lufthansa application of tariff iata reso

7/30/2019 Lufthansa Application of Tariff IATA Reso

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Application of Tariff

Application of Tariff 1Applicability of Fares (Extracted from IATA Reso 017) 4

Different carriers in a fare 4Normal Fares 4Special Fares 4Cabotage Fares 4Fares Established as a Percentage 5

Validities and Counting 6Validity of Ticket 6Validity of Fares 6Counting of Days 6Counting of Month(s) 7Counting of Year 7

Minimum Stay 8Maximum Stay 8Stopovers and Transfers 9

General Stopover Rule 9Definition of Stopovers 9Definition of Transfers 11

Published Fares and Add-On Amounts 12Mileage System / Routings 12

Mileage Calculation 12Applicable Fare when Mileage exceeded 12Surface Transportation (Gaps) 13

Mileage Exceptions 15Excess Mileage Allowance (EMA) 17

Special EMAs for LH and UA 17Interrupted Travel 19

General Rule for Interrupted Travel 19Interrupted Travel with Normal Fares 19

Fare construction 21Fare construction principles - how to proceed 21Basic fare construction principles 21

Pricing Unit Concept 23Definitions 23

Sequence of checks 24Applicable fares 24Constructed fares 24Add-on constructions 25Add-on application 25C/ construction to establish unpublished fares 25Fares based on a Percentage of another Fare 25

Comparing fares with global indicators 27Construction Rules For Journeys 30

General 30How to determine the Fare for a Journey 30"Slicing" and "Dicing" an Itinerary 30Round, Circle, Open Jaw Trip Journeys 30RT, CT, OJ Journeys with common Point/Country 31


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Fare Direction for RT, CT, OJ Journeys 31OJ Journeys - alternative Option for Assessment 31Journeys other than Round, Circle, Open Jaw Trips 31Journey Limitations on Indirect Travel 32Arrivals and Departure in one Country 32

Construction Rules for Individual Pricing Units 33OW Pricing Units 33Minimum checks for OW pricing units 34Round Trip Pricing Units 34Circle Trip Pricing Units 35Definition of a CT 35Circle Trip Construction 35Circle Trip Minimum Fare Check (CTM) 35

Unreasonable connections 37Normal Fare Open Jaw Pricing Units 39

Definition of normal fare OJ 39

Fare construction for normal fare open jaw 39Minimum checks for Fare Open Jaws 41

Directional Minimum Check 41Common Point Minimum Fare Check (CPM) 41

Special Fare Open Jaw Pricing Units 42Definition of Special Fare OJ 42Fare construction for special Fare open Jaw 42

Construction Rules for Fare Components flown in one Class of Service 43General 43General Provisions for fare components 43

Limitations on Indirect Travel 44General Limitations 44Additional limitations at the origin point 44Additional limitations at intermediate points 44Additional Limitations by Country 44Journey limitations 45

Fare components with a surface sector(s) 46Fare Calculation 46Normal fares 46

Higher Intermediate Point (HIP) Check 47HIP check for normal and special fares 47

HIP exceptions by countries 47HIP check - normal fares 48HIP check - special fares 50

Fares Guarantee (IATA Reso 049x) 52Refunds and Reroutings (IATA Reso 017f) 54

Section A - General 54Section B - Voluntary Reroutings (for partly used Pricing Units) 55Section C - Voluntary Rerouting of Totally Unused Tickets 55Section D - Refunds (for partly used tickets) 56

Surface Sectors 63Imbedded surface sector 63

Fare construction surface sector 63Surface sector provisions 63

Combination 63


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End-on combination 63Side trip combination 64Local combination 65Combination of USA domestic fares with international fares 65

Mixed Class Construction 67

General 67Mixed Class Fare Checks 70

Normal Fare Flow Chart 71General Notes: 72

Summary of steps and checks 73


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Applicability of Fares(Extracted from IATA Reso 017)

The fare paid is only applicable when international travel actually starts in the countryof the point of origin shown on the ticket.

