TOPIC 1

ROUND AND CICLE TRIPS

Learning Outcome
When you have successfully, completed this topic you will be able to apply the rules covering
round and circle trips.

Performance criteria
You will know you have achieved the learning outcome when you can :
 Distinguish between round trips and circle trips
 Determine the direction of fare and the fare components for given round trips with and
without mileage calculation
 Determine the direction of fare and fare components for given circle trips
 Perform the circle trip minimum check
 Calculate NUCs for given round and circle trips
 Complete a ticket for given routing.

1
2
Step 12. Check – Apply Any Minimum Fare Rule (BHC Or CTM)
Round or Circle Trip?
It is time now for us to consider round and circle trip journeys. Before continuing, take some time to reread
the definitions of round and circle trip journeys in the FM.

FCR 11 deals with round trips and FCR 12 with circle trips. The relevant sections are reproduced in Figures
98 and 99.
FCR. 11
ROUND TRIPS
1. General
A. Unless otherwise specified, the fare for a round trip journeys
is twice the outbound one way fare. (See General Rule d.01
for definitions of journey types.)
EXCEPTION : Via RG: Where circle trip travel is via more
than one carrier from/to Canada/USA, the applicable fare will
be 50% of the applicable RT fare published by the outbound
carrier plus 50% of the applicable RT fare published by the
inbound carrier.
B. Round trips fares, which by their own terms are combinable,
may be used with other fares on the basis of half the round
trip fare instead of the one way fare.

FIGURE 98
FCR. 12
CIRCLE TRIPS
1. Applicable Fares
A. The fare for a circle trip is the lowest combination of half round
trip fares in the direction of travel along respective section
involved in the trip, beginning the calculation from the point of
origin of the trip. (See General Rule D.01 for definitions of
journey types).
EXCEPTION: Via RG: Where round trip travel is via more than
one carrier from/to Canada/USA, the applicable fare will be 50%
of the applicable RT fare published by the outbound carrier plus
50% of the applicable RT fare published by the inbound carrier.
B. For any fare component which terminates in the country of
origin, the fare applicable to such farecomponent from the
country of origin is used.
C. For the purposes of sub-paragraphs A. and B., the following
geographical areas are considered one country:
1. Canada and USA
2. Scandinavia

FIGURE 99
A round trip (RT) journey starts and finishes in the same place, has only two fare components and both
have same fare level applicable to them when comparing the journey in the same class throughout. A
circle trip (CT) journey starts and finishes in the same place but has different fares for each component.
You will soon find out that CTs have a check to be made on them. Read FCR.11.1 A and B and FCR.12.1
A, B and C above for the AT definitions of RT and CT

3
Round Trip Application
Example 1
RT no mileage calculation
Journey : Hong Kong CX Seattle CX Hong Kong in F

DIRECTION TRAVEL

OUTBOUND INBOUND
Component 1 Component 2

HKG CX SEA CX HKG

DIRECTION ON FARES

FIGURE 100
This is a simple journey from Hong Kong to Seattle and return in first class. This calculation will
have two fare components:
Note how Component 1 is referred to as the “outbound” component and Component 2 as the
“inbound” component.
Note also how the direction of fare for the outbound component is HKG SEA as it is for the
inbound component. This is a very important point; in this axample you do not look up the
inbound fare Seattle-Hong Kong but from Hong Kong to Seattle. This means that for RT
calculations, the direction of fare for the inbound component will be the reverse to the direction
of travel. This applies in all cases.
When applying fares to component in RT and CT journeys, we are entitled to use half the round
trip fare (1/2 RT) in each component. This means that if a bold type fare is quoted between the
city pair FBPs, we are entitled to use half of it on each component. If no bold type fare is quoted,
one way fares are used on each component. When one way fares are used they are still referred
to as ½ RT fares.
In our first example the fare steps commence:

Component 1 Component 2
Outbound Inbound
FBP HKG SEA HKG SEA
FARE TYPE F ½ RT CX PA F ½ RT CX PA
NUC 2800.22 2800.22
RULE P7917 P7917

4
There is no need to proced any further with the fare formula steps as each component is a sector
and there fore there is no need to perfom a mileage calculation. The fare calculation is written
HKG CX SEA 280022CX HKG2800 22NUC5600.44END

Example 2
RT with mileage calculation
Journey : Rome OA Athens SQ Singapore KU Kuwait AZ Rome in F
TOMs : 657 5626 4144 2126

ROM
ATH

KWI

SIN

FIGURE 101

NUCs : 1/2RT MPM

ROM ATH 469.10 EH 788

ROM KWI 1443.57 EH 2594
ROM SIN 2526.82 EH 7755
ATH SIN 1931.06
KWI SIN 1335.71

In example I there was little doubt as to what our FBPs would be. In example 2 we do have a
number of possible choises. Under these circumstances, we startby using the fare with the higest
MPM. The map suggest that as Singapore is muchfurther from Rome, it is likely to have the
higest MPM and this is the case. Our fare components will be :

