of Transfers
Whenever transfers are limited by a special fare rule, the following applies:
- a transfer is permitted at the point of turnaround/fare construction point and this
  transfer will not be counted
- if a transfer is restricted to a specific area and there is a surface sector involved,
  both points in the surface sector must be in the specific area
- where a specific routing permits transfers at named point(s), both points of the
  surface sector must permit transfers
- where there is a surface break, the last point of arrival by air and the first point of
  departure together count as one transfer, unless the surface break terminates in or
  commences from the point of turnaround (fare construction point)




                                                                                        11
Published Fares and Add-On Amounts
Where no published direct fare exists between 2 points over the required routing, a
through fare can be constructed by means of add-on amounts:
- add the add-on amount to the published fare between the origin/destination and
   the add-on gateway city
- only one add-on amount at each end of a published direct fare may be used
- the add-on amount to be used must applicable for the same class as the published
   fare to which it is added
- a fare constructed with add-on is regarded as a published through fare and must
   be shown in the ticket as one single amount
- such through fare will then be subject to all rule conditions appl9icable to the
   international fare used in the construction.
   Add-on must not be separately sold/ticketed as a sector fares



Mileage System / Routings
MPM:         Maximum permitted mileage
TPM:         Ticketed point mileage (effective mileage between two ticketed points of
             the routing)

Mileage Calculation
- add up the TPM for all ticketed sectors between the terminal points of the through
  fare
- compare the sum of the TPM with the MPM
- sectors travelled by surface within a through fare must be included. If a TPM is not
  published for the surface sector, the lowest combination of TPMs over another
  point may be used
- TPMs and MPMs must be used into the global direction according to the fare

Applicable Fare when Mileage exceeded
Where the TPM is in excess of the MPM by:

Over          Up to and including       The fare shall be the direct route fare plus
              5%                        5%
5%            10%                       10%
10%           15%                       15%
15%           20%                       20%
20%           25%                       25%
              Over 25%                  lowest combination

Note:        permitted mileages calculated in accordance with above procedures
             shall be rounded down to the next lover whole mile.




                                                                                    12
Example:

Mileage calculation for a return indirect journey:

Routing                                               Relevant miles
OSL         TPM             OSL-CPH                   314
CPH         TPM             CPH-DUS                   422
DUS         TPM             DUS-PAR                   289
PAR         TPM             PAR-GVA                   250
GVA                                                   -------
LON                                                     1275
CPH
OSL         MPM: OSL-GVA 1173

            TPM             GVA-LON                   466
            TPM             LON-CPH                   594
            TPM             CPH-OSL                   314
                                                      ------
                                                     1374
            MPM:            OSL-GVA 1173

Explanation:
In case of return journeys, the journey is divided in 2 parts, an outbound and an
inbound part. For each part, a separate mileage calculation is done.

On the outbound part TPM (1275) exceeded MPM and a surcharge of 5% has to be
collected. On the inbound part, a 20% surcharge is applicable.

Surface Transportation (Gaps)
In calculating the mileage for a through fare via indirect routings, surface
transportation (at the passenger's expense) may be included between the following
intermediate points ignoring the mileage between such points.
Area 2

Between :                                   and :
Alghero (AHO)                               Olbia (OLB)
Alicante (ALC)                              Murcia (MJV)
Alicante (ALC)                              Valencia (VLC)
Almeria (LEI)                               Malaga (AGP)
Amman (AMM)                                 Jerusalem (JRS)
Amritsar (ATQ)                              Lahore (LHE)
Amsterdam (AMS)                             Rotterdam (RTM)
Antwerp (ANR)                               Brussels (BRU)
Barcelona (BCN)                             Gerona (GRO)
Barcelona (BCN)                             Reus (REU)
Basle (BSL)                                 Mulhouse
Berlin (BER)                                Dresden (DRS)
Berlin (BER)                                Leipzig (LEJ)
Berne (BRN)                                 Geneva (GVA)
Berne (BRN)                                 Zurich (ZRH)
Bilbao (BIO)                                San Sebastian (EAS)

                                                                                    13
Bilbao (BIO)                     Santander (SDR)
Bilbao (BIO)                     Vitoria (VIT)
Bologna (BLQ)                    Florence (FLR)
Brazzaville (BZV)                Kinshasa (FIH)
Bremen (BRE)                     Hamburg (HAM)
Bremen (BRE)                     Muenster (FMO)
Catania (CTA)                    Palermo (PMO)
Cologne (CGN)                    Dusseldorf (DUS)
Cologne (CGN)                    Munster (FMO)
Cuzco (CUZ)                      La Paz (LPB)
Dresden (DRS)                    Leipzig (LEI)
Dubai (DXB)                      Sharjah (SHI)
Dusseldorf (DUS)                 Münster (FMO)
Florence (FLR)                   Pisa (PSA)
Granada (GRX)                    Malaga (AGP)
Hamburg (HAM)                    Hanover (HAJ)
Hamburg (HAM)                    Muenster (FMO)
Hanover (HAJ)                    Muenster (FMO)
Jerez de la Frontera (XRV)       Sevilla (SVQ)
La Coruna (LCG)                  Santiago de Compostela (SCQ)
Larnaca (LCA)                    Paphos (PFO)
Livingstone (LVI)                Victoria falls (VFA)
Ljubljana (LJU)                  Zagreb (ZAG)
Milan (MIL)                      Turin (TRN)
Munich (MUC)                     Nürnberg (NUE)
Podgorica, Serbia & Montenegro   Tivat, Serbia & Montenegro
Santiago de Compostela (SCQ)     Vigo (VGO)
Split (SPU)                      Zadar (ZAD)
Stockholm (STO)                  Vasteraas (VST)
Swakopmund (SWP)                 Walvis Bay (WVB)
Venice (VCE)                     Verona (VRN)

Area 1

Between :                        and :
Arica (Chile) (ARI)              Tacna (TCQ)
Brownsville (BRO(                Matamores (MAM)
Ciudad Juarez (CJS)              El Paso (ELP)
Curitiba (CWB)                   Joinville (JOI)
Cuzco (CUZ)                      La Paz (LPB)
Detroit (DTW)                    Windsor (YQG)
Guatemala (GUA)                  Tapachula (TAP)
Guayaramerin (GYA)               Porto Velho (PVH)
Hilo( ITO)                       Kona (KOA)
Iguassu Falls (Brazil) (IGI)     Iguazu (Argentina) (IGR)
Laredo (LRD)                     Nuevo Laredo (NLD)
Leticia (LET)                    Tabatinga (TBT)
Livramento (LVB)                 Rivera (RVY)
McAllen (MFE)                    Reynosa (REX)
Paso de los Libres (AOL)         Uruguaiana (URG)
Puerto Montt (PMC)               San Carlos de Bariloche (BRC)

                                                                 14
San Diego (US) (SAN)                        Tijuana (TIJ)



Area 3

Between :                                   and :
Amritsar (ATQ)                              Lahore (LHE)
Guanzhou (CAN)                              Hong Kong (HKG)
Hong Kong (HKG)                             Macao (QMP)
Kabul (KBL)                                 Peshawar (PEW)
Nagoya (NGO)                                Osaka (OSA)



Note:      The terminal points of the sectors specified above may not be used as fare
           construction points, points of origin, destination when the mileage
           calculation is made accordance with above provision. The use of 2
           consecutive gaps is prohibited.


Mileage Exceptions

Europe - Japan/Korea (South)
For nonstop travel between Europe and Japan/Korea (South) the TS MPM must be
used. When transportation is performed on 1 single flight coupon between Europe
and China excl. HKG and another single flight coupon between China excl. HKG and
Japan/Korea (South), the EH MP must be reduced by 1000 miles.

Area 1 - RIO/SAO
With regard to travel wholly within Area 1 which originates, terminates or has a point
of turnaround in RIO or SAO the following shall apply:
- if the fare to or from RIO falls within the MPM and the fare for the same route to or
   from SAO exceeds the MPM, the fare to and from the later point need not be
   surcharged
- if the fare to or from SAO falls within the MPM, and the fare for the same route to
   or from RIO exceeds the MPM, the fare to and from the later point need not be
   surcharged
- if the fare to or from RIO must be surcharged, the fare for the same routing to or
   from SAO need not take a higher surcharge (or OW)

Note:        via RG this provision does not apply when both RIO and SAO are in the
             same fare component.

South Atlantic - Area 3
For transportation between Argentina, Brazil, Chile, Paraguay, Uruguay and Area 3
where a passenger travels on a direct single flight coupon service from a point in
Argentina, Brazil, Chile, Paraguay, Uruguay to ATL, MIA, YMX, NYC, YTO or WAS
and on a direct single flight coupon service from such point to a point in TC3 or v.v.
the mileage for these 2 sectors shall be deemed to be equal to the ticketed point


                                                                                     15
mileage between the last point of departure in Argentina, Brazil, Chile, Paraguay,
Uruguay to the first point of arrival in Area 3 or v.v.

South Atlantic- /Middle East
For transportation between Argentina, Brazil, Chile, Paraguay, Uruguay and
Middle East where a passenger travels on a direct single flight coupon service from a
point in Argentina, Brazil, Chile, Paraguay, Uruguay to Miami, Montreal, New York or
Toronto and on a direct single flight coupon service from such a point (i.e.
arrival/departure city in North America must be the same) to a point in Middle East or
v.v., the mileage for these 2 sectors shall be deemed to be equal to the ticketed point
mileage between the last point of departure in Argentina, Chile, Brazil, Paraguay,
Uruguay to the first point of arrival in Middle East or v.v.

South Atlantic Area - South East Asia
When travel is between Argentina, Brazil, Chile, Paraguay, Uruguay and South East
Asia via the Atlantic and is:
- on a direct service or
- not via point(s) in Area 2 other than point(s) in Central Africa, Southern Africa
  (Indian Ocean Islands) the MPM to apply will be those with the global routing
  indicator SA

Area 3 construction of normal fares to/from interior points in Pakistan
When constructing through normal fares to/from interior points in Pakistan by use of
add-on amounts over KHI and when transportation on the sector to/from the interior
Pakistani point and KHI is on a single flight coupon the following mileage rules will
apply:
- the mileage for the entire fare component shall be assessed to/from KHI and the
  fare
- construction point in TC3 outside Pakistan
- if the routing to/from KHI requires a mileage surcharge such surcharge shall be
  applied to the through fare for the fare component to/from the interior point in
  Pakistan and the fare construction point in TC3 outside Pakistan

Within Europe
Travel between KLU and Switzerland is permitted via FRA at the direct route
(raised to FRA level is necessary).