Different carriers in a fareIf, 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. Thepublication of a routing does not imply the existence of a service or that traffic rightsare granted. Therefore, the schedules of carriers must always be consulted whenmaking routing.

Normal Fares

Full fares for a First/Business/Economy Class service and restricted fares publishedas normal fares (e.g. F2, C2, Y2 ect.). Children and infant fares which are establishedas 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 andEU/ER/ES/ET.

Special FaresAny fare other than normal fare.

Cabotage Fares

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

British CabotageJourneys between the following territories are British Cabotage and traffic isrestricted to British airlines which have authority to issue tickets on foreign airlinesunder certain circumstances.

Bermuda, British Virgin Islands, Caicos Islands, Cayman Islands, Gibraltar,Montserrat, Turks Islands, United Kingdom

Dutch CabotageBetween and within Netherlands, Netherlands Antilles and Aruba.

French CabotageBetween 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, NewCaledonia (including Loyalty Islands), French Polynesia (including Wallis andFutuna).


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USA CabotageJourneys 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, SwainsIsland, 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 percentagesapply 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 rulesExample:Journey A-B-C-DChildrens fare:A-C 50% of the adult fare

A-D 50% of the adult fareB-C 67% of the adult fareB-D 67% of the adult fare

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


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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 thereservation 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 isdescribed in the respective rules.If normal and special fares are combined in one ticket, such shorter period of validityshall 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 ofexpiry date on such flight coupon. In case of minimum stay requirements, the day towhich 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 notlater 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 toadd the number of days to the dates from which they must be counted


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e.g.: 14/45 days Excursion Farecommencement of journey 07JUNminimum stay 14 days related to arrival at turnaround point = 08 JUNmaximum 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 thecorresponding 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 bethe 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 thecorresponding date in a subsequent year, e.g.: 01JAN99 01JAN00


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Minimum Stay

- Transatlantic/Transpacific: The number of days, counting from the day after

departure on the outbound Transatlantic/Transpacific sector to the earliest day ofreturn Transatlantic/Transpacific travel may commence from the last stopoverpoint 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 thefirst outbound international sector to the earliest day return travel may commencefrom the last stopover point outside the country of origin (here including the pointof 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 theday of departure from the country of origin

- when fare rule quotes a minimum number of days to be spent in or at a specificarea, country or city, such duration is counted from the day after day of arrival tothe 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 commenceprior to the minimum stay period stated in the rule, after the date of departure fromthe point of origin.

To/from USA: return travel from the last point of stopover may not commence prior tothe minimum stay period stated in the rule, after departure of the outboundTransatlantic sector.

Maximum Stay

- the number of days counting from the day after departure, to the last day returntravel 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 bymidnight of the last day of the maximum stay period stated in the rule, after the dateof departure from the point of originTo/from USA: return travel from the last stopover must commence by midnight of thelast day of the maximum stay period stated in the rule, after the date of departurefrom the point of origin


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Stopovers and Transfers

General Stopover Rule

Stopovers are permitted at passengers request at any scheduled stop of an aircraft ifarranged 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 paymentof 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 laterthan 24 hours after arrival (local time)Exception:

for travel wholly within Central America or for travel wholly between Central Americaand Panama: when a passenger arrives at an intermediate point and is scheduled todepart 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 becounted as a stopover unless the time interval between the arrival immediatelypreceding the side trip and the departure immediately following the side trip does notconstitute a stopover.

Specific Conditions for Travel at Fares within Area 1

Tickets sold in Argentina, Bolivia, Chile, Paraguay, Peru, Uruguay in the countrysown currency may not provide for a stopover in that country once the passenger hasleft it, if the ticket includes travel outside Argentina, Bolivia, Chile, Paraguay, Peru,Uruguay, unless otherwise specified in a fare rule, en-route stopovers are permittedfree and all RT fares permit a free stopover at the point of turnaround fareconstruction 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 ofdeparture is one stopover which is not counted


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- a transit point used as the origin, destination of a sidetrip will be counted as astopover unless the time interval between the arrival immediately preceding thesidetrip and the departure immediately following the sidetrip does not counted asone 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 counttogether as 1 stopover if the time interval between arrival immediately precedingthe surface sector and departure following the surface sector constitutes astopover, 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 prohibitsstopovers but allows OJ:

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

FRACHI 876.50 NUC

XNYCFRA 755.26 NUC

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

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

relevant fares NUCPAR PAR-ROM 815.86ROM PAR-GOA 627.32GOA PAR-TRN 603.19

X (train)TRNPAR

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.