5
 DIRECTION OF TRAVEL

OUTBOND INBOUND
Component 1 Component 2

ROM OA ATH SQ SIN KU KWI AZ ROM

DIRECTION OF FARES

FIGURE 102
Component 1 Component 2
Outbbond Inbound

FBP ROM SIN ROM SIN TPMs

FARE TYPE F ½ RT EH F ½ RT EH ROM
NUC 2526.82 2526.82 ATH 657
RULE NONE NONE SIN 5626 +
MPM EH 7755 EH 7755 6283
TPM 6283 6306
TPM DED N/A N/A SIN
ADJ TPM N/A N/A KWI 4144
EMS M M ROM 2162 +
HIP NONE NONE 6306
CF 2526.82 2526.82

TTL CF 5073.64

Note how we have addedin a step “TTL CF”. This is used to add together both components to
give total constructed fare.

When performing HIP cheks , the direction of fare is vital. Examine figure 102 now. In
component 1 outbond, the fares that were checked were :

ROM ATH and ATH SIN (direction of farees)

In component 2 inbound, the fares that were checked were :

ROM KWI and KWI SIN (direction of fares)

With RT journeys there is no further checed to perfom and so our fare is :

6
Automated ticket entry
ROM OA ATH SQ SIN M 2526.82 KU KWI AZ ROM M 2526,82 NUC 5072 64 END
Note how each compenent fare has an “M” prior to the NUC for the compenent to indicate that
mileage has been checked

Also note that the published RT fare (in BOLI PRINT) sometimes ends in an odd NUC amount.

In this example, the RT fare ROM SIN is NUC5053,65, se each ½ amount converst to
NUC2526,825

As only the first two decimal places are taken into consideration when expressing fares in NUCs,
each ½ RT amount is shown as NUC2526.82 in the above example.
Do not show NUC2526.82 in the outbound compenent and NUC2526.83 in the inbound
compenent; it is incorrect.

However, when performing Minimum Fare Checks, such as the Circle Trip Minimum Check
(CTM), the constructed fare (CF) is cmpered to the published RT fare, which may end in an odd
amount, and is not necessasrily the ½ RT amount (shown at the HIP from origin) doubled.
Example 3
RT with mileage calculation
Journey : Nairobi AZ ROME SK Copenhagen AF Paris KQ Nairobi in Y
TPMs : 3349 955 634 4030

CPH

PAR
ROM

NBO
FIGURE 103
Once again we have to determine our FBPs; our sketch map suggests that as CPH is furtheast
from NBO it is likely to produce the highest MPM. Let’s look at the fares that are likely to affect
this calculation:

7
NUC ½ RT MPM
NBO CPH 108900 EH 4998
NBO ROM 925.00 EH 4018
NBO PAR 955.50 EH 4836
Bold type fares are provided in the AIR TARIFF, so we may use ½ of these. This table
cpnfigurations that CPH has the highest fare and MPM from NBO and so we will start by
breaking the fare there.

DIRECTION OF TRAVEL

OUTBOND INBOUND
Component 1 Component 2

NBO AZ ROM SK CPH AF PAR KQ NBO

DIRECTION OF FARES
FIGURE 104
Compenent 1 Compenent 2
Outbound Inbound

FBP NBO CPH NBO CPH

TPMs
NBO
FARE TYPE Y ½ RT EH Y ½ RT EH ROM 3349
CPH 955 +
NUC 1089.00 1089.00
4304
RULE NONE NONE
CPH
MPM EH 4998 EH 4988 PAR 634
NBO 4030 +
TPM 4304 4664
4664
TPM DED N/A N/A
ADJ TPM N/A N/A
EMS M M
HIP NONE NONE
CF 1089.00 1089.00
TTL CF 2178.00

As this is a RT, there are no further checks to perfom and our fare calculation is shown:
NBO AZ ROM SK CPH M1098.00 AF PAR KQ NBO M1089.00NUC2178.00END
A RT fare cannot be beaten so there is no point in trying other there break points.

8
Circle Trip Applicaton
Example 4
CT
Journey : Caracas BA London SK Compennagen LH Munich LH Barcelona IB Londen BA
Caracas in Y

TPMs CCS LON 4657: LON CPH 594: CPH MUC 519
MUC BCN 667: BCN LON 717
CPH
LON
MUC
BCN

CCS

FIGURE 105
Once again we have to determine our FBPs. Our sketch map suggests that as CPH is furthest
from CCS it is likely to produce the highest MPM. Let’s look at the fares that are likely to affect
this calculation:
NUC ½ RT MPM
CCS CPH 1274. 00 AT 6301
CCS LON 1215. 00 AT 5588
CCS BCN 1206. 00 AT 5583
CCS MUC 1269. 00 AT 6198
This table confirms that CPH has the highest fare and MPM from CCS and so we will start by
breaking the fare there:
DIRECTION OF TRAVEL