                                                                                     16
Excess Mileage Allowance (EMA)
A special mileage calculation procedure applies to define indirect routings. A TPM-
deduction is permitted if: EMA applies

Mileages specified in the table below must be deducted from the total TPM before
comparison with the MPM is made.
- these TPM deductions only apply when the fare component includes intermediate
   ticketed points shown in the applicable routing; provided additional intermediate
   ticketed points may be added to the routing
- only one TPM deduction per fare component is permitted



Special EMAs for LH and UA

                                                                             TPM
    Between                       And                         Via
                                                                           Deduction
OR/WA              BE/FR/DE/NL/GB                                                470
ANC                BE/FR/DE/NL/GB                                              2600
BOS                BE/FR/DE/NL/GB                      WAS                       200
PVD                BE/FR/DE/NL/GB                      WAS                         70
Saudi Arabia       USA/CA/MX                           TLV                       660
CA                 Area 2/3                            USA                       850
Caribbean          Europe                              MIA                     1000
Caribbean          Europe                              NYC                       300
USA                PT                                  FRA/LON/PAR               800
USA                Gambia, Congo (FIH), Senegal,       BRU                     2100
                   Guinea, Mauritania,
USA                Benin, Burkina Faso, Cameroon,      PAR                      1200
                   Congo (BZV), cote d’Ivoire,
                   Gabon, Mali, Niger, Nigeria,
                   Senegal
USA                Angola                              LON                       300
USA                Ghana, Nigeria                      LON                      1000
USA                Liberia, Sierra Leone               LON-ACC                  2600
USA                Ghana, Nigeria                      FRA                      1400
USA                Togo                                PAR-DLA                  1500
BGO                NYC                                 OSL/CPH                    50
Points in          Europe                              YMQ/YTO/YOW               400
Alberta, Yukon,
British Colombia
Points in New      Europe                              BOS/YMQ/YTO/             1500
Brunswick,                                             YOW
Nova Scotia,
Prince Edward
Island
Points in          Europe                              YHZ                        700
Newfoundland
MD/PA/WAS          IE                                  LON                        150
                                                                                      17
CLT/NYC/PHL/   LIS   MUC   1230
WAS
CHI/YTO        LIS   MUC   900
LAX            LIS   MUC   220
NYC/PHL/WAS    OPO   MUC   900
CHI/YTO        OPO   MUC   570
CLT            OPO   MUC   790




                                  18
Interrupted Travel

General Rule for Interrupted Travel
For fare components which include one or more surface sectors, the fare shall be the
lower of either:
- the total through fare, whereby the mileage of any unused sector must be included in
   the mileage calculation. In the absence of a direct TPM for an unused sector a TPM
   must be assessed by combination of TPM over other sectors, or
- the sum of sector fares of the sectors actually flown

Interrupted Travel with Normal Fares
In case of normal fare travel, where the international surface break is greater than the
TPM over the routing travelled from the point of origin to the point of commencement of
the surface break and the surface break is not included in the through fare, the journey
from the point of origin up to the surface break shall be ticketed separately.

If a surface break is greater than the routing travelled from the point of origin to the point of
commencement of the surface break:

- measure the surface break by means of TPM, if not available
- divide the MPM between starting point and ending point of the surface break by the
  factor 1.20 and compare with the total TPM of the routing from the point of origin to the
  point of commencement of the surface break. Provided there is no shortest operated
  mileage, the TPM shall be established by a combination of TPM.

Examples 1:

Fare required for BCN – MRS surface NCE-GVA

Calculation1:

direct fare BCN-GVA (MPM 474; NUC 237.45)

BCN – MRS            218
MRS – NCE            102          (surface sector TPMs included)

NCE – GVA            186

                     506 = 10M

Through fare BCN-MRS-NCE-GVA is thus NUC261.19

Calculation 2:

Sector fare BCN-MRS               NUC 184.46
Sector fare NCE-GVA               NUC 172.09
Total                             NUC 356.55


                                                                                              19
The lower through fare amount of NUC 261.19 may be applied.

Example 2:

Fare required for AMS – BRU surface LON – SNN

Calculation 1:

Direct fare AMS-SNN (MPM: 706; NUC 311.48)
Direct fare BRU-SNN (NUC: 318.02)

AMS – BRU           98
BRU – LON          206         (surface sector TPMs included)
LON – SNN          380
Total              685 = M

Through fare AMS-BRU-LON-SNN is thus the higher intermediate fare BRU-SNN = NUC
318.02

Calculation 2:

Sector fare AMS-BRU            NUC 95.55
Sector fare LON-SNN            NUC 187.48
Total                          NUC 283.03

The mileage for the international surface break BRU-LON (206) is greater than AMS-BRU
flown by air. Calculation 2 with one ticket may therefore not be used.

Either calculation 1 with one ticket or a ticket AMS-BRU and a separate ticket LON-SNN
may be issued.




                                                                                         20
Fare construction
Fare construction principles - how to proceed
Establish the journey type by calculating the itinerary as a single PUC whenever possible.
- apply fare construction steps and checks required for the journey type involved
- take note of type of surface sectors, if any
- when applying fares with stopover and transfer conditions, note that
  ticketed transfer points include all intermediate points with or without
  stopovers
- for each fare component, determine whether the published fare may be
  applied by means of specified routing options or the mileage system
- compare the fare of this single PUC to the fare resulting from the combination of two
  or more PUC
- for combinations of normal fare pricing units, follow the normal fare determination
- choose appropriate breakpoints and take note of limitations on indirect travel, if any
- make sure that terms of combinability are satisfied
- quote whichever is lower


Basic fare construction principles
An itinerary is priced as a single journey however if the itinerary can be broken into
separate "stand-alone" prices which give the consumer a lower price then this is permitted

A "journey" is every point on the ticket. The fare for a journey (excluding side trips
assessed separately) is the lowest of
- a single pricing unit for the journey, or
- any series of end-on combined pricing units which collectively comprise
    the journey being travelled

A "pricing unit" is any stand-alone price (this also includes the price for a "journey" which is
also a stand-alone price). The term "pricing unit" is used instead of the term "stand-alone"
(a stand-alone price is a price which could be sold separately on a separate ticket). The
fare for a pricing unit is assessed as a "one way sub journey" using OW fares or as a
"return sub journey" using 1/2-RT-fares.

The fare for a fare component is the lower amount which can be determined according to:
1. Mileage principle
2. Lowest combination of fares principle: the lowest combination of fares over an
intermediate ticketed point on the itinerary, subject to minimum fare checks

Note: this principle does not preclude combination of international fares with
normal/special fares within the USA

All fare constructions must be accomplished in NUCs

Fares to be assessed for the total journey are the applicable fares eff. on the date of
departure on the first sector



                                                                                             21
The fare paid will only apply when international travel commences in the country of the
origin of the journey shown on the ticket. If international travel actually commences outside
the country of the ticketed origin of the journey, the fare must be reassessed from the point
where international travel actually began.

For example, if a ticket is purchased at the Koruna fare for travel PRG-ZRH-NYC, and the
passenger actually commences travel in ZRH instead of PRG, the fare must be
reassessed at the ZRH-NYC, Swiss franc level.




                                                                                          22
Pricing Unit Concept
The Pricing Unit Concept for fare construction rules was introduced 01. JUN 2000.

A pricing unit is essentially a fare which is capable of being sold independently of any
other fare. The pricing unit concept provides the opportunity to price multiple stopover
journeys in alternate ways.

For example, a journey PAR-TYO-SYD-surface TYO-PAR can be assessed either as a
OW PAR-SYD (via TYO) plus a OW TYO-PAR (in the direction from PAR), or as a RT
PAR-TYO plus a OW TYO-SYD. The lower fare obtained by the 2 methods would be
used, subject to any minimum fare checks. Explanations and examples of different types
of itineraries and associated fare construction principles appear in the following rules.

Definitions
A new set of definitions were established for use with the pricing unit concept. The most
important definitions for the PUC are:

Journey
The origin to destination of the entire ticket (every point on a ticket)

Pricing unit
A journey or part of a journey which is priced as a separate entity, i.e. is capable of being
ticketed separately.

One way sub journey
Part of a journey where travel from one country does not return to such country of origin.
The fare for a OW sub journey is assessed as a single pricing unit using a OW fare.

Return sub journey
Part of a journey where travel from a point/country returns to such point/ country
(RT/CT/NOJ). The fare for a return sub journey is assessed as a single pricing unit using
1/2-RT-fares.

Country of unit origin
The country in which the origin of the pricing unit is situated.

Destination
The final stopping place of the journey shown on the ticket.

Origin
The initial starting place of the journey as shown on the ticket.

Unit destination
The final stopping place of a pricing unit.


Unit origin
The initial starting point of a pricing unit.


                                                                                            23
Sequence of checks
Effective 01. June 2008 the following checks have been deleted:
CPM Common Point Minimum Check
OSC One Way Subjourney Check
RSC Return Subjourney Check
DMC Directional Minimum Check
COP Country of Payment Check

For OW-PUS:
Mileage Checks                              TPM (Transported Miles)
                                            MPM (Maximum Miles)
                                            EMA (Excess Mileage Allowance)
                                            EMS (Excess Mileage Surcharge)
Higher Intermediate Point                   HIP
OW Backhaul                                 BHC
Country of Commencement                     COM

For RT/CT/NOJ-PUS:
Mileage Checks                              TPM (Transported Miles)
                                            MPM (Maximum Miles)
                                            EMA (Excess Mileage Allowance)
                                            EMS (Excess Mileage Surcharge)
Higher Intermediate Point                   HIP
CT-Minimum, RTW-Minimum***                  CTM/RWM

Mixed PUS:
Mileage Checks                              TPM (Transported Miles)
                                            MPM (Maximum Miles)
                                            EMA (Excess Mileage Allowance)
                                            EMS (Excess Mileage Surcharge)
Higher Intermediate Point                   HIP
OW Backhaul Check                           BHC
CT-Minimum, RTW-Minimum***                  CTM/RWM

NOTE ***: RTW Minimum Check not applicable for LH/Star RTW fares


Applicable fares
Means a fare which is established after the application of all fare which is established after
application of all fare construction calculations.
The fare for a journey (excluding separately charged side trip PUs) is the lowest of:
- a single pricing unit (PU) for the journey, or
- a sequence of end-on pus (sub journeys) subject to minimum fare checks

Constructed fares
Means:
- an unspecified through fare created by the use of add-ons, or
- two or more fares shown as a single amount in a fare calculation and show
  as c/
                                                                                           24
Fare construction must be via the itinerary of the passenger. The addition of points not on
the passenger-s itinerary is not permitted (the use of fiction points is not permitted).
Exception:
This shall not prevent the use of a point not on the itinerary for the purpose of:
- establishing a through fare by the use of an add-on amount
- combining international fares with domestic normal/special fares within USA

Add-on constructions
Means an amount used only to construct an unspecified through fare.

Add-on application
Where no published fare exists between 2 points over the required routing, the
through fare can be constructed by means of add-ons as follows:
- add the add-on amount to the published fare between the origin/destination
  and the add-on gateway city
- the add-on amount to be used must be applicable for the same class as the
  published fare to which it is added
- only one add-on amount at each end of a published fare may be used to construct a
  through fare
- a fare constructed with add-on is regarded as a published through fare and must be
  shown on the ticket as a single amount. Such through fare will then be subject to all
  rule conditions applicable to the international fare used in the construction
- add-ons must not be separately sold/ticketed as sector fares

C/ construction to establish unpublished fares

For purposes of fare construction checks, a fare need not be constructed over another
ticketed point when there are no published fares to/from/between an intermediate point(s)
in the routing.




Fares based on a Percentage of another Fare
When PU contains fare components for which different percentages apply, the fare for
each component shall be calculated using the percentage applicable to that component.
Fare construction checks (HIP, CTM, DMC...) shall be made using the levels which result
of applying such percentage.

Example:
Travel: A B C D
Children’s fare:
A-C 50% of the adult fare
A-D 50% of the adult fare
B-C 67% of the adult fare
B-D 67% of the adult fare



                                                                                          25
Calculate amounts resulting from the application of the above percentages. Using these
amounts, apply minimum fare checks (such as HIP/CTM checks).