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General Transfer Rule

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

Definition of TransfersA 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 laterthan 24 hours after arrival (local time)Exception:for travel wholly within Central America or for travel wholly between Central Americaand Panama: when a passenger arrives at an intermediate point and is scheduled todepart 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 orcommences from the point of turnaround (fare construction point)


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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 andthe 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 mileageTPM: 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 anotherpoint 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 proceduresshall be rounded down to the next lover whole mile.


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Example:

Mileage calculation for a return indirect journey:

Routing Relevant miles

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

TPM GVA-LON 466TPM LON-CPH 594

TPM CPH-OSL 314------

1374MPM: OSL-GVA 1173

Explanation:In case of return journeys, the journey is divided in 2 parts, an outbound and aninbound 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 becollected. On the inbound part, a 20% surcharge is applicable.

Surface Transportation (Gaps)

In calculating the mileage for a through fare via indirect routings, surfacetransportation (at the passenger's expense) may be included between the followingintermediate 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) MulhouseBerlin (BER) Dresden (DRS)Berlin (BER) Leipzig (LEJ)

Berne (BRN) Geneva (GVA)Berne (BRN) Zurich (ZRH)Bilbao (BIO) San Sebastian (EAS)


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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) Mnster (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) Nrnberg (NUE)Podgorica, Serbia & Montenegro Tivat, Serbia & MontenegroSantiago 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)


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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 mileagecalculation is made accordance with above provision. The use of 2consecutive gaps is prohibited.

Mileage Exceptions

Europe - Japan/Korea (South)

For nonstop travel between Europe and Japan/Korea (South) the TS MPM must beused. When transportation is performed on 1 single flight coupon between Europeand China excl. HKG and another single flight coupon between China excl. HKG andJapan/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 pointof 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 besurcharged

- if the fare to or from SAO falls within the MPM, and the fare for the same route toor 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 thesame fare component.

South Atlantic - Area 3

For transportation between Argentina, Brazil, Chile, Paraguay, Uruguay and Area 3where a passenger travels on a direct single flight coupon service from a point inArgentina, 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


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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 apoint in Argentina, Brazil, Chile, Paraguay, Uruguay to Miami, Montreal, New York orToronto 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 orv.v., the mileage for these 2 sectors shall be deemed to be equal to the ticketed pointmileage 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 EastAsia 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 routingindicator 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 ofadd-on amounts over KHI and when transportation on the sector to/from the interiorPakistani point and KHI is on a single flight coupon the following mileage rules willapply:

- the mileage for the entire fare component shall be assessed to/from KHI and thefare- 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 inPakistan 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).


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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 beforecomparison 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 intermediateticketed points may be added to the routing

- only one TPM deduction per fare component is permitted

Special EMAs for LH and UA

Between And ViaTPM

DeductionOR/WA BE/FR/DE/NL/GB 470ANC BE/FR/DE/NL/GB 2600BOS BE/FR/DE/NL/GB WAS 200PVD BE/FR/DE/NL/GB WAS 70Saudi Arabia USA/CA/MX TLV 660CA Area 2/3 USA 850Caribbean Europe MIA 1000Caribbean Europe NYC 300USA PT FRA/LON/PAR 800USA Gambia, Congo (FIH), Senegal,

Guinea, Mauritania,BRU 2100

USA Benin, Burkina Faso, Cameroon,Congo (BZV), cote dIvoire,Gabon, Mali, Niger, Nigeria,Senegal