OUTBOUND INBOUND
Component 1 Component 2

CCS BA LON SK CPH LH MUC LH BCN IB LON BA CCS

DIRECTION OF FARES

9
FIGURE 106
Componet 1 Component 2
Outbound Inbound

FBP CCS CPH CCS CPH TPMs

CCS
FARE TYPE Y ½ RT AT Y ½ RT AT LON 4657
CPH 594
NUC 1274. 00 1274. 00
5251
RULE NONE NONE
CPH
MPM AT 6301 AT 6301 MUC 519
BCN 667
TPM 5251 6560 LON 717
CCS 4657
TPM DED NONE NONE
6560
ADJ TPM N/A N/A
EMS M 5M
HIP NONE NONE
CF +5% 63.70
1274. 00 1337.70
TTL CF 2611. 70

Circle Trip Minimum Check

As we have a different fare for the same class of travel on each of these components, we have a
circle trip journey and have to perform a CTM check. The CTM check is described in FCR 12.
2A. 1 :
2. Travel in One Class of Service
A. Circle Trip Minimum Fare Check:
1. The fare for a circle trip (excluding any side trip for which the fare 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 origin to any stopover point on the route of travel.
NOTE 1: This provision wili not apply for travel commencing in Australia/New Zealand
to/via Areas 1 or 2.
NOTE 2: Where more than one normal fare is published for the carrier and class of
service used the lowest level may be used.

FIGURE 107

This is telling us that for all circle trip journeys except for journeys from Australia or New
Zealand to Area 1 and/or 2, the total fare must not be less than the direct route round trip fare for
the class of service used from the point of origin to any stopover point. Side trips are excluded
this check.

10
In example 4 step 12 will check all the round trip fares from CCS to all stopover points and ion is
select the highest In this example the RT fares from CCS are
NUC RT
CCS BCN 2412
CCS LON 2430
CCS MUC 2538
CCS CPH 2548

Obviously, CCS CPH is going to be higher as we chose the highest rated point as our FBP so
after completing step 12 it will appear as

CHECK CTM CCS CPH Y RT AT 2548

Remember always to use published RT Fares in the CTM check. This is compared with our total
CF and we use whichever is higher. In this intance our total CF is higher and we will stay with
that fare. The fare calculation is shown below.

CCS BALON LON SK CPH M1274.00LH MUC LH BCN Imoving theB LON BA
CCS5M1337.70NUC2611.70END

The fare consturction required a 5M on the inbound component, but was well within miieage on
the outbound. There are also four stopover points in the are of turn around (Europe), of which
only one is in the outbound component and four in the inbound. When this occurs, we need to
see if by moving the FBP we can make the inbound amd outbound components more even and
eliminate the mileage surcharge.
Example
CT with HIP in Outbound component

Let us take example 4 and break the journey at Munich.

GAMBAR

11
 Component 1 Component 2
Outbound Inbound
FBP CCS MUC CCS MUC TPMs
CCS
FARE TYPE Y ½ RT AT Y ½ RT AT LON 4657
CPH 594
NUC 1269.00 1269.00 MUC 519

5770
RULE NONE NONE
MUC
MPM AT 6198 AT 6198 BCN 667
LON 717
TPM 5770 6041 CCS 5770
6041
TPM DED N/A N/A
ADJ TPM N/A N/A
EMS M M
HIP CCS CPH AT 1274.00 NONE
CF 1274.00 1269.00
TTL CF 2543.00
CHECK CTM CCS CPH Y RT AT 2548.00
In this instance, the CTM is higher than the total CF and we mus use that higher fare. We now
have to calculate the difference than needs to be made up between the total CF and the CTM:
CTM 2548.00
-TTL CF 2543.00
CTM ADJUSTMENT 5.00

Our fare calculation as:

CCS BALON SK CPH LH MUC M CCSPH1274.00LH BCN IB LON BA CCS

M1269.00P CCSCPH5.00NUC2548.00END

Notice how the CF is still shown in the usual manner and the CTM adjustment appears after the
NUCs for the inbound component. Before the CTM adjustment amount, is shown the three letter
codes for the city pair used the calculate the CTM; in this case CCS CPH, and the letter “P” to
identifity there is an additional amount added into the fare

12
Example 6
Importance of stopovers
If we use example 5 but make CPH a transit point,the calculation changes:
Journey : caracas BA London SK x/Copenhagen LH munich LH
Barcelona IB London BA caracas in Y

Component 1 component2
outbound inbound TPMs

FBP CCS MUC CCS MUC CCS

FARE
TYPE Y 1/2 RT AT Y 1/2 RT AT LON 4657
NUC 1269,00 1269,00 CPH 594

RULE NONE NONE MUC 519

MPM AT 6108 AT6196 5770
TPM 5770 6041
TPM DED N/A N/A MUC
ADJ TPM N/A N/A BCN 667
EMS M M LON 717
HIP NONE NONE CCS 4657
CF 1269 1269 6041
TTL CF 2538,00
NONE (TR)
CHEK

As CPH is nota stopover it is no longer a HIP and therefore this calculation reverts to being a RT
journey:

CCS BA LON SK X/CPH LH MUC M1269.00 LH BCN IB LON BA CCS M1269.00 NUC
2538.00 END

13
Example 7
CT with HIP in inbound component
Journey Perth QF Rome BA x/London QF Perth in J/C
TPMs 8633 898 9150

X/LON

ROME

PER
FIGURE 109
Before considering this example ,we must luck at what the fare construction rules have to say
about the CTM check for fares from Australia or New Zeland to places other than within area 3:

2.for travel commencing in Australia /NewZeland (excep for travel

wholly within area 3 )thr fare of a circle trip (excluding any side trip for
wich the fare has been charged separately) must not be less then the
direct route normal or special RT fare (as appropriate) for the highest
rated pair of points applicable to the class of service use from the point
of origin to any ticketed point on the route to travel
NOTE :where more than one normal is published for the carrier and
class of service used the lowest level may be used
3. where there are round trip fares with diferent global indicator from
the point oforigin to any stopover point ,the fare to be used for the
check must be that applicable to the flown itinerary.
4.when the flown itinerary incorporates such diferent global
indicators(includinground the word jurneys).the fare must not be less
then the lower of such round trip fares from the pointof origin
NOTE:supragraphs 2.a.1 trought 4.donot apply for round the words fars
originating in Australia/New Zeland.

Figure 110
This rule is telling us that when we are dealing with fares from Australia or New Zeland to areas
1 and or 2,the CTM check must use the highest RT fare of the sameclass used to any ticket
point.this means that we have toconsider transit points as well as stopover points in our CTM
check .let us see how this affects this jurney when we use PER ROM as FBPS:
1/2 RT MPM

PER LON 2997.19 EH 11563

PER ROM 2861.98 EH10533

14
 DIRECTION OF TRAVEL
OUTBOUND INBOUND
Component 1 Component 2

PER ROM X/LON PER

DIRECTION OF FARES
FIGURE 111
Note here the direction of fare in the inbound component. This will be of particular importance
when do our HIP check.
Component 1 Component 2 Outbound
Inbound
FBP PER ROM PER ROM TPMs
ROM
FARE TYPE J/C ½ RT EH J/C ½ RT EH X/LON 898
PER 9150
NUC 2861.98 2861.98
10048
RULE E300 E300
MPM SECTOR EH 10533
TPM FARE 10048
TPM DED N/A N/A
ADJ TPM N/A N/A
EMS N/A N/A
HIP N/A PER LON ½ RT EH 2997.19
CF 2861.98 2997.19
TTL CF 5859.17
CHECK CTM PER LON J/C RT EH 5994.38

- TTL CF 5859.17

CTM ADJUSTMENT 135.21

In this example, the direction of fare in the inbound component was crucial in providing us with
the HIP. The fare was up looked up FROM PER to LON not LON to PER. Also in the CTM we
used the RT fare PER LON even though LON was a transit point.

The automated ticket entry would e as follows:

PER QF ROM2861.98BA X/LON QF PER M PERLON2997.19P

PERLON 135.21 NUC5994.38 END

15
Let us see what happens when amend example 7 slightly

Example 8
HIP in both components
Journey : Perth QF x/London BA Rome BA x/London QF Perth in L/C
TPMs : 9150 898 898 9150

X/LON

ROM

PER
FIGURE 112
We have no option this time but to use PER ROM as FBPs. LON cannot be used as it appears
twice in the itinerary.

DIRECTION OF TRAVEL

OUTBOUND INBOUND
Component 1 Component 2

PER QF X/LON BA ROM BA X/LON QF PER

DIRECTION OF FARES

FIGURE 11

16
Component 1 Component 2
Outbound Inbound
FBP PER ROM PER ROM TPM
PER
FARE TYPE I/C ½ RT EH J/C ½ RT EH X/ LON 9150
ROM 898 +
NUC 2861.98 2861.98
10048
RULE NONE NONE ROM
X/LON 898
MPM EH 10533 EH 10533 PER 9150 +
TPM 10048 10048 10048
TPM DED N/A N/A
ADJ TPM N/A N/A
EMS M M
HIP PER LON ½ RT PER LON ½ RT
EH 2997.19 EH 2997.19
CF 2997.19 2997.19
TTL CF 5994.38
CHECK NONE RT

In this instance, the HIP PER LON in both component has the effect of making the jorney a RT :

PER QF X/LON BA ROM M PERLON2997.19BA X/LON QF PER M

PERLON2997.19NUC5994.38END

In summary, if after completing the fare calculation, you have in each component :

(i) The same fare and the same journey, it is a Round Trip
(ii) The same fare and a different journey, it is a Round Trip
(iii) A different fare and a different journey, it is a Circle Trip

17
18
Self-testing exereise
Use the FM to calculate NUCs for the following Unless otherwise indicated, complete an
automated fare calculation for each answer.
1. Journey : Auckland QF Brisbane CX Hong Kong NZ Auckland in Y
TPMs : 1427 4308 5687