                                                                                         26
Comparing fares with global indicators
In applying Global Indicators (GI) the following applies:

   •   the comparison of the itinerary of a fare component with a GI is based on the
       ticketed points within the fare component and not on the operation of the flights

   •   fares may only be used for the GI for which they are established
The itinerary within a fare component will attract a Global Indicator as follows:
FARE COMPONENT                           AND            GI   Routing Restriction
Within Area 1                                           WH
Within Area 2                                           EH
Within Area 3                                           EH
Between Area 1                           Area 2 via     AT
                                         Atlantic
Between Area 1 (except Argentina,        Area 3 via     AT
Brazil, Chile, Paraguay, Uruguay         Atlantic
Between Argentina, Brazil, Chile,        Area 3         AT
Paraguay, Uruguay                        (except
                                         South East
                                         Asia via the
                                         Atlantic)
Between Argentina, Brazil, Chile,        South East     AT if travel is via Central Africa,
Paraguay, Uruguay                        Asia via the      Southern Africa, Indian Ocean
                                         Atlantic          Islands then travel must also be
                                                           via a point(s) in Area 2 outside
                                                           Central Africa, Southern Africa,
                                                           Indian Ocean Islands
Between Argentina, Brazil, Chile,        South East SA via point(s) in Central Africa,
Paraguay, Uruguay                        Asia / South  Southern Africa, Indian Ocean
                                         Asian         Islands only or via direct
                                         Subcontinent  services
                                         via the
                                         Atlantic
Between Area 1                           Area 3         PA
                                         (except
                                         South West
                                         Pacific)
Between Area 1 (except Argentina, South West            PA
Bolivia, Brazil, Chile, Colombia, Pacific
Ecuador, French Guiana, Guyana,
Panama, Paraguay, Peru, Suriname,
Uruguay, Venezuela)
Between Argentina, Bolivia, Brazil,      South West     PA not via North America

                                                                                           27
Chile, Colombia, Ecuador, French   Pacific
Guiana, Guyana, Panama, Paraguay,
Peru, Suriname, Uruguay, Venezuela
Between Argentina, Bolivia, Brazil, South West           PN must be via North America but
Chile, Colombia, Ecuador, French    Pacific                 not via North and Central
Guiana, Guyana, Panama, Paraguay,                           Pacific
Peru, Suriname, Uruguay, Venezuela
Between Area 2 (except Russia in          Area 3         EH not for routings on non-stop
Europe, Ukraine)                                            services between Europe and
                                                            Japan, Korea (Dem. Rep. of),
                                                            Korea (Rep. of)
Between Russia (in Europe), Ukraine Area 3               EH not for routings on non-stop
                                                            services between Europe and
                                                            Japan, Korea (Dem. Rep. of),
                                                            Korea (Rep. of);
                                                            only for routings via another
                                                            country(ies) in Europe (except
                                                            Russia in Europe, Ukraine)
                                                            and/ or Middle East
Between Area 2 (except Russia in          Area 3         TS only for routings on non-stop
Europe)                                                     services between Europe and
                                                            Japan, Korea (Dem. Rep. of),
                                                            Korea (Rep. of)
Between Russia (in Europe)                Area 3         TS only for routings on non-stop
                                                            services between Europe and
                                                            Japan, Korea (Dem. Rep. of),
                                                            Korea (Rep. of); via another
                                                            country(ies) in Europe
Between Russia (in Europe)                Area 3         RU only for routings on non-stop
                                                            services between Russia (in
                                                            Europe) and Japan, Korea
                                                            (Dem. Rep. of), Korea (Rep.
                                                            of); not via another country(ies)
                                                            in Europe
Between Russia (in Europe), Ukraine Area 3               FE only for routings on non-stop
                                                            services between Russia (in
                                                            Europe), Ukraine and Area 3
                                                            other than Japan, Korea (Dem.
                                                            Rep. of), Korea (Rep. of)
Between Area 2                            Area 3 via     AP
                                          the Atlantic
                                          and Pacific



  •   If there is no fare with the GI identified by the routing travelled, the fare is
      constructed in accordance with the lowest combination principle

                                                                                           28
•   If a fare component can attract more than one GI the routing of the flights must be
    used to determine the GI e.g. SIN-NYC - options via PA or via AT




                                                                                      29
Construction Rules For Journeys

General
The following will be considered as one country:
- USA and Canada
- Denmark, Norway and Sweden (=Scandinavia)

To establish unpublished fares, or fares expressed as a percentage, see the rule.
Combination of international fares and normal/special fares within the USA is permitted.


How to determine the Fare for a Journey
The fare for a journey (excluding side trips assessed separately) is the lowest of
- a single pricing unit for the journey or
- any series of end-on combined pricing units which collectively comprise
  the journey being travelled

Fares may only be constructed over ticketed points in the passenger’s itinerary. The
addition of points into the itinerary is not permitted, provided this does not apply to add-on
construction points.
Exception: combination of USA domestic fares with international fares


"Slicing" and "Dicing" an Itinerary
The application of the PUC depends on the itinerary. It is necessary to travel over a
common point/country more than once in order to be able to "slice and dice" the itinerary.
If this occurs the itinerary is assessed as a single price (pricing unit) and where separate
pricing units can be assessed these are calculated and the sum of the pricing units
compared to the fare for the entire journey - the lower amount being charged. It is
sometimes possible that an itinerary will allow a number of different pricing unit
calculations. In all cases it is the lowest of the possibilities that is applied.

In order to ensure that simple RT or CT journeys are not broken into a series of OW-units,
any journey or sub journey which is by definition a RT or CT must use 1/-RT-fares.


Round, Circle, Open Jaw Trip Journeys
If the routing of a journey satisfies the definition of a RT, CT or OJ:
- the PU must be assessed as a RT/CT or OJ as applicable and must use half RT fares,
     the use of OW fares is not permitted
- for end-on combination normal and special fares, completely separate the special and
     normal fare and access the normal fare sub journey




Example:
Travel: MAN ROM CPH MAD
Fare construction:

                                                                                            30
MAN ROM 1/2 RT
ROM CPH 1/2 RT ONE PU
MAN CPH 1/2 RT

-   OW fares are not allowed as travel is continuous, circuitous and returns to the same
    point
-   a CTM check is performed MAN-ROM RT and MAN-CPH RT
-   the last fare component is assessed from the country of unit origin


RT, CT, OJ Journeys with common Point/Country
If there is a common point/country on the routing, the journey may be broken into multiple
return sub journey PUs using half RT fares.
A return sub journey only occurs if the fare is broken more than once at the common
point/country. The fare for travel between such fare break points must be priced as a RT,
CT or normal/special fare OJ, as applicable, and must use 1/2-RT-fares.

If travel between such fare break points would require the use of OW-fares, this is not
permitted.


Fare Direction for RT, CT, OJ Journeys
Fares are assessed in the direction of travel, except that the fare component into the
country of pricing unit origin shall be in the direction from such country i.e. not in the
direction of travel.

Note: except for RT pricing units, fare components between Canada and USA and within
the area of Denmark, Norway, Sweden are assessed in the direction of travel.


OJ Journeys - alternative Option for Assessment
If the routing of the journey is determined as fulfilling the definition of a normal/special fare
OJ, the pricing unit is assessed as two half RT fares, provided that, if there is a common
point(s) or other points in either the country of origin or the country of turnaround or both,
the fare may alternatively be assessed as a return sub journey from/to the common
points(s) or other points and a OW sub journey (s) for the domestic sector(s)

In the case of the alternative pricing option the OW pricing unit must be assessed using
OW fares and the return sub journey must be assessed using half RT-fares.

Fares must be assessed in the direction of travel except that the fare component into the
country of pricing unit origin shall be in the direction from such country, i.e. not in the
direction of travel

*Note: except for RT pricing units, fare components between Canada and USA and within
the area of Denmark, Norway, Sweden are assessed in the direction of travel.


 Journeys other than Round, Circle, Open Jaw Trips
If the routing of a journey does not satisfy the definition of a RT, CT or normal/special fare
OJ such routings shall be assessed:

                                                                                               31
-   as a OW journey using a OW PU
-   as a series of OW sub journey s using OW PUs
-   as a RT or CT journey with the surface sector assumed to be flown
-   if there is a common point/country: as a mix of a OW sub journey and a RT sub
    journey . For the OW sub journey , OW fares must be used, the use of half RT fares is
    not permitted
-   fares will be constructed in the direction of travel except that the fare for a OW sub
    journey that terminates in a country from which a previous PU has commenced will be
    assessed in the direction from that country

*Note: Except for RT PUs, fare components between Canada and USA and within the
area of Denmark, Norway, Sweden are assessed in the direction of travel.


Journey Limitations on Indirect Travel
For Canada and USA and for Denmark, Norway, Sweden to be considered one
country this rule does not apply:

Arrivals and Departure in one Country
A journey on a ticket, at any time, must not include more than four international arrivals
and four international departures in any country provided for the counting of arrivals and
departures surface sectors are considered to be flown

Example:

AMS-CAI-RTM-LON-AMS-DXB-AMS-JNB-AMS-BAH

This journey is not allowed to have five international departures from the Netherlands




                                                                                         32
Construction Rules for Individual Pricing Units
For the purpose of this rule the following are considered as one country:
- USA and Canada
- Denmark, Norway and Sweden

To establish "unpublished fares" and fares based as a percentage of another fare see the
rules.
Combination of international fares and normal/special fares within the USA is permitted.


OW Pricing Units
A separately charged OW fare which does not return to the country of origin OW fares
must be used for OW pricing units (the use of 1/2 RT fares is not permitted)

The fare for a OW pricing unit/sub journey is assessed in the direction of travel. However,
when a pricing unit for a OW sub journey terminates in a country from which a previous
pricing unit has been assessed, the fare for the OW sub journey into such country is
assessed from such country, i.e. not in the direction of travel.


Example:
Travel:       ATL-LON-STO-LIS-GLA
Construction: ATL-LON OW 1 PU
              LON-STO OW 1 PU
              STO-LIS OW 1 PU
              GLA-LIS OW 1 PU     total 4 PU

-   fare component LIS-GLA must be in the direction of GLA-LIS, because the
    termination point (GLA) is in the same country from which a previous PU
     (LON-STO) was assessed.

Exception: when the countries of both the origin and the destination of a OW PU have
been used to assess a previous PU, the direction of the last PU will be assessed in the
reverse direction of travel.

Example
OW sector fares
Travel: GVA-LON-ATH-ZRH(X)-MAN

Although both ZRH and LON have been used to assess a previous PU, the ZRH-MAN
component will be in the direction from MAN.




                                                                                          33
Minimum checks for OW pricing units


OW Backhaul Rule (BHC)

The BHC applies only when using normal or special one way fares.

If there is a higher rated intermediate stopover point in a fare component, the fare for such
component shall be the higher of either:

   •   the applicable fare between the fare construction points (for the end-to-end
       component), or
   •   the direct fare from the origin point of the fare component
   •   to the highest rated intermediate stopover point,
   •   plus the difference between such fare and the direct fare from origin to destination
       of the component

Exceptions:
The BHC does not apply to any point which has been excluded from the HIP fare check,
provided the conditions of the exclusion are met.