PAR 1200

USA Angola LON 300USA Ghana, Nigeria LON 1000USA Liberia, Sierra Leone LON-ACC 2600

USA Ghana, Nigeria FRA 1400USA Togo PAR-DLA 1500BGO NYC OSL/CPH 50Points inAlberta, Yukon,British Colombia

Europe YMQ/YTO/YOW 400

Points in NewBrunswick,Nova Scotia,Prince EdwardIsland

Europe BOS/YMQ/YTO/YOW

1500

Points inNewfoundland

Europe YHZ 700

MD/PA/WAS IE LON 150


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CLT/NYC/PHL/WAS

LIS MUC 1230

CHI/YTO LIS MUC 900LAX LIS MUC 220NYC/PHL/WAS OPO MUC 900

CHI/YTO OPO MUC 570CLT OPO MUC 790


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Interrupted Travel

General Rule for Interrupted Travel

For fare components which include one or more surface sectors, the fare shall be thelower 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 TPMmust 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 theTPM 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 journeyfrom 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 ofcommencement 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 thepoint of commencement of the surface break. Provided there is no shortest operatedmileage, 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 218MRS 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 172.09Total NUC 356.55


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

Through fare AMS-BRU-LON-SNN is thus the higher intermediate fare BRU-SNN = NUC318.02

Calculation 2:

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

The mileage for the international surface break BRU-LON (206) is greater than AMS-BRUflown 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-SNNmay be issued.


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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 withoutstopovers

- for each fare component, determine whether the published fare may beapplied 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 twoor 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 intoseparate "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 isalso 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). Thefare 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 principle2. Lowest combination of fares principle: the lowest combination of fares over anintermediate ticketed point on the itinerary, subject to minimum fare checks

Note: this principle does not preclude combination of international fares withnormal/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 ofdeparture on the first sector


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

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


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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 anyother fare. The pricing unit concept provides the opportunity to price multiple stopoverjourneys in alternate ways.

For example, a journey PAR-TYO-SYD-surface TYO-PAR can be assessed either as aOW PAR-SYD (via TYO) plus a OW TYO-PAR (in the direction from PAR), or as a RTPAR-TYO plus a OW TYO-SYD. The lower fare obtained by the 2 methods would beused, subject to any minimum fare checks. Explanations and examples of different typesof 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 mostimportant 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 beingticketed 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 using1/2-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 originThe initial starting point of a pricing unit.


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Sequence of checks

Effective 01. June 2008 the following checks have been deleted:CPM Common Point Minimum Check

OSC One Way Subjourney CheckRSC Return Subjourney CheckDMC Directional Minimum CheckCOP 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 HIPOW Backhaul BHCCountry of Commencement COM

For RT/CT/NOJ-PUS:


Higher Intermediate Point HIPCT-Minimum, RTW-Minimum*** CTM/RWM

Mixed PUS:


Higher Intermediate Point HIPOW Backhaul Check BHCCT-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 afterapplication 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/


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Fare construction must be via the itinerary of the passenger. The addition of points not onthe 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, thethrough 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 thepublished fare to which it is added

- only one add-on amount at each end of a published fare may be used to construct athrough fare

- a fare constructed with add-on is regarded as a published through fare and must beshown on the ticket as a single amount. Such through fare will then be subject to allrule 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 anotherticketed 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 foreach component shall be calculated using the percentage applicable to that component.Fare construction checks (HIP, CTM, DMC...) shall be made using the levels which resultof applying such percentage.