2. Journey : Brisbane SQ Singapore TG Bangkok CX Hong kong QF Brisbane in Y

TPMs : BNE SIN 3822; SIN BKK 894; BKK HKG 1065; HKG BNE 4308

3. Journey : Lisbon TP Madrid SR Zurich SR Mumbai BG Athens TP Lisbon in Y

TPMs : LIS MAD 319; MAD ZRH 771; ZRH BOM 4060; BOM ATH 3212; ATH
LIS 1773

4. Journey : Sydney QF Amsterdam KL Dublin BA London BA Dublin LH Frankfurt

QF Sydney in economy class.
TPMs : SYD AMS 10390; AMS DUB 467; DUB LON 288; DUB FRA 676; FRA SYD
10262

5. Write a ticket for Mr M Gomez, a cash client, to travel as follows:

Journey : Rio de Janeiro LH Montevideo KL Amsterdam KL Rio de Janeiro in F

TPMs : RIO MVD 1133; MVD AMS 7055; AMS RIO 5943
Itinerary : LH512 F 10FEB GIG MVD 0705 1100 Confirmed
KL794 F 15FEB MVD AMS 1405 0805+1 Confirmed
KL791 F 20FEB AMS GIG 1335 2130 Confirmed

19
20
TOPIC 2
MIXED CLASS FARES

Learning Outcome
When you have successfully completed this topic you will be able to apply the rules covering
mixed class fares

Performance Criteria
You will know you have achieved the learning outcome when you can:
 Determine whether a fare is a mixed a class fare
 Describe the three methods of fare construction associated with the rules on mixed class fares
 Apply the three methods of mixed class fare construction to given routings for both one way
and round and circle journeys
 Complete fare calculation boxes for given mixed class routings
 Complete a ticket for given routings.

21
22
 Have hade one thing in commen, they have all been normal
the complate jurney has been in the same class of serfice. Quite often a
travel in more than one class through choice or circumstance. In journeys
where classes are involed, we are obliged to construct a fare type known as a

Recognising mixed class fares

How do you recegnise a mixed class fare? Let us cinsider the following for journeys.
1. HBA Y MEL Y BOM F LON
2. PER J SIN J FRA
3. SYD F BKK F PAR R NYC
4. MEL J SIN

In the first example the passenger is travelling from Hobart to Bombay via Melbourne in economy class
and then from Bombay to London in firs class. A mixed class fare construction will be required here.
The second example has the passenger utilising business class in each sector. As no other class is
involved this will require a normal fare cakculation in business class. No mixed class calculation is
involved.
Can you see how the fourt example could never be a mixed class fare construction all you have to do is
examine the itinerary and see if more than one class service is used

Rule
FCR of the Fare Construction Rules provides guidance for `Mixed Class Construction` An Extract of this
section is provided in Figure 78.
For the purposes of this course, thare are three basic methods of fare construction that will be considered.
- Methode 1 calculate separate fare components for each portion of the journey travelled
In a different class. These components are then added together.
FCR 9
MIXED CLASS CONSTRUCTION
1. When Travel Within a Fare Component is in different Classes of Service
A. The fare is assessed as the sum of the fare for the lowest class of secice used and for each sector travelled in a higner
class of service the difference between the applicable fares for the lowest and all higher classes
B. If consecutive sectors (within the fare component) are flown in a higher class of service, the differential may be
assessed as the difference between the applicable through fare the lowest class of service for the sectors concemed
C. The differential is assessed in the same direction as the fare used for the lowest class of service
D. When half round trip fare are used the differential is assessed using half round trip fares. When one way fares are ased
the diffrential is assessed using one way fares
E. The fare need not be higher than :
1. The through fare for sectors flown in different classes of service (surcharge if necessary)
2. The sum of fares for sectors flown in different classes of service.
F. Special fares must not be used in mixed class differential calculations

- Methode 2 calculate the applicable through fare for the lowest class of service used, including any
surcharge if necessary
PLUS
a diffrential for each portain of jurney travelled i a higher class
- Methode 3 Charge a through fare for the complate journey for the highest class used.

We will consider how each works by looking at some examples. To begin with we will only conside OW
fares.

One way fare journeys in diffrent classes

Example 1
Journey : Brisbane NZ in Y Auckland NZ in F

HKG

BNE FIGURE 79
AKL

23
 Derection of travel

COMPONENT 1 COMPONENT 2

BNE NZ (Y) AKL NZ (F) HKG

Derection of fares

Figure 08
The first method of fare construction invoives using sparate fare components for each portion of
the journeytravelled in a different class. When the fares for these coponents have been calculated
they are then added together.
In this exemple, BNE AKL in the fisr component and that is travelled in economy class. AKL
HKG in this second component, travelled in first class. The component are two sector fares and
so no mileage calculation are required.
BNE AKL NUC Y OW 494.07
+AKL HKG NUC F OW 2676.66
TTL NUC 3170.73
You will find that the one way mixed class construction that we do will involve mthods two and
three

EXEMPLE 2
Differential as sector fare
Journey : Melbourne QI in Y Jakarta GA in Y Singapore SQ in F kuala lumpur
TPMs : MEL JKT 3328; JKT SIN 560; SIN KUL 204
In the exemple the passenger is trevelling the first two sector in economy class and the last sector
in first class. Let’s try method tw on this calculation
 Calculate the applicable through fare for the lowest class of the service used, including any
surcharge if necessary
PLUS

A differential for each portion of the journey travelled a higher class.