The BHC does not apply for
   • journeys wholly within Area 1
   • journeys wholly between Argentina, Brazil, Chile, Paraguay, Uruguay and Area 2
   • pricing units wholly within Europe



Directional minimum check (DMC)
Deleted as of 01. June 2000


Round Trip Pricing Units

Definition of a RT:
A RT means a journey entirely by air from a point of origin to another point and return to
the point of origin, comprising two fare components only, for which the applicable normal
half RT fare for each component, measured from the point of origin, is the same for the
routing travelled.

If the fares to be used differ through class of service / seasonality / midweek / weekend /
carrier variations, the outbound fare shall be used also for the inbound fare component for
the purpose of determining if the journey is a RT.

Unless otherwise specified, where a RT fare is not published for a RT pricing unit, the fare
will be twice the outbound OW fare.

The reference in the RT-definition to "two fare components only" does not preclude fares
for end-on combination or side trips paid for separately being shown on the same ticket.


                                                                                           34
RT fares, when combinable, may be used with other fares on the basis of half RT (instead
of OW fare).


Local Currency Minimum Fare Checks (COP)
Does not apply on LH fares. Officially deleted as of 01. June 2008


Circle Trip Pricing Units

Definition of a CT
Normal fares: Travel from a point and return thereto by a continuous, circuitous air route,
including travel comprising two fare components but which do not meet the conditions of
the RT definition.

Special fares: Travel from a point and return thereto by a continuous, circuitous air route,
comprising only two international fare components which do not meet the conditions of RT
definition.

Circle trip provisions - unreasonable connections: A sector between two fare construction
points shown in the chart "Establishing Unpublished Fares" where it is considered that no
reasonable air service is available, may be travelled by other means of transport with no
prejudice to the CT. The conditions applicable to CT construction, including the CTM
check, will apply to all air portions of the journey.
The cities which are considered to have no reasonable connection are listed under:
"Establishing Unpublished Fares".


Circle Trip Construction

The fare shall be the lowest combination of half RT fare components for sections of the
itinerary starting the calculation from the unit origin. All fare components shall be applied in
the direction of travel.

Exception: Any fare component terminating in the country of unit origin shall be applied in
the direction from that country.

Where more than one level of fare is available for the carrier(s) and class of service used,
the lower/lowest level may be used subject to any conditions of such fare.


Circle Trip Minimum Fare Check (CTM)

The fare for a CT PU (excluding any side trip PU which has been charged separately)
must not be less than the direct route normal or special RT fare (as appropriate) for the
highest rated pair of points applicable to the class of service used from the point of unit
origin to any stopover point on the route of travel. Where more than one normal fare is
published for the carrier and the class of service used, the lower/lowest level may be used.




                                                                                             35
Different global Indicators (GI-S)
Where the itinerary includes different global indicators (including round the world travel),
the CTM check is made using the lower of such RT fares from the unit origin to each point
to be checked.

*Note: only direct route fares between 2 points with the appropriate GI-S are to be used, if
there is no direct route fare with the appropriate GI-S or there is no GI for the routing then
it is not necessary to construct such fare and the CTM will be made on available fares.

Where RT fares from the point of unit origin to any stopover point differ according to
carrier(s) used outbound and inbound, the fare to be used for the check shall be the lower
of such RT fares.

When there are RT fares with different GI-S from the point of unit origin to any stopover
point, the fare to be used for the CTM is the fare applicable to the flown itinerary.


Specials fares
Special Fares: If no qualifying special fare is available to a higher rated normal fare
stopover point, the fare for the PU must not be less than the direct RT normal fare to the
higher rated point for the class of service used.

Exceptions:
- no CTM check is required for RTW-travel originating In Australia/New Zealand
- no CTM check is required for an en route point which has been excluded for the HIP
  check provided the conditions of the exclusion are observed.


Unpublished fares
When no fare is published for the CTM check, it shall be established for the lowest
combination of RT fares of the class used over any ticketed point. When shown on the
ticket, such constructed fare shall be identified as c/.

Example:
Travel:             A-B-C-D-A (CT)
Fare construction: A-B + B-D + A-D (using 1/2 RT fares)
Unpublished fare: A-C
For the purpose of the CTM check, the fare for A-C will be established as the lower of A-B
RT plus B-C RT or A-D RT plus D-C RT.




                                                                                             36
Unreasonable connections
For the application of CT, a fare construction surface sector break may be travelled by any
other means of transportation without prejudice to the CT on the sectors which follow.
These sectors are considered to have no reasonable direct scheduled air service.

List of unreasonable connections:

Between            And                   Between               And
Aalborg      AAL   Aarhus          AAR   Hamburg         HAM Hanover          HAJ
Aalborg      AAL   Karup           KRP   Hamburg         HAM Munster          FMO
Aarhus       AAR   Karup           KRP   Hanover         HAJ Munster          FMO
Alicante     ALC   Murcia          MJV   Helsingborg     AGH Kristianstad     KID
Alicante     ALC   Valencia        VLC   Helsingborg     AGH Malmo            MMA
Almeria      LEI   Malaga          AGP   Hong Kong       HKG Macao            MFM
Altenrhein   ACH   Innsbruck       INN   Hong Kong       HKG Shenzhen         SZX
Annecy       NCY   Geneva          GVA   Hong Kong       HKG Zhuhai           ZUH
Avignon      AVN   Marseille       MRS   Innsbruck       INN Munich           MUC
Basle        BSL   Mulhouse        MLH   Istanbul        IST Thessaloniki     SKG
Basle        BSL   Strasbourg      SXB   Jerez De La F   XRY Malaga           AGP
Beijing      BJS   Tianjin         TSN   Jerez De La F   XRY Seville          SVQ
Berlin       BER   Dresden         DRS   Jonkoping       JKG Malmo            MMA
Berlin       BER   Leipzig Halle   LEJ   Kalmar          KLR Kristianstad     KID
Berlin       BER   Wroclaw         WRO   Kalmar          KLR Vaxjo            VXO

Berne        BRN Geneva            GVA   Kalmar          KLR Ronneby       RNB
Berne        BRN Zurich            ZRH   Karlstad        KSD Orebro-Bofors ORB

Bilbao       BIO San Sebastian EAS       Klagenfurt      KLU Ljubljana        LJU
Bilbao       BIO Santander     SDR       Klagenfurt      KLU Maribor          MBX
Bilbao       BIO Vitoria       VIT       Klagenfurt      KLU Salzburg         SZG

Billund      BLL Esbjerg           EBJ   Kristianstad    KID Malmo            MMA

Birmingham BHX East Midlands EMA         Kristianstad    KID Ronneby          RNB

Birmingham BHX London              LON   La Coruna       LCG Santiago Comp SCQ

Bol         BWK Split              SPU   Leeds           LBA   Manchester     MAN
Bologna     BLQ Florence           FLR   Linkoping       LPI   Malmo          MMA
Bologna     BLQ Pisa               PSA   Linkoping       LPI   Norrkoping     NRK
Bournemouth BOH Southampton        SOU   Linkoping       LPI   Vasteras       VST
Bratislava  BT Vienna              VIE   Linz            LNZ   Munich         MUC
Bremen      BRE Hamburg            HAM   Lisbon          LIS   Malaga         AGP
Bremen      BRE Hanover            HAJ   Lisbon          LIS   Sevilla        SVQ
Bremen      BRE Munster            FMO   Liverpool       LPL   Manchester     MAN
Bremen      BRE Paderborn          PAD   Livingstone     LVI   Victoria Fal   VFA
Brussels    BRU Eindhoven          EIN   Ljubljana       LJU   Trieste        TRS
Catania     CTA Palerm             PMO   Ljubljana       LJU   Venice         VCE
Cologne     CGN Dortmund           DTM   Ljubljana       LJU   Zagreb         ZAG
Cologne     CGN Dusseldorf         DUS   Lulea           LLA   Ornskoldsvik   OER

                                                                                        37
Cologne      BRE   Munster         FMO   Lugano        LUG Milan          MIL
Cologne      BRE   Paderborn       PAD   Lycksele      LYC Ornskoldsvik   OER
Dortmund     DTM   Dusseldorf      DUS   Lycksele      LYC Umea           UME
Dresden      DRS   Leipzig Halle   LEJ   Malaga        AGP Tangier        TNG
Dusseldorf   DUS   Luxembourg      LUX   Malmo         MMA Norrkoping     NRK
Dusseldorf   DUS   Munster         FMO   Malmo         MMA Ronneby        RNB
Faro         FAO   Malaga          AGP   Maribor       MBX Trieste        TRS
Faro         FAO   Sevilla         SVQ   Maribor       MBX Zagreb         ZAG
Florence     FLR   Pisa            PSA   Montevideo    MVD Puerto Montt   PMC
Frankfurt    FRA   Strasbourg      SXB   Munich        MUC Nuremberg      NUE
Geneva       GVA   Grenoble        GNB   Munich        MUC Salzburg       SZG
Geneva       GVA   Lyon            LYS   Munich        MUC Stuttgart      STR
Genoa        GOA   Nice            NCE   Norrkoping    NRK Vasteras       VST
Gibraltar    GIB   Malaga          AGP   Orebro-Bofors ORB Stockholm      STO
Gothenburg   GOT   Jonkoping       JKG   Orebro-Bofors ORB Vasteras       VST
Gothenburg   GOT   Malmo           MMA   Ornskoldsvik OER Skelleftea      SFT
Gothenburg   GOT   Vaxjo           VXO   Ornskoldsvik OER Umea            UME
Gothenburg   GOT   Trollhattan     THN   Pula          PUY Trieste        TRS
Gothenburg   GOT   Helsingborg     AGH   Pula          PUY Verona         VRN
Granada      GRX   Malaga          AGP   Pula          PUY Venice         VCE
Graz         GRZ   Ljubljana       LJU   Ronneby       RNB Vaxjo          VXO
Graz         GRz   Maribor         MBX   Santiago Comp SCQ Vigo           VGO
Graz         GRZ   Zagreb          ZAG   Stockholm     STO Vasteras       VST
Halmstad     HAD   Angelholm       AGH   Strasbourg    SXB Stuttgart      STR
Halmstad     HAD   Gothenburg      GOT   Swakopmund SWP Walvis Bay        WVB
Halmstad     HAD   Jonkoping       JKG   Trieste       TRS Zagreb         ZAG
Halmstad     HAD   Malmo           MMA   Venice        VCE Verona         VRN
Halmstad     HAD   Vaxjo           VXO




                                                                                38
Normal Fare Open Jaw Pricing Units

Definition of normal fare OJ
Travel from a country and return thereto; comprising two international fare
components only and where
A) Origin Open Jaw: the outward point of departure in the country of unit
   origin and the inward point of arrival in the country of unit origin are
   different

Pls be aware that this reflects the IATA definition of an OJ. LH has decided not to apply a
stricter rule for NOJ than for special fare OJs and allows an international OJ for as OOJ as
well as for TOJ provided the PU does not consist of more than two international fare
components. .
However, in rare cases this general policy might be disregarded for specific market
requirements.
Consequently, it is important to double-check the respective fare note.

B) Turnaround Open Jaw: the outward point of arrival and the inward point
   departure are different or
C) Double Open Jaw: the outward point of departure in the country of unit
   origin and the inward point of arrival in the country of unit origin are
   different (origin open jaw) and
   the outward point of arrival and the inward point of departure are
  different (turnaround open jaw)



Fare construction for normal fare open jaw

General
the fare for a NOJ pricing unit shall be the sum of 1/2 the applicable RT
fares for both international legs of the open jaw, assessed in the
direction from the country of unit origin.