Example:Travel: A B C DChildrens fare:A-C 50% of the adult fareA-D 50% of the adult fareB-C 67% of the adult fare

B-D 67% of the adult fare


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


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Comparing fares with global indicatorsIn applying Global Indicators (GI) the following applies:

the comparison of the itinerary of a fare component with a GI is based on theticketed 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 viaAtlantic

AT

Between Area 1 (except Argentina,Brazil, Chile, Paraguay, Uruguay

Area 3 viaAtlantic

AT

Between Argentina, Brazil, Chile,Paraguay, Uruguay

Area 3(exceptSouth EastAsia via theAtlantic)

AT


South EastAsia via theAtlantic

AT if travel is via Central Africa,Southern Africa, Indian OceanIslands then travel must also bevia a point(s) in Area 2 outsideCentral Africa, Southern Africa,Indian Ocean Islands


South EastAsia / SouthAsianSubcontinent

via theAtlantic

SA via point(s) in Central Africa,Southern Africa, Indian OceanIslands only or via directservices

Between Area 1 Area 3(exceptSouth WestPacific)

PA

Between Area 1 (except Argentina,Bolivia, Brazil, Chile, Colombia,Ecuador, French Guiana, Guyana,Panama, Paraguay, Peru, Suriname,Uruguay, Venezuela)

South WestPacific

PA

Between Argentina, Bolivia, Brazil, South West PA not via North America


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Chile, Colombia, Ecuador, FrenchGuiana, Guyana, Panama, Paraguay,Peru, Suriname, Uruguay, Venezuela

Pacific

Between Argentina, Bolivia, Brazil,

Chile, Colombia, Ecuador, FrenchGuiana, Guyana, Panama, Paraguay,Peru, Suriname, Uruguay, Venezuela

South West

Pacific

PN must be via North America but

not via North and CentralPacific

Between Area 2 (except Russia inEurope, Ukraine)

Area 3 EH not for routings on non-stopservices between Europe andJapan, Korea (Dem. Rep. of),Korea (Rep. of)

Between Russia (in Europe), Ukraine Area 3 EH not for routings on non-stopservices between Europe andJapan, Korea (Dem. Rep. of),

Korea (Rep. of);only for routings via anothercountry(ies) in Europe (exceptRussia in Europe, Ukraine)and/ or Middle East

Between Area 2 (except Russia inEurope)

Area 3 TS only for routings on non-stopservices between Europe andJapan, Korea (Dem. Rep. of),Korea (Rep. of)

Between Russia (in Europe) Area 3 TS only for routings on non-stop

services between Europe andJapan, Korea (Dem. Rep. of),Korea (Rep. of); via anothercountry(ies) in Europe

Between Russia (in Europe) Area 3 RU only for routings on non-stopservices between Russia (inEurope) 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-stopservices between Russia (inEurope), Ukraine and Area 3other than Japan, Korea (Dem.Rep. of), Korea (Rep. of)

Between Area 2 Area 3 viathe Atlanticand Pacific

AP

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


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


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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 comprisethe journey being travelled

Fares may only be constructed over ticketed points in the passengers itinerary. Theaddition of points into the itinerary is not permitted, provided this does not apply to add-onconstruction 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 separatepricing units can be assessed these are calculated and the sum of the pricing unitscompared to the fare for the entire journey - the lower amount being charged. It issometimes possible that an itinerary will allow a number of different pricing unitcalculations. 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 MADFare construction:


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MAN ROM 1/2 RTROM CPH 1/2 RT ONE PUMAN 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 multiplereturn sub journey PUs using half RT fares.A return sub journey only occurs if the fare is broken more than once at the commonpoint/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 notpermitted.

Fare Direction for RT, CT, OJ Journeys

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

Note: except for RT pricing units, fare components between Canada and USA and withinthe 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 fareOJ, the pricing unit is assessed as two half RT fares, provided that, if there is a commonpoint(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 commonpoints(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 usingOW 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 thecountry of pricing unit origin shall be in the direction from such country, i.e. not in thedirection of travel

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

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


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- 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 beassessed in the direction from that country

*Note: Except for RT PUs, fare components between Canada and USA and within thearea 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 arrivalsand four international departures in any country provided for the counting of arrivals anddepartures 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


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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 therules.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 faresmust 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 previouspricing unit has been assessed, the fare for the OW sub journey into such country isassessed from such country, i.e. not in the direction of travel.