24
 KUL

SIN

JKT

MEL
Figure

DIRECTION OF TRAVEL

COMPONENT 1

MEL QF (Y) JKT GA (Y) SIN SQ (F) KUL

DIRECTION FARES
Figure 82
Let us examine wh at this meas for exemple 2.
NUCs from/to Y OW F OW MPM

MEL JKT 1203.24 1693.42 EH 3993

MEL SIN 1325.59 1868.76 EH 4503
MEL KUL 1387.15 1954.48 EH 4753
SIN KUL 103.99 144.32 EH 249

25
 Step One
First we have to calculate the fare for the entire journey in the lowest entire used. What is
the lowest class used? Economy class is the lowest used and our calculation procceds.

FBP MEL KUL TPM

FARE TYPE Y OW EH MEL
NUC 1387.13 JKT 3328
SIN 560
RULE NONE KUL 204 +
MPM EH 4753
TPM 4092 4092
TPM DED N/A
ADJ TPM N/A
EMS M
HIP NONE
CF NUC 1387.13
CHEK N/A

In this step we are concered with the sector travelled in first class. We have followed the
first part of method two and calculated the fare from MEL to KUL in the lowest class,
which is economy. All the normal step have been fillowed ; there is EMS or HIP

 Step two
Next it is necessary to calculate the differential for the SIN KUL portion travelled in first
class. Finding a differential means that we calculate the difference between the lowest and
the higest fares for the portion of journey travelled in the higher class. Did you notice on
the linear diagram in figure 82 how the direction of fare for the differential is represented
by a dotted line and the FBP fare by a continuous line ? By doing these linear diagrams
you will find it easier to determine the direction of fare to be used for differentials. With
OW fares it is relatively straight forward because the direction of fare is the same as the
direction of travel. In this case we calculate the difference between the economy and first
class fares for the sector SIN KUL.

SIN KUL F OW NUC 144.32

SIN KUL Y OW NUC 103.99
-
Differential NUC 40.33

The result is known as a class differential. In this case the class differential is NUC 40.33.

 Step three
Complete the calculation by adding to go their the through fare for the complete component
calculated in the lower class and the differential. :

MEL KUL Y OW NUC 1387.15

+Differential NUC 40.33 +
1427.48

Automated ticket entry

26
MEL QF JKT GA SIN SQ KUL M 1387.15 D SIN KUL 40.33 NUC 1427.48 END
ROEI 1.28320

As far as the fare calculation area goes your cf in the lower class is shown first in
the usual way.

The differential follows showing the cities involved in the higher class of service in
the direction of travel ie SIN to KUL

A “D” for differential is entered in the fare calculation. Followed by the amount of
the differential in NUCs. This in then followed by any other adjustments to the fare,
before totalling it.

If we apply method 3 to the above journey we must charge a through fare for the
complete journey for the highest class used. In this journey what is the highest class
used? Yes, first class, therefore to apply method 3 simply requires:
COMP 1
FBP MEL KUL TPM
FARE TYPE F OW EH MEL
NUC 1954.48 JKT 3328
SIN 560
RULE NONE KUL 204
MPM EH 4753 4092
TPM 4092
TPM DED N/A
ADJ TPM N/A
EMS M
HIP NONE
CF NUC 1954.48

As this produces a fare considerably higher than that gained by using method 2 ,
we will discard it and use method 2. Let’s look at another itinerary.

Example 3
Differential with mileage calculation

Journey : Melbourne QF in F Bangkok TG in F Athens AZ in Y Rome

TPMs : 4577 4923 657

Before reading on , consider how you would apply method 2 to this journey.

27
 ROM
ATH

BKK

MEL
FIGURE 83
 Step one
First, we have to calculate the journeyMEL BKK ATH ROM in the lowest class used,
economy:

DIRECTION OF TRAVEL
Component 1

MEL QF (F) BKK TG (F) ATH AZ (Y) ROM

FIGURE 84

NUCs From To Y OW F OW MPM

28
 MEL BKK 1686.40 2368.29 EH 5492
MEL ATH 2770.41 4462.28 EH 11497
MEL ROM 2770.41 4462.28 EH 12259

FBP MEL ROM TPM

FARE TYPE Y OW EH MEL
NUC 2770.41 BKK 45577
ATH 4923
RULE E300 ROM 657

MPM EH 12259 10157

TPM 10157
TPM DED N/A
ADJ TPM N/A
EMS M
HIP NONE
CF NUC 2770.41
CHECK N/A

However step two will be different because the sectors travelled in the higher class are different:
 Step two
Remember that to find the differential it is necessary to calculate the difference between
the lowest and the highest fares for the portion of the journey travelled in the higher class.
In this case we calculate the difference between economy and first for the sectors MEL
BKK ATH. However, because there is no longer one sector only involved we must do a
separate mileage calculation for the MEL BKK ATH portion. In other words, we now
have a separate fare to calculate:
FBP MEL ATH TPM
MEL
NUC Diff F OW EH 4462.28 Y OW EH 2770.41 BKK 4577
ATH 4923