For the purpose of an NOJ
Canada, USA shall be considered as one country
Except for pricing units wholly within Scandinavia, Scandinavia shall be
considered as one country
Aruba; Netherlands Antilles shall be considered as one country
Except for pricing units wholly within Europe, Europe shall be considered as one country


Origin Open Jaw:
Only domestic surface sectors are permitted; except for those countries to
be considered one mentioned above

Turnaround Open Jaw:
Both domestic and international surface breaks are permitted; CPM applies a

                                                                                         39
described under minimum checks for NOJ below

 When the surface sector is an international sector
 the distance of such sector must not be greater than the flown distance of the shorter of
the two fare components.

Please be aware that LH fare rules might override this and use the longest
sector flown instead

Exception:
For travel originating in Canada or USA, the surface break may be permitted
between countries in the Europe sub-area; provided travel in both direction
is via the Atlantic




                                                                                             40
Minimum checks for Fare Open Jaws

Directional Minimum Check
Deleted as of 01. June 2008


Common Point Minimum Fare Check (CPM)
Deleted as of 01. June 2008




                                        41
Special Fare Open Jaw Pricing Units
Definition of Special Fare OJ
Travel comprising only two international fare components with a surface break which,
unless otherwise stated in a fare rule, may be between any two points/countries in the
area of origin and turnaround as provided for in the special fare rule. In this context the
following rules apply:

-   Turnaround Open Jaw (TOJ)
    the outward point of arrival and the inward point of departure are not the same
-   Origin Open Jaw (OOJ)
    the outward point of departure and the inward point of arrival are not the same
-   Single Open Jaw (SOJ)
    either turnaround open jaw or origin open jaw
-   Open Jaw (OJ)
    any combination of the above


Fare construction for special Fare open Jaw
Unless otherwise stated in an applicable fare rule, the fares shall be the sum of half the
applicable RT fares, subject to any applicable mileage surcharge and/or higher
intermediate fare for both legs of the OJ.

When the inbound component terminates in the country of unit origin, the fare applicable
from that country is used.

Exception:
For travel originating and terminating in Europe, except for travel wholly within Europe:
when an OJ applies between countries in Europe, the fare component which terminates in
Europe shall be assessed in the direction from Europe.

Example:
Travel:
GVA LIM STR (Europe-Mid Atlantic Excursion)

This fare permits a SOJ construction:
GVA-LIM 1/2 RT excursion
STR-LIM 1/2 RT excursion

Unless otherwise stated in a fare rule the surface sector where permitted may occur
between points within (domestic) or between (international) countries in the area of unit
origin and/or unit turnaround as specified in the special fare rule.

Example:
Travel: NBO TYO surface SEL NBO (GIT from Africa to Japan/Korea)
This special fare permits turnaround OJ within Japan, within Korea or between Japan and
Korea.




                                                                                              42
Construction Rules for Fare Components flown in
one Class of Service
General
The following countries will be considered as one country:
- Canada and USA
- Denmark, Norway and Sweden (= Scandinavia)

General Provisions for fare components
The fare for a fare component will be the lower amount which can be determined
according to:
- mileage principle
- lowest combination of fares principle
  the lowest combination of fares over an intermediate ticketed point
  on the itinerary, subject to minimum fare checks.
  *Note: this principle does not preclude combination of international
  fares with normal/special fares within the USA.




                                                                                 43
Limitations on Indirect Travel
For Canada and USA and for Denmark, Norway and Sweden to be considered one
country, this rule does not apply.

General Limitations
A fare component must not include more than:
- one departure from its point of origin, or
- one arrival at its point of destination, or
- one stopover at any one intermediate ticketed point
-

Additional limitations at the origin point

For journeys originating in Area 1:
A fare component within Area 1 must not include more than one international departure
and one international arrival at any ticketed point in the country where the journey
originates.

Example:
POA-BUE-SAO-NYC: there are 2 international departures from Brazil, the use
of through fare is not permitted.


Additional limitations at intermediate points
For TC1 or TC31 (via the Pacific) fare components, no more than one arrival and one
departure at any intermediate ticketed point may be included, regardless of where travel
commences.


Additional Limitations by Country

Brazil (except journeys wholly within South America)
For a pricing unit commencing in Brazil a component from a point in Brazil must not
include more than 2 domestic sectors in Brazil.

Examples:
1. BSB – RIO – NYC                 at a through fare BSB – NYC is permitted
2. POA – RIO – SSA – LIS           at a through fare POA – LIS is permitted
3. FLN – X/CWB – IGU – X/SAO – LON at a through fare FLN – LON is not permitted. The
first international fare component must be assessed from CWB and FLN – CWB charged
separately.

Germany
For a pricing unit originating in Germany a fare component from/to a point in Germany
must not include more than 2 domestic sectors in Germany.



                                                                                           44
Journey limitations

A journey on a ticket or conjunction ticket, at the time of original issue or when reissued,
must not include more than four international arrivals and four international departures in
any one country; provided for the counting of arrivals and departures surface sectors are
considered to be flown.

Example: AMS-CAI-RTM-LON-AMS-DXB-AMS-JNB-AMS-BAH
This journey is not allowed to have five international departures from the Netherlands




                                                                                           45
Fare components with a surface sector(s)

Fare Calculation
For itineraries which include a surface sector apply the lowest of the through fare or the
sum of fares over the sectors actually flown.

Normal fares
In the case of normal fare travel, if the TPM for an international surface break is:
- greater than the TPM over the routing travelled from the origin of the journey up to the
    point where the break commences, and the surface sector is not included in the
    through fare, ravel from origin of the journey up to the surface break will be ticketed
    separately, the remainder of the journey being assessed in accordance with the rules
    for payment of fares outside the country of commencement of travel.
    Example:      Travel    NYC-LON-PAR xxx FRA-LON-NYC
                            Construction could be
                            NYC-LON RT           1 pricing unit
                            LON-PAR OW           1 pricing unit
                            FRA-LON OW           1 pricing unit
Notwithstanding separate PUs, the TPMs is undertaken from NYC-LON plus LON-PAR
are added together and the resulting sum is compared to the TPM of the surface break
PAR-FRA
- TPM calculation must always be made from the point of origin of the journey regardless
   of the number of fare components/pricing units which may be required up to the
   commencement of the surface break

Example 1:
KUL-JHB-SURFACE-SIN-KUL
Ticketing procedure: The mileage for the JHB-SIN surface sector is greater than KUL-JHB
mileage, and separate tickets must be issued.

Example 2:
NYC-LON-PAR-SURFACE-FRA-LON-NYC
Ticketing procedure: a separate ticket is not required since the TPM PAR-FRA is less than
the cumulative TPM NYC-PAR.

-   if no TPM exists for the points concerned the shortest operated mileage (which is
    equivalent to the MPM divided by 1,2) may be used . However, if there is no shortest
    operated mileage, a combination of ticketed point mileages must be used
-   in applying this rule, surface sectors between Canada and USA, and those in the
    chapter "surface transportation" may be disregarded




                                                                                             46
Higher Intermediate Point (HIP) Check

HIP check for normal and special fares
The higher intermediate point check applies to each fare component of all pricing units
(OW/RT/CT/RW/NOJ/OJ) as follows:
   • from fare component origin to each intermediate stopover point
   • from each intermediate stopover point to each subsequent intermediate stopover
      point (Note: This is for normal fares only.)
   • from each intermediate stopover point to the subsequent fare break point.


HIP exceptions by countries

Africa
For journeys wholly between Kilimanjaro and Nairobi, HIP check will be for all ticketed
points.

India
For traffic originating in India and destined to Canada/ USA, when stopovers are taken in
Europe or UK, higher intermediate fares shall not be applicable from points in Europe/ UK
to Canada/ USA.

Israel
For travel originating in Israel, HIPs will be checked for all ticketed points from Israel. This
does not apply to the HIP check from an intermediate point to another intermediate point
or the fare construction point, or to fares with specified routings.
EXAMPLE:
Travel: Tel Aviv-Frankfurt-X/London-New York
The HIP check is TLV-FRA, TLV-LON and FRA-NYC. (LON-NYC is not checked.)

Malawi
For journeys originating in Malawi, the HIP check in each fare component shall be applied
on all ticketed points in Malawi.

Turkey
For travel between the Middle East and Turkey involving more than one point in Turkey,
any higher intermediate point in Turkey must be charged whether or not a stopover is
taken.

Western Africa
For journeys originating in Western Africa, the HIP check in each fare component shall be
applied on all ticketed points in Western Africa.




                                                                                              47
HIP check - normal fares

General application
If in any routing permitted at the direct route normal fare there is a higher direct route
normal fare of the same class at an intermediate stopover point, the fare for the
component must be raised to the level of such higher fare.

Example:
Travel: London- X/ Zurich-Nairobi Y class. No Stopover at ZRH.
Direct Fare
LON-NBO NUC 1703.16.
No stopover at ZRH so no HIP check is needed.
Total NUC 1703.16 multiplied by NUC Conversion Factor (ROE)
(NUC 1=0.60417) rounded to the nearest GBP 1 = GBP 1029.00.


Where fares are established by season or day of week or flight application, the check will
be based on the applicable fare (by season or by day of week or by flight application).
         o Day of week fare level: to establish the day of week fare level to be used for
             the HIP, the rule for the application of the day of week fares applies only to
             the sector(s) for which the check is made. The day of travel on such sectors
             is used to determine the day of week fare level used for the HIP check
                     Example
                     Routing: A – B – C – D – A
                    First fare component (A to C)
              • fare A-C is a fare established using the day of week of the first
                international sector A-B

              • fare A-B is a non-day-of-week fare
                • there are day-of-week fares B-C with the rule that the first international
                sector determines the day of week fare to be applied
                 • to establish the day-of-week fare level to be used for the HIP check on
                 the sector B-C the date of travel B to C will be used

                Second fare component (fare in the direction from A to C)
              • fare A-C is a fare established using the day of week of the first
                international sector A-D

              • fare A-D is a non-day-of-week fare
              • there are day-of-week fares D-C with the rule that the first international
                sector determines the day-of-week fare to be applied
              • to establish the day-of-week fare level to be used for the HIP check on the
                sector C-D the date of travel C to D will be used


          o Seasonal fare level: to establish the seasonal fare level to be used for the
            HIP, the rule for the application of seasonal fares applies only to the


                                                                                             48
              sector(s) for which the check is made. The seasonal rule for such sector is
              used to determine the fare level used for the HIP check
                     Example
                     Routing A – B – C – B – A
                     First fare component (A to C)
                     •      fare A-C is a non seasonal fare
                     •      fare A-B is a non-seasonal fare
                     •       there are seasonal fares B-C with the rule that the first
                             international sector determines the seasonal fare to be applied
                     •       to establish the seasonal fare level to be used for the HIP check
                             on the sector B-C the date of travel B to C will be used


                     Second fare component (fare in the direction from A to C)
                     •     fare A-C is a non seasonal fare
                     •     fare A-B is a non-seasonal fare
                     •      there are seasonal fares B-C with the rule that the first
                            international sector determines the seasonal fare to be applied
             •      to establish the seasonal fare level to be used for the HIP check on the
             sector C-B the date of travel C to B will be used

If in any indirect routing permitted at the direct fare plus a mileage surcharge, there is a
direct fare of the same class between any 2 ticketed points which is higher than the direct
fare between the fare construction points (through fare), the fare for the component must
be raised to the level of such higher fare, then increased by the amount of mileage
surcharge required for the end-to-end component.