Example:Travel: ATL-LON-STO-LIS-GLAConstruction: ATL-LON OW 1 PU

LON-STO OW 1 PU

STO-LIS OW 1 PUGLA-LIS OW 1 PU total 4 PU

- fare component LIS-GLA must be in the direction of GLA-LIS, because thetermination 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 havebeen used to assess a previous PU, the direction of the last PU will be assessed in thereverse direction of travel.

ExampleOW sector faresTravel: GVA-LON-ATH-ZRH(X)-MAN

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


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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 suchcomponent shall be the higher of either:

the applicable fare between the fare construction points (for the end-to-endcomponent), 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 normalhalf RT fare for each component, measured from the point of origin, is the same for therouting 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 forthe 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 farewill be twice the outbound OW fare.

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


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RT fares, when combinable, may be used with other fares on the basis of half RT (insteadof 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 ofthe 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 RTdefinition.

Circle trip provisions - unreasonable connections: A sector between two fare constructionpoints shown in the chart "Establishing Unpublished Fares" where it is considered that noreasonable air service is available, may be travelled by other means of transport with noprejudice to the CT. The conditions applicable to CT construction, including the CTMcheck, 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 theitinerary starting the calculation from the unit origin. All fare components shall be applied inthe direction of travel.

Exception: Any fare component terminating in the country of unit origin shall be applied inthe 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 thehighest rated pair of points applicable to the class of service used from the point of unitorigin to any stopover point on the route of travel. Where more than one normal fare ispublished for the carrier and the class of service used, the lower/lowest level may be used.


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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 pointto be checked.

*Note: only direct route fares between 2 points with the appropriate GI-S are to be used, ifthere is no direct route fare with the appropriate GI-S or there is no GI for the routing thenit 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 tocarrier(s) used outbound and inbound, the fare to be used for the check shall be the lowerof such RT fares.

When there are RT fares with different GI-S from the point of unit origin to any stopoverpoint, 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 farestopover point, the fare for the PU must not be less than the direct RT normal fare to thehigher 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 lowestcombination of RT fares of the class used over any ticketed point. When shown on theticket, 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-BRT plus B-C RT or A-D RT plus D-C RT.


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Unreasonable connectionsFor the application of CT, a fare construction surface sector break may be travelled by anyother 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


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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 RNBFaro 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 UMEGothenburg 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


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Normal Fare Open Jaw Pricing Units

Definition of normal fare OJ

Travel from a country and return thereto; comprising two international farecomponents only and whereA) 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 aredifferent

Pls be aware that this reflects the IATA definition of an OJ. LH has decided not to apply astricter rule for NOJ than for special fare OJs and allows an international OJ for as OOJ aswell as for TOJ provided the PU does not consist of more than two international farecomponents. .

However, in rare cases this general policy might be disregarded for specific marketrequirements.Consequently, it is important to double-check the respective fare note.

B) Turnaround Open Jaw: the outward point of arrival and the inward pointdeparture are different or

C) Double Open Jaw: the outward point of departure in the country of unitorigin and the inward point of arrival in the country of unit origin aredifferent (origin open jaw) andthe outward point of arrival and the inward point of departure are

different (turnaround open jaw)

Fare construction for normal fare open jaw

Generalthe fare for a NOJ pricing unit shall be the sum of 1/2 the applicable RTfares for both international legs of the open jaw, assessed in thedirection from the country of unit origin.

For the purpose of an NOJCanada, USA shall be considered as one countryExcept for pricing units wholly within Scandinavia, Scandinavia shall beconsidered as one countryAruba; Netherlands Antilles shall be considered as one countryExcept 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 tobe considered one mentioned above

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


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described under minimum checks for NOJ below

When the surface sector is an international sectorthe 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 longestsector flown instead

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


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Minimum checks for Fare Open Jaws

Directional Minimum CheckDeleted as of 01. June 2008

Common Point Minimum Fare Check (CPM)

Deleted as of 01. June 2008


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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 thearea of origin and turnaround as provided for in the special fare rule. In this context thefollowing 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 theapplicable RT fares, subject to any applicable mileage surcharge and/or higherintermediate fare for both legs of the OJ.