9500
MPM EH 11497
TPM 9500
TMP DED N/A
ADJ TPM N/A
EMS M
HIP NONE
CF NUC 4462,28 In this step we are deducting
2770.41 the economy fare from the first class
For the differential MEL ATH
CHECK N/A to differential calculations

As there is no ems we have arrived at adifferential of NUC 1691.87

When calculating differentials using mileages checks, we follow mileage principles. A HIP check is which you
are checking, the HIP must be recognised in exactly the same way as it is in any normal fare constraction.

29
 Step three
We now add together the results of step one and two :

MEL ROM Y OW NUC 2770.41

+Differential NUC 1691.87
___________
TTL NUC 4462.28

Let us now look at Method 3.

Once again, this fare will be the same as that in metthod 2 step three in example 2:

FBP MEL ROM TPM

FARE TYPE F OW EH MEL
NUC 4462.28 BKK 4577
ATH 4923
RULE EH300 ROM 657
_________
MPM EH 12259 10157
TPM 10157
TPM DED N/A
ADJ TPM N/A
EMS M
HIP NONE
CF NUC 4462.28
CHECK N/A

However, when we compare this to the TTL arrived at in method 2, method 3 is the same price and this is
the fare we would use. The fare calculation would be shown as normal, in automated ticket entry format, to
which we are all now accustomed.

In reality, this passenger would be advised to travel first class on all sectors as the fare being paid allows for
this. Please be reminded though, that the occasions of a fare with a differential being exactly the same as the fare
in the higher class are very few, and seldom does this event occur.

Now that we have had the opportunity of examining the three methods to be used in one way mixed class fare
calculations, take some time to put the three methods into your own words.

Now, using methods 2 and 3, work through the following examples. By covering fare answer whilst you
attempt these calculations. If you need to be prompted then refer to the answer for assistance

Example 4

30
Differential with sector fare only

Journey Sydney CX in F Hong Kong CX in Y Rome AZ in Y London

TPMs 4586 5773 898

NUCs From/To Y OW J/C OW F OW MPM

SYD HKG 1712.12 1969.29 2404.14 EH 5492

SYD ROM 2770.41 3508.41 4462.28 EH 12373
SYD LON 2902.11 3674.40 4689.05 EH 13402
HKG ROM 1560.42 1939.21 2703.26 EH 7706
HKG LON 1787.95 2312.83 3736.22 EH 8736
ROM LON 635.60 633.60 N/AEH 1077

Let us look at method 2 for this example. What should we do first of all? Yes, First we must consider the
complete journey in the lowest class used. In this instance it is economy :

PICTURE HERE
LON

ROM

HKG

SYD

DIRECTION OF TRAVEL

Component 1

SYD CX (F) HKG CX (Y) ROM AZ (Y) LON

31
FBP : SYD LON
FARETYPE : Y OW EH

NUC : 29011

RULE : E300
MPM : EH 13402
TPM : 11257
TPM DED : N/A
ADJ TPM : N/A
EMS : M
HIP : NONE
CF : NUC 290211
CHECK : N/A
That’s wasn’t too bad was it? OK what’s next ? yes we have to calculate the differential. As it only
involves one sector, SYD HKG, no mileage checks are necessary.
SYD HKG F OW NUC 2464.14
SYD HKG Y OW NUC 1712.12
DIFF NUC 692.02
Did you manage next stop? It is simply adding together steps one and two:
SYD LON Y OW NUC 2901.11
Differential NUC 692.02
TOTAL NUC 3594.13
How do we perform method 3 now? Yes, all that is required is to perform the complete journey in fisrt
class.it s sufficient for us to simply look up the first class fare SYD LON in this instance. As you can see,
it is NUC 4689.05, a lot more tha our step two fare and so we will use our step two fare.
This how your fare calculation area should look:
SYD CX HKG CX ROM Q2.58AZ LON M2902.HD
SYDHKG692.02NUC3596.71END ROE1.28320

32
Example 5
Using througt fare in highest class
Jouerney Syedney CX in J Hongkong CX in F Rome AZ in F London
TPMs 4586 5773 898
Here we have step as that used in example 4 but different classes. Start with method 2 step one, that is
to calculate to complete journey in the lowest class used
FBP SYD LON TPM
FARE TYPE J OW EH SYD
NUC 3674.40 HKG 4586
ROM 5773
RULE E300 LON 898
MPM EH13402 11257
TPM -
TPM DED
ADJ TPM