Fares Comparison: When comparing fares within the same class of service, this means:
   o Sleeper Seat with Sleeper Seat; if no Sleeper Seat compare with First Class.
   o First Class with First Class; if no First Class compare with Intermediate Class (or
      the next lower class).
   o Intermediate Class with Intermediate Class; if no Intermediate Class compare with
      the highest Economy Class.
   o Economy Class with Economy Class.

When comparing normal fares in accordance with the above, the comparison will be made
in the same direction as the fare component. When using half RT fares, the comparison
will be made using half RT fares. When using one way fares, the comparison will be made
using one way fares.


Where more than one normal fare is published for the carrier and class of service used,
the lower/ lowest fare level may be used provided all stopover, transfer, seasonality or day
of week limitations of such lower/ lowest fare are satisfied, (excluding stopover charges).


The origin and destination points of a separately charged sidetrip PU are considered a
stopover, unless the elapsed time between arrival at the origin of the sidetrip and onward
departure from the destination of the sidetrip is within 24 hours. This rule applies even if
the ticket indicates that the passenger is using connecting flights at both points.


                                                                                            49
When there is a fare construction surface sector, the HIP check applies to the point of
such surface sector that is not the fare construction point


HIP check - special fares

General application
Having established an applicable special fare for a pricing unit, such special fare may be
applied subject to the following:
   o Price the fare as a normal fare
   o Establish the lowest applicable level;

If there is no HIP between both fare construction point of the special fare and an
intermediate ticketed (stopover) point, the special fare may be applied

If there is a HIP between either fare construction point of the special fare and an
intermediate ticketed (stopover) point, the special fare shall not be less than such higher
fare, except;
     o if there is a special fare of the same type at the same level or a lower level on the
        sector for which the normal fare applies, the special fare for the component may be
        applied, or
     o if there is a special fare of the same type at a higher level on the sector for which
        the higher normal fare applies, the special fare for the component shall not be less
        than such higher special fare, or
     o if there is no special fare of the same type on the sector for which the normal fare
        applies, the fare shall not be less than the lowest of any higher type of special fare
        within the same column shown in paragraph 4 below
     o in defining a ’fare of the same type’, the comparison shall be limited to the class of
        service and


                     (i)                   (ii)                  (iii)
                     a-Late Booking        a–GIT fare            a–Public
                     fare,                                       Group fare,
                     or                    or                    or
                     b–APEX fare,          b–ITT fare,           b–Excursion fare

                     or                    or
                     c–PEX fare,           c–Excursion fare
                     or
                     d–Excursion fare


If there is more than one special fare of the same type on the sector for which the higher
normal fare applies, the fare with the conditions most similar to those of the special fare for
the component shall be used in comparison

NOTE: all conditions attached to the special fare for the component apply



                                                                                            50
51
Fares Guarantee (IATA Reso 049x)
(APPLICABLE FOR LH AS OF 01JUNE2007)

AS OF 20JANUARY 2009 RESO 049x IS ONLY APPLICABLE IN CASE OF RE-
ROUTING AND/OR CHANGE OF MARKETING AND/OR OPERATING CARRIER
(REISSUE)

Taxes
In Order to provide the travel agents with the appropriate taxes to be paid or refunded and
the airline with the appropriate Tax status, each tax nature code (e.g. YQ AN YR) must be
compered: The one from the first itinerary and those from the new itinerary.

Transportation shall be subject to the fares and charges in effect on the date of ticket
issuance for travel on the specific dates and journey shown on the ticket.
- provided no voluntary change is made to the originating (=outbound) flight, no increase in
fare effected through a change in fare level, a change in conditions governing the fare, or
cancellation of the fare itself, shall apply
- in the event of a voluntary change to the originating (=outbound) flight the fares and
charges for the passengers journey shall be recalculated in accordance with the fares and
charges in effect on the date on which the change is made and is reflected on the ticket.

Example: a passenger presents an unused ticket FRA ROM FRA and requests a change
of routing and/or change of marketing and/or operating carrier (reissue) before departure:
1. The change concerns the sector FRA ROM: recalculate the fare using fares applicable
on the day of reissue. Any additional amount has to be collected from the passenger. Any
residual amount has to be refunded to the passenger. Fare conditions have to be
observed (incl. ADVP conditions of the complete unused ticket).
In case of different currencies involved, any fare difference has to be calculated using the
current BSR applicable at time of reissue.
2. The change concerns the sector ROM FRA: recalculate the fare using fares applicable
at the time of the original issue. Fare conditions have to be observed (incl. ADVP
conditions of the complete unused ticket).
In case of different currencies involved, any fare difference has to be calculated using the
historical BSR applicable at time of issuance of the original ticket.
3. The change concerns both sectors FRA ROM FRA: recalculate the fare using fares
applicable on the day of reissue. Any additional amount has to be collected from the
passenger. Any residual amount has to be refunded to the passenger. Fare conditions
have to be observed (incl. ADVP conditions of the complete unused ticket).
In case of different currencies involved, any fare difference has to be calculated using the
current BSR applicable at time of reissue.
4. In case of routing changed, applicable fare for the new routing will apply.
1st coupon unchanged: historical fares to be used
1st and other coupons changed: current fares to be used
5. In case new taxes and YQ-charges have to be calculated, always use the amount
applicable to the changed fare, i. e. if historical fare to be used use historical
taxes/charges; if current fares to be used use current taxes/charges.
6.Fare conditions have to be observed in all cases.




                                                                                          52
LH EXCEPTION IN CASE OF REBOOKING/REVALIDATION ONLY APPLICABLE AS
OF 20 JANUARY 2009
(THIS EXCEPTION APPLIES TO LH TICKETS)

1. In case of rebooking any coupon of an unused Lufthansa ticket to a different flight/date
on the same route and on the same operating and/or marketing (identical airline prefix)
carrier within the ticket validity, no recalculation of fare/taxes/fees/charges (e.g.YQ) is
necessary. Applicable rebooking fees have to be collected and all fare conditions have to
be observed (e. g. ADVP, minimum stay, etc.).

2. In case of upgrade within the same compartment of an unused Lufthansa ticket (partly
or completely) to a higher class (same routing, same operating and marketing carrier),
recalculation is done based on historical fares and taxes/charges, valid on the original date
of issue of the original ticket (Past date pricing). Applicable rebooking fees have to be
collected and fare conditions have to be observed (e. g. ADVP, minimum stay, etc.).

NOTE:
Pls be aware that a change in season and/or day of week may lead to a difference in fare
as fare conditions have to be observed.
In this case the passenger has to pay the difference in fare or is entitled to a refund and a
reissue is necessary.
Historical fares/taxes/charges (past date pricing) may be used.

Please note: The travel/ticket agent may decide on an individual basis not to apply the LH
exception but to follow IATA rules instead.


CHANGES IN FARES – GAMBIA, GHANA, SIERRA LEONE, ZAMBIA
(IATA Reso 049a)

Notwithstanding Resolution 049x, for tickets paid for in the national currency of any of the
above mentioned countries, the following conditions must apply

   1) the fares and charges in effect on the date of original issue of tickets, MCOs, PTAs
      and any other passenger traffic documents are valid for travel if
         a) commencement of international travel takes place within a period of one
             month
         b) there is no voluntary change in the traffic document which results in a
             different fares in USD

   2) once the one month period has expired and travel not commenced, such traffic
      documents must be reissued and transportation shall be subject to the fares,
      charges and related conditions applicable on the date on which such traffic
      documents are reissued

   3) as used in 1) and 2), fares and charges in effect on the date on which such traffic
      documents are issued/reissued, must be based on the rate of exchange in effect on
      the date on which such traffic documents are issued/reissued




                                                                                           53
ADDITIONALLY PLEASE OBSERVE CURRENCY REGULATIONS UNDER
GGAIRLHPT8INFO.



Refunds and Reroutings (IATA Reso 017f)

Section A - General
All applicable fare construction rules shall apply to the recalculation of the fare for the new
routing.
Additional transportation at the through fare shall not be permitted unless the request has
been made prior to arrival at the unit destination named on the ticket submitted for
rerouting when the only coupons remaining in the ticket are for domestic
transportation, such ticket shall not be rerouted for further international carriage


Exception for Lufthansa:
A domestic intra-German ticket is subject to value added taxes (vat).
A ticket originating in Germany with international travel does not bear the vat. This is the
reason why a domestic intra German ticket may not be reissued for the use of international
travel. For the same reason no international ticket may be reissued to constitute a
domestic intra-German ticket. Furthermore no residual domestic cpn. may be rerouted at
all.

 New fares and charges shall be recalculated:
- from the last fare construction point preceding the point from which the flight
   (coupon(s) will be uplifted (unless flight coupons are being uplifted at a fare break
   point when the recalculation shall be assessed from such fare break point)
- to the destination or to the next fare construction point beyond which the original fare
   calculation remains applicable
- provided once travel on a fare component has been completed such fare component
   may not be used for subsequent rerouting

Multiple penalties
For refund:
- When combining fares within a pricing unit the more restrictive conditions apply
- For half round trip combination if a refund penalty applies to each half round trip fare,
then the highest penalty charge applies for the pricing unit
- For half round trip combination if one of the combined half roundtrip fares does not allow
any refund than refund is not permitted for the whole pricing unit.
- When 2 or more pricing units are combined on one ticket and each PU has a penalty
charge, then the penalty established for each PU applies


For reissue:

When combining fares within a pricing unit each fare component will be considered
separately. For half RT combination if a reissue penalty applies to each half RT fare, then
the highest penalty charge within the itinerary applies.


                                                                                             54
When 2 or more pricing units are combined on one tickket and each pricing unit has a
reissue penalty charge, then the highest penalty charge within the itinerary applies.


Section B - Voluntary Reroutings (for partly used Pricing Units)
- when a OW journey/sub journey is to be converted into a RT journey/sub journey or a
  RT journey/sub journey is to be converted into a OW journey/sub journey the new
  fare shall be calculated from the point of origin/unit origin for the journey/sub journey
  to be travelled provided that if travel on a fare component has been completed such
  fare calculation point shall not be changed in assessing the new fare
- the fares to be used will be those applicable to the new journey/sub journey
- for the application of the above, all applicable fare construction rules shall apply to the
  recalculation of the fare
- when, as a result of rerouting, an additional collection is required, the additional
  amount to be collected will be assessed as follows:
  - the difference between the fare for the original journey and the fare for the new
      journey will be assessed in the currency of the country of commencement of
      transportation
  - the fares to be used will be those applicable at the time of commencement of
      transportation using the IATA rate of exchange applicable at the time of the original
      transaction
  - -when collection is in a country other than the country of commencement of
      transportation, the amount to be collected will be the amount in the currency of the
      country of commencement of transportation, converted to the currency of the
      country of collection at the bankers selling rate in effect at the time of rerouting
- nothing herein shall be deemed to permit a passenger travelling on an inclusive tour to
  voluntarily change his routing to a carrier not participating in the tour and still retain the
  inclusive tour benefits


Voluntary Rerouting of Totally Unused Tickets
When a totally unused ticket is presented for a change of outbound or outbound and
inbound journey, the fare for the new journey shall be assessed based on the fares
applicable at the time of commencement of the new transportation and the IATA rate of
exchange applicable at the time of reassessment.
In case a change is requested for the inbound journey only, the fare for the new journey
shall be assessed based on the fares applicable at time of the original transaction and the
IATA rate of exchange applicable at the time of the original transaction.