When the inbound component terminates in the country of unit origin, the fare applicablefrom 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 inEurope 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 excursionSTR-LIM 1/2 RT excursion

Unless otherwise stated in a fare rule the surface sector where permitted may occurbetween points within (domestic) or between (international) countries in the area of unitorigin 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.


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Construction Rules for Fare Components flown inone Class of Service

GeneralThe 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 determinedaccording to:- mileage principle- lowest combination of fares principle

the lowest combination of fares over an intermediate ticketed pointon the itinerary, subject to minimum fare checks.*Note: this principle does not preclude combination of internationalfares with normal/special fares within the USA.


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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 departureand one international arrival at any ticketed point in the country where the journeyoriginates.

Example:POA-BUE-SAO-NYC: there are 2 international departures from Brazil, the useof 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 onedeparture at any intermediate ticketed point may be included, regardless of where travelcommences.

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 notinclude more than 2 domestic sectors in Brazil.

Examples:

1. BSB RIO NYC at a through fare BSB NYC is permitted2. POA RIO SSA LIS at a through fare POA LIS is permitted3. FLN X/CWB IGU X/SAO LON at a through fare FLN LON is not permitted. Thefirst international fare component must be assessed from CWB and FLN CWB chargedseparately.

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.


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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 inany 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


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Fare components with a surface sector(s)

Fare CalculationFor itineraries which include a surface sector apply the lowest of the through fare or thesum 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 thethrough fare, ravel from origin of the journey up to the surface break will be ticketedseparately, 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 unitLON-PAR OW 1 pricing unitFRA-LON OW 1 pricing unit

Notwithstanding separate PUs, the TPMs is undertaken from NYC-LON plus LON-PARare added together and the resulting sum is compared to the TPM of the surface breakPAR-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 thecommencement of the surface break

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

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

- if no TPM exists for the points concerned the shortest operated mileage (which isequivalent to the MPM divided by 1,2) may be used . However, if there is no shortestoperated mileage, a combination of ticketed point mileages must be used

- in applying this rule, surface sectors between Canada and USA, and those in thechapter "surface transportation" may be disregarded


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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 stopoverpoint (Note: This is for normal fares only.)

from each intermediate stopover point to the subsequent fare break point.

HIP exceptions by countries

AfricaFor journeys wholly between Kilimanjaro and Nairobi, HIP check will be for all ticketedpoints.

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

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

MalawiFor journeys originating in Malawi, the HIP check in each fare component shall be appliedon all ticketed points in Malawi.

TurkeyFor 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 istaken.

Western AfricaFor journeys originating in Western Africa, the HIP check in each fare component shall beapplied on all ticketed points in Western Africa.


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HIP check - normal fares

General applicationIf in any routing permitted at the direct route normal fare there is a higher direct routenormal 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 FareLON-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 willbe 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 forthe HIP, the rule for the application of the day of week fares applies only tothe sector(s) for which the check is made. The day of travel on such sectorsis 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 firstinternational 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 internationalsector determines the day of week fare to be applied

to establish the day-of-week fare level to be used for the HIP check onthe 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 firstinternational 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 thesector 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 theHIP, the rule for the application of seasonal fares applies only to the


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sector(s) for which the check is made. The seasonal rule for such sector isused to determine the fare level used for the HIP check

ExampleRouting A B C B AFirst 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 firstinternational sector determines the seasonal fare to be applied

to establish the seasonal fare level to be used for the HIP checkon 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 thesector 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 adirect fare of the same class between any 2 ticketed points which is higher than the directfare between the fare construction points (through fare), the fare for the component mustbe raised to the level of such higher fare, then increased by the amount of mileagesurcharge 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 madein 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 madeusing 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 dayof 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 astopover, 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 ifthe ticket indicates that the passenger is using connecting flights at both points.


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

HIP check - special fares

General applicationHaving established an applicable special fare for a pricing unit, such special fare may beapplied subject to the following:

o Price the fare as a normal fareo Establish the lowest applicable level;

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

If there is a HIP between either fare construction point of the special fare and anintermediate ticketed (stopover) point, the special fare shall not be less than such higherfare, except;

o if there is a special fare of the same type at the same level or a lower level on thesector for which the normal fare applies, the special fare for the component may beapplied, or

o if there is a special fare of the same type at a higher level on the sector for whichthe higher normal fare applies, the special fare for the component shall not be lessthan such higher special fare, or

o if there is no special fare of the same type on the sector for which the normal fareapplies, the fare shall not be less than the lowest of any higher type of special farewithin 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 ofservice and

(i) (ii) (iii)a-Late Booking aGIT fare aPublicfare, Group fare,or or orbAPEX fare, bITT fare, bExcursion fare

or orcPEX fare, cExcursion fareordExcursion fare

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

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


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

AS OF 04 OCT 2011 RESO 049x IS APPLICABLE IN CASE OF RE-ROUTING

TaxesIn Order to provide the travel agents with the appropriate taxes to be paid or refunded andthe airline with the appropriate Tax status, each tax nature code (e.g. YQ AN YR) must becompered: 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 ticketissuance 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 infare effected through a change in fare level, a change in conditions governing the fare, orcancellation of the fare itself, shall apply

- in the event of a voluntary change to the originating (=outbound) flight the fares andcharges for the passengers journey shall be recalculated in accordance with the fares andcharges 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 changeof 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 applicableon the day of reissue. Any additional amount has to be collected from the passenger. Anyresidual amount has to be refunded to the passenger. Fare conditions have to beobserved (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 applicableat the time of the original issue. Fare conditions have to be observed (incl. ADVPconditions of the complete unused ticket).In case of different currencies involved, any fare difference has to be calculated using thehistorical BSR applicable at time of issuance of the original ticket.3. The change concerns both sectors FRA ROM FRA: recalculate the fare using faresapplicable on the day of reissue. Any additional amount has to be collected from thepassenger. Any residual amount has to be refunded to the passenger. Fare conditionshave 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 used1st and other coupons changed: current fares to be used5. In case new taxes and YQ-charges have to be calculated, always use the amountapplicable to the changed fare, i. e. if historical fare to be used use historicaltaxes/charges; if current fares to be used use current taxes/charges.6.Fare conditions have to be observed in all cases.

LH EXCEPTION IN CASE OF REBOOKING/REVALIDATION ONLY APPLICABLE ASOF 20 JANUARY 2009


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(THIS EXCEPTION APPLIES TO LH TICKETS)

1. In case of rebooking any coupon of an unused Lufthansa ticket to a different flight/dateon 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 tobe observed (e. g. ADVP, minimum stay, etc.).

2. Effectiv 04OCT11 Lufthansa will no longer apply an exception in case of upgrade withinsame compartment of an unused LH Ticket (partly or completely) to a higher class. Pleasefollow the IATA Rules instead.

NOTE:Pls be aware that a change in season and/or day of week may lead to a difference in fareas 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 areissue 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 LHexception 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 theabove mentioned countries, the following conditions must apply

1) the fares and charges in effect on the date of original issue of tickets, MCOs, PTAsand any other passenger traffic documents are valid for travel if

a) commencement of international travel takes place within a period of onemonth

b) there is no voluntary change in the traffic document which results in adifferent 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 trafficdocuments are reissued

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

ADDITIONALLY PLEASE OBSERVE CURRENCY REGULATIONS UNDERGGAIRLHPT8INFO.


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Refunds and Reroutings (IATA Reso 017f)

Section A - General

All applicable fare construction rules shall apply to the recalculation of the fare for the newrouting.Additional transportation at the through fare shall not be permitted unless the request hasbeen made prior to arrival at the unit destination named on the ticket submitted forrerouting when the only coupons remaining in the ticket are for domestictransportation, 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 internationaltravel. For the same reason no international ticket may be reissued to constitute adomestic intra-German ticket. Furthermore no residual domestic cpn. may be rerouted atall.

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 breakpoint when the recalculation shall be assess

lufthansa application of tariff iata reso

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