Section D - Refunds (for partly used tickets)
Refund will be assessed as follows:
- the amount of the refund will be assessed in the country of commencement
   of transportation
- the fare for the travel undertaken will be assessed using the fare(s) applicable at the
   time of commencement of transportation and the IATA rate of exchange applicable at
   the time of the original transaction
- when original payment has been made in a country other than the currency of the
   country of commencement of transportation, refunds in the same currency as originally
   tendered will be made at the exchange rate used for the original payment

                                                                                             55
-   refunds other than outlined above will be made at the bank rate in effect on the date of
    the refund

LH will no longer apply government restrictions “United States order 96-519” for LH carrier
fares as 01APR2011




Application of Cancellations and Changes




1. Refunds
   Refunds are still based on the „Pricing Unit“, i. e.
              a) the most restrictive conditions within a Pricing Unit (PU) apply and
              b) if a passenger holds a ticket that consists of two Pricing Units (PU)s,
                  one non-ref the other refundable, only the refundable one will be
                  refunded.


    Example 1:
    LON – FRA – NYC – FRA – LON
    Tariff combination: ½ RT BFFGB plus ½ RT QLW4NCE

    Conditions BFFGB:
    Refund permitted without charge

    Conditions QLW4NCE
    Refund not permitted

    As refund is applied on a PU basis the whole ticket becomes non-refundable. This
    applies for unused tickets as well as for partly used tickets.


    Further Examples:
    1. Outbound “Refund against 100EUR charge”/ Inbound “Refund against 200EUR
       charge”
    The ticket (unused/partly used) is refundable against 200EUR.

    2. Outbound “Refund against 100 EUR charge”/ Inbound “Refund not permitted”
    The complete ticket is to be considered non-refundable.

    3. Outbound „Refund against 100 EUR charge“/ Inbound „Refund permitted free of
       charge”
     The ticket (unused/partly used) is refundable against 100EUR.


    YQ Surcharge – No refund for non-ref tickets


                                                                                          56
   The YQ amount will not be refunded for non-refundable tickets.
  For Cont fares this is a major part of the total ticketed amount.
  The wording „No refund of YQ surcharge for non refundable fares“ is part of the
  penalty paragraph refund section for non-refundable fares worldwide.


  Taxes and Fees
  In order to avoid misunderstandings and to make the current processing clearer, the
  following wording regarding taxes and is included in all refund versions: „Refund of
  unused fees and taxes is permitted unless applicable OW/RT fare for actual travel is
  higher than original fare”.


2. Changes


  The conditions in the change paragraph apply per Fare Component.
  However, LH still wants the passenger to pay the change fee only once per closed
  transaction (a closed transaction is defined by ending the PNR). So the amount will be
  paid as „highest of any changed Fare Components wihtin the itinerary“.

  Example 1:
  HAM-FRA-NYC-FRA-HAM
  Tariff combination: RT YFFDEW plus ½ RT WLRCDEW

  Conditions YFFDEW:
  Rebooking/Rerouting/Upgrade permitted without charge.

  Conditions WLRCDEW:
  Rebooking/Rerouting/Upgrade permitted against a charge of EUR100

                                                   Applicable Fee
  1. Passenger wants to change Outbound            no charge
  2. Passenger wants to change Inbound             100EUR
  3. Passenger wants to change OB and IB           100EUR



  Bsp. 2:
  LON-FRA-BKK-FRA-LON
  Tarifkombination aus ½ RT BFFGB und ½ RT ULNNGB

  Conditions BFFGB:
  Rebooking/Rerouting/Upgrade permitted without charge

  Conditions ULNNGB:
  Rebooking/Rerouting/Upgrade not permitted

                                                   Application
  1. Passenger wants to change Outbound            changeable
  2. Passenger wants to change Inbound             none changeable

                                                                                         57
   3. Passenger wants to change OB and IB                     OB changeable



   The allowance of cross compartment combination might lead to the application of
   differing amounts depending on the change of segment:

   Example 3:
   FRA-TYO-FRA
   Tariff combination: ½ RT DRCDE1 plus ½ RT BLRCDE1

   Conditions DRCDE1:
   Rebooking/Rerouting/Upgrade permitted against charge of 200EUR

   Conditions BLRCDE1:
   Rebooking/Rerouting/Upgrade permitted against charge of 100EUR

                                                              Applicable Fee
   1. Passenger wants to change Outbound                      200EUR
   2. Passenger wants to change Inbound                       100EUR
   3. Passenger wants to change OB and IB                     200EUR



   Applicability:

   This new processing is only applicable whenever you find an explicit hint in the
   penalty paragraph of the respective fare note that
   for refunds Pricing Units based processing applies and for changes Fare
   component based processing applies:

   Example Refund:

CANCELLATIONS

  ANY TIME
   CHARGE [" EUR/USD 150.00"] FOR CANCEL/NO-SHOW/REFUND. (PU based)
   THE FOLLOWING RULES APPLY PER PRICING UNIT
   CHILD DISCOUNT DOES NOT APPLY.

Example Changes:

Changes
Before departer

CHARGE EUR/USD 50.00 FOR REVALIDATION/REISSUE.
 The following rules apply per fare component/direction.
  Exception: change fee will be the highest of any changed fare component in the
itinerary.




                                                                                      58
     CHILD DISCOUNT DOES NOT APPLY.
     Infant without a seat free of charge.




   There might be cases though when the new logic is not implemented yet (mostly
   private fares).
   So whenever this explicit hint (the following rules apply per fare
   component/direction) is missing like in the examples that follow all rules apply per
   Pricing Unit, i. e. the most restrictive principle still applies:

   More than 1 Pricing Unit (PU) on the ticket

Cancellations
For refunds each PU will have to be considered separately.

Changes
For reissue each PU will not be considered separately. The highest change fee of any
changed fare component within the itinerary has to be paid, regardless how many PU are
within the itinerary. No adding of multiple change fees of individual pricing units are
necessary.

Combinations with Partner Fares

Whenever controversial reissue and/or refund rules are combined on ½ RT basis with
partner on LH ticket (220 document), LH rules overrule always partner rules in manual
Processing. Automated Processing with ATC behaves in different ways.

Example:

HAM-FRA-ZRH-FRA
TARIFF COMBINATION: FRA-HAM PNC31OW & FRA-ZRH-FRA 1/2RT LH PNC6D0
PLUS 1/2RT LX HSWISSDE


Conditions PNCOW:
Revalidation/ Reissue permitted against chargt of 50 EUR
Highest fee of any change fare component within iternaray

Conditions PNC6D
Revalidation/ Reissue permitted against chargt of 50 EUR
Highest fee of any change fare component within iternaray

Conditions HSWISSD:
Revalidation/ Reissue permitted against chargt of 50 EUR
Highest fee of any change fare component within PU




                                                                                        59
LH TICKET
                                                             Applicable Fee
1. Passenger wants to change      FRA-HAM                    50EUR
2. Passenger wants to change      FRA-ZRH                    50EUR
3. Passenger wants to change      FRA-HAM & FRA-ZRH          50EUR

    LX TICKET
                                                                    Applicable Fee
    1. Passenger wants to change         FRA-HAM                    50EUR
    2: Passenger wants to change         FRA-ZRH                    50EUR
    3. Passenger wants to change         FRA-HAM & FRA-ZRH          100EUR




Definition of “HIGHER FARE”

Whenever the penalty paragraph (CAT16) refers to “higher fare” please keep in mind that
this expression simply refers to the fare amount not to a higher RBD/booking class.
E. g. the passenger holds a RT Ticket FRA-NYC

Paid tariff: ZRCDEU        2420 EUR

Fare Structure
ZFFDEW       2546 EUR
ZRCDEW       2420 EUR

Fare rule states upgrade to higher fare permitted; availability in “Y” given.
In this case the YFFDEW fare 2546 EUR would be considered an upgrade.

Definition of “No-Show”
Whenever the penalty paragraph (CAT 16) refers to No Show please keep in mind that
after original schedule flight departure time as shown in the affected flight coupon, the
passenger becomes a “No-Show”. In case of No-Show changes are not permitted any
longer for restrictive LH fares. Please refer to refund section of applicable fare rule.

Definition of “Closed Transaction”

A change fee applies for every single closed transaction. A closed transaction is defined
be ending the PNR.

Fare & YQ Residual Value

For non refundable fares, no residual fare value will be credited to the passenger when
reissue results in a lower fare. However, for accounting purposes an RF1 MCO needs to
be issued manually if the change results in a lower fare. In that case an additional
cancellation fee does not apply.
Note: Intercont-fares issued before April 2011 do not show this rule in the penalty
       paragraph (PE). Therefore a refund MCO (R1) will correctly be created by ATC and
       credited to the passengers.


                                                                                            60
      For non refundable fares the residual YQ value will be credited (and automatically
      included in refund MCO) when reissue results in a lower “YQ surcharge”.
Note: When a completely unused ticket or partially unused ticket is refunded, the YQ
      always remains non refundable.




Surface Sectors

Imbedded surface sector
Imbedded surface sector means a domestic or international surface sector within a fare
component but not to or from a fare construction point.

Imbedded surface sectors are allowed in any itinerary at the passenger’s request


Fare construction surface sector
Fare construction surface sector means either the origin point or the terminal point of a
domestic or international surface sector is at a point of turnaround or destination of a
pricing unit

Fare construction surface sectors are allowed in any itinerary at the passenger’s request.

A fare construction surface sector from the point of origin of a PU shall not be permitted.

A fare construction surface sector at the beginning or the end of the journey shall not be
permitted



Surface sector provisions
Any limitation on surface sectors in a fare rule applies to both imbedded
And fare construction surface sectors unless otherwise stated.

When a fare rule limits stopovers and/or transfers the method of assessing
The impact of an imbedded surface break is possible. Such limitation of
Stopovers and/or transfers shall not be impact by fare construction surface
Sectors unless such stopover and/or transfer limitation applies to
Stopovers and/or transfers at a fare construction point.



Combination




                                                                                              61
End-on combination
   •   A "End-on combination" means the combination of two or more fares which could
       be ticketed separately at a fare construction point. End-on combination does not
       apply to the combination of fares between the same points.
   •   B When a special fare rule limits end-on combination to specific fare categories,
       such limitation will apply in respect to the entire journey.
       EXAMPLE
       A special RT fare from SYD to SIN limits combinations to fares within Area 3:
          o   1 A journey SYD-SIN-KUL-SIN-SYD combining with a SIN-KUL RT fare is
              permitted.
          o   2 A journey SYD-SIN-KUL-LON-KUL-SIN-SYD combining with a SIN-KUL
              RT fare and a KUL/ LON RT fare is not permitted (LON is in Area 2).
       EXCEPTION: This limitation does not apply to end-on combinations with fares to/
       from USA.



Side trip combination
   •   A "Side trip" means travel to and/ or from an enroute point of a fare component.
       When travel from/ to an en-route point of a through fare is separately charged, such
       side trip is considered a separate journey for the purpose of fare calculation.
   •   B "Side trip combination" means the combination of a fare which could be ticketed
       separately from and/ or to an enroute point of a fare component.
   •   C The combination of OW normal fares with international side trip one way fares to
       or via the country commencement of travel is not permitted.
       EXAMPLE
       Side trip calculation
       Problem: As stopovers are required at all points, a separate side trip Madrid -
       Lisbon - Madrid is assessed




       Routing                  Relevant fares               NUC
       VIE                      VIE-MAD                OW    850.22
       MAD          stopover


                                                                                           62
                     MAD           VIE-CAS                OW     934.38
         LIS         stopover
         LIS         LIS           MAD-LIS                RT     442.32
         MAD         stopover      MAD
         CAS


         EXPLANATION
         The side trip is calculated as if it was a completely separate journey. In this case, it
         is considered a RT thus the fare is assessed as a MAD-LIS RT and not as the total
         of MAD-LIS half RT (or OW) plus LIS-MAD half RT (or OW).

Local combination
Combination of two fare components to create a single pricing unit - this also applies to the
combination of two one-ways fares, provided the second fare component returns to the
country of origin of the first fare component
Notes:
   •     1) Canada and USA are considered one country
   •     2) Scandinavia is considered one country


Combination of USA domestic fares with international fares
A Normal/ special domestic fares within the USA may be combined with international
fares, even though such combination undercuts a published through international fare. All
conditions of such normal/ special fares must be complied with, e.g. maximum/ minimum
stay requirements, group size, combinations, etc; however, the term “conditions” does not
include domestic routings. The cost of a ground package required by the domestic fare
(e.g., ITT/ GIT) may be disregarded when the domestic IT fare is combined with an
international IT fare having a tour package of the same or higher amount than the
domestic fare. Standby fares may not be combined.
B When a domestic fare is combined with an international fare, the resultant combination
constitutes a through international fare and is therefore subject to the routing governing
that particular international fare.
C Through MPMs may be used either between an interior USA point and destination (or
vice versa), or between a USA gateway and destination (or vice versa) (unless prohibited
by rules applicable to one of the sector fares).
EXAMPLE
Travel: Chicago- New York- Frankfurt- Zurich-Amsterdam- Paris- Lagos
MPM used from NYC                   MPM used from CHI


                                                                                               63
MPM NYC-LOS 6400                MPM CHI-LOS 7266
TPM NYC-LOS 7586                TPM CHI-LOS 8307
Fare Construction               Fare Construction
(in NUC)                        (in NUC)
CHI                             CHI
NYC        V          179       NYC          V
FRA        Y                    FRA          Y
ZRH        Y                    ZRH          Y
AMS        Y                    AMS          Y
PAR        Y    20M             PAR          Y 15M
LOS        Y          1884      LOS          Y          1806
Total                 2063      Total                   2012

D Domestic fares may be constructed over one gateway and routed over another unless
the conditions of the domestic fare used require travel via the fare construction point.




                                                                                           64
Mixed Class Construction

General

1) Mixed class travel is when an itinerary involves travel in two or more classes of service
2) In assessing the fare for the mixed class transportation, special fares must not be used
3) Any stopover/transfer restrictions applicable to the through fare must be observed
4) Differentials are assessed in the same direction as the fare used for the lowest class of
   service
5) When half RT fares are used, differentials are assessed using half RT fares; when OW
   fares are used, differentials are assessed using OW fares
6) Class differential calculation is only subject to the HIP check, no further minimum
   checks apply
7) When comparing normal fares of the” same class of service”, in order to determine the
   fares to be used in a class differential calculation, the following sequence shall apply
   If no sleeper seat fare, use first class fare;
   If no first class fare, use intermediate/business class fare
   If no intermediate/business class fare, use economy class fare
   provided where more than one economy class fare is published, use the highest
   economy class fare

     FARE CALCULATION
     1) Establish the fare for the itinerary in the lowest class of service used applying all
        applicable fare construction checks
     2) Establish whether as a result of 1) above the mixed class sector(s)
           a. Apply within a fare component, or
           b. Constitute an entire fare component, or
           c. Constitute an entire pricing unit

     If the mixed class sectors are WITHIN A FARE COMPONENT, the differential for the
     sector(s) travelled in a higher class shall be the lowest of the following

        a. the difference between the lower class fare for the sectors flown in the higher
           class and the fare for the higher class of travel on those sectors
        b. the difference between the applicable fare for the fare component
              in the lower class of service and the applicable fare for the fare component in
              the higher class of service

EXAMPLE:
Travel: LON – Y/ BKK – F/HKG – Y/LON
The sum of the through C fare plus lower differential of the following




                                                                                                65
              Calculation                                         (NUC)

               BKK - HKG                             F Fare       490.86

               BKK - HKG                             Y Fare       333.95

               Difference                                         156.91

               LON - HKG                             F Fare       8574.94

               LON - HKG                             Y Fare       4169.86

               Difference                                         4405.11

               Differential to be applied                         156.91



If mixed class sector(s) are CONSECUTIVE SECTORS WITHIN A FARE COMPONENT
travelled in a higher class of service, the difference shall be the lower of
           a. the difference between the lowest applicable fare for the lowest class of
               service used and the lowest applicable fare for the higher class of service
               used, or
           b. lowest applicable through fare for the lowest class of service used for the
               sectors concerned and the lowest applicable through fare for the higher class
               used for such sectors

EXAMPLE
Travel: Bangkok-(C) Hong Kong-(F) Singapore-(F) Zurich
The sum of the through C fare plus lower differential of the following


              Calculation 1                                    (NUC)

               HKG-SIN                         F Fare          876.94

               HKG-SIN                         C Fare          741.73

               Difference                                      135.21

               SIN-ZRH                         F2 Fare         2421.28

               SIN-ZRH                         C Fare          2122.39

               Difference                                      298.89

               Total Difference                                434.10

              Calculation 2                                    (NUC)

               HKG-ZRH                         F Fare          3613.68

                                                                                         66
               HKG-ZRH                          C Fare          2566.70

               Difference                                       1046.98

              The differential to be applied shall be 434.10



If the calculation in the lower class of travel establishes that the mixed class sector(s)
constitute an ENTIRE FARE COMPONENT(s), the differential shall be the difference
between the applicable fare for the lower class of travel for the entire fare component and
the applicable fare for the higher class of travel for the fare component

EXAMPLE
Travel: LON – Y/BKK – Y/HKG – F/LON


              Calculation                                         (NUC)

               LON – HKG                        Y RT Fare         7504.78

               plus diff
               LON - HKG                        F ½ RT Fare       8574.97

               LON - HKG                        Y ½ RT Fare       3752.39

               Differential to be applied                         4822.58

               Total Fare                                         12327.36



If the calculation in the lower class of travel establishes that the mixed class sector(s)
constitute an ENTIRE PRICING UNIT, the differential shall be the difference between the
applicable fare for the lower class of travel for the PU and the applicable fare for the higher
class of travel for the PU




                                                                                            67
EXAMPLE
Travel: LON – F/BKK – Y/HKG – Y/BKK - F/LON


              Calculation                                         (NUC)

               LON – BKK                           Y RT Fare      6746.98

               plus diff
               LON - BKK                           F RT Fare      16664.02

               LON - BKK                           Y RT Fare      6746.98

               Differential to be applied                         9917.04

               plus
               BKK - HKG                           Y RT Fare      667.90
               Total Fare                                         17331.92




Mixed Class Fare Checks
Class differential calculation is only subject to the HIP check, no further minimum checks
apply.

*Note: class differential (d) entry is no longer required for fare components flown entirely in
a higher class of service than other fare components. The fare for the entire component
shall be the applicable fare for the class of service used.




                                                                                            68
          Normal Fare Flow Chart
                                           Is the journey a RT/CT by definition?
                             Yes                                                                       No



  Half RT fares must be used                                          If the journey is not a RT/CT by definition then the journey
                                                                      contains domestic and/or international surface breaks.
           Yes
                                                                      Are all surface breaks domestic?
  Is there a common point(s) / country that
                                                                                  Yes                                        No
  would allow the assessment of 2 or more
  separate return subjourneys?
                                                                      Can the fare be                       No
                                                                                                                      Is there a common
           Yes                                 No                     assessed using 2                                point(s)/country?
                                                                      international ½ RT
Is the fare to be broken more than once                               fares?
at such common point/country?                                                                                              Yes               No
                                                                            Yes
                                                                                                                 Is the fare to be
           Yes                     No                          Is there a common                                 broken at such
                                                               point/country between the                         common point in such
                                                               country of origin and the                         country (ies)
Would (all) resulting subjourneys permit the                   country of turnaround
continued use of half RT fares?                                                                                      Yes                No

                                                                       No

           Yes                                                                                       Are any subjourney(s)
                                                                                                     to/from such common
                                                              Is the fare to be
The fare must be             The fare must be                                                        point(s) / country(ies)
                                                              broken more than                       return subjourneys?
assessed as a                assessed as a                    once at such common
series of RT                 single RT/CT                     point/country?
subjourneys                  journey                                                                 Yes                          No

                                                        Yes     No



                        The fare must be assessed                    The RT subjourney must be
                        as a series of RT                            assessed using ½ RT fares. Use OW
                        subjourneys subject to the                   fares for remaining subjourneys.                            Use OW fares
                        following for NOJs                           Subject to the following for NOJs



                                           For NOJ journey/subjourney is there a common point
                                           or more than one point in either the country of origin
                                           or the country of turnaround or both?

                                         Yes
                                                                                           No


                        Is the fare to be
                        broken at such other
                        point(s)?


                                   Yes                                No




                    The NOJ can be assessed
                    as o OW domestic fare(s)
                                                                                        Use 2 half RT fares
                    and a return subjourney




                                                                                                                                       69
General Notes:

1. If for pricing purpose the journey is changed (e.g. closing a surface gap or adding a
   sector that creates a surface gap) then the new journey will determine which path of
   the flow chart should be taken.
2. For end-on combination of normal and special fares separate the special and normal
   fare completely and assess the normal fare sub journey according to the flow chart.
3. The flow chart does not apply for local combination of normal and special fares – in the
   given case refer to the special fares rule.




                                                                                         70
Summary of steps and checks
The following is a summary of fare construction steps for various journey/ sub journey
types. Consult the preceding fare construction rules for further information and exceptions.
Note: As of 15 January 2005, ISI codes have been deleted.

One Way                     Normal OW Pricing Unit           Special OW Pricing Untit
Mileage Checks (MPM/        Yes                              Yes
TPM/ EMA/ EMS)
HIP                         Check if there is a HIP from     Yes but not HIP from
                            fare component origin to any     intermediate stopover to
                            stopover point; from             another.
                            intermediate stopover point to
                            another; from intermediate
                            stopover to fare component
                            destination.
BHC                         HI fare from origin to highest   Yes
                            rated stopover point.

Return Trip      Normal/ Normal CT            Normal Fare Special CT           Special
Pricing Units    Special                      Open Jaw                         Fare Open
                 RT                           (Noj)                            Jaw (OJ)
(MPM/ TPM/       Yes       Yes                Yes            Yes               Yes
EMA/ EMS)
HIP: Stopover    Yes       Yes                Yes            Yes               Yes
Points Only
CTM              No        The highest         No            The highest       No
                           normal round trip                 special round
                           fare from origin to               trip fare from
                           any stopover                      origin to any
                           point in a pricing                stopover point in
                           unit                              a pricing unit




                                                                                         71

				
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