HIP NONE
CF NUC 3674.40
CHECK N/A

Step two is to dertemine the differential. Do we need to perform a mileage chechk? That’s right, as we
have more than one sector involved, a mileage check is necessary..
FBP HKG LON TPM
NUC Diff F OW EH 3736.22 J OW EH 2312.83 HKG
ROM 5773
LON 898

6671
MPM EH 8736
TPM 6671
TPM DED N/A
ADJ TPM N/A
EMS M
HIP NONE
CF Diff NUC 3736.22
-2312.83
1423.39

Step there. What remains? We add together the result from step one and two:
SYD LON J OW NUC 3674.40
DIFF NUC 1423.39

TOTAL NUC 5097.79

33
All that remains is to apply method 3 which involves calculating the enter highest class used compare our
result with method 2
FBP SYD LON
FARE TYPE F OW EH SYD
NUC 4689.05 HKG
ROM
RULE E300 LON

MPM EH 13402
TPM 11257
TPM DED N/A
ADJ TPM N/A
EMS M
HIP NONE
CF NUC 4689.05
CHECK N/A
In this case, the best fare to use is that from method 3. Once again it is
showing, throught first class fare in the fare calculation area as follows.
SYD CX HKG CX ROM Q2.58AZ LON M4689.0NUC4691.63END
Example 6
ticketing a mixed class calculation
We will use an actual itinerary this time and partially write a ticket:
Client : Ms A. Traveller, paying by travellers’ cheques
QF007 Y 29 AUG PER SIN 1300 1750 Confirmed
MH604 F 03 SEP SIN KUL 0700 0750 Confirmed
MH072 F 10 SEP KUL HKG 0920 1300 Confirmed
TPMs : PER SIN 2434; SIN KUL 204: KUL HKG 1575.
NUC From/To Y OW F OW MPM
PER SIN 1093.36 1534.44 EH2917
PER KUL 1156.48 1622.50 EH3136
PER HKG 1594.45 2239.71 EH4502
SIN HKG 669.26 864.52 EH1924
KUL HKG 450.19 630.62 EH2010
HKGSIN 452.48 717.51 EH1924
Why don’t you try to find the best fare and write a blank ticket before looking at the
answer? If you get stuck, try going over the steps we have covered already. If you are still
unable to proceed, then refer to the answers for help.

34
How did you go? Here’s how we did to
 Step one
Calculating the complete journey in Y

HKG

KUL

SIN

PER

DIRECTION OF TRAVEL

Component 1

PER QF (Y) SIN MH (F) KUL MH (F) HKG

DIRECTION OF FARES
FBP PER HKG TPM
FARE TYPE Y OW EH PER
NUC 1594.45 SIN 2434
RULE NONE KUL 204
MPM EH 4502 HKG 1575

TPM 4213 4213

TPM DED N/A
ADJ TPM N/A
EMS M
HIP NONE
CF NUC 1594.45
CHECK N/A

35
 Step two. To calculate the differential a mileage calculation is required.

FBP SIN HKG

TPM
NUC Diff F OW EH 864.52 Y OW EH 669.26
SIN
KUL 204
HKG 1575

1779
MPM EH 1924
TPM 1779
TPM DED N/A
ADJ TPM N/A
EMS M
HIP NONE
CF Diff NUC 864.52
- 669.26
195.26
 Step three:

PER HKG Y OW NUC 1594.45

+DIFF NUC 195.26
TOTAL NUC 1789.71

Allright, all we need to do now is calculate method 3. If you look at the PER HKG first
class fare you will see that it is NUC 2239.71, which is quite a bit higher than our
method2 calculation. Wo won’t even bother doing a mileage check for method 3 as it
is obviously too high.
If you haven’t already done so, try writing out a ticket for this example. When finished,
it should look like this.

GAMBAR

36
Notice how on the SIN KUL HKG coupons (2 &3) the fare basis, baggage allowance
and class fields all reflect first class travel. Note also how there is an “M” before the
differential amount to indicate that a mileage check has been performed. Time for
you to do some the way examples on your own now

37
Self –testing evereise – Part 1
Unless otherwise indicated. Perfom your calculation and complete an automated ticket
entry for eachquestion.
1. Sydney NZ in Y Aukland NZ in F Papeete
2. Melbourne TG in Y Bangkok TG in F Cairo
3. Sydney FJ in C Nadi FJ in Y Honolulu UA in Y Chicago SK in Y Copenhagen
4. Lilongwe TC in J Dar-Es-Salaam TC in F Nairobi KQ in F Frankfurt
5. Mr Fred Murray wishes to visit the island of Bali and Sumatra in Indonesia,and
then Malaysia and Thailand on his way in his new job to delhi. He wil travel n
economy class on all flights except the last two, when he will travel first class
in other to sit with his chief executive officer you have to complete a ticket for
the itinerary shown. Your travel agency will invoice mr. murray’s company for
the cost of air ticket.

QF 029 Y 04 NOV BNE DPS 1600 1845 Confirmed

GA 804 Y 11 NOV DPS MES 1715 1920 Confirmed
MH 713 Y 14 NOV MES KUL 1135 1445 Confirmed
TG 416 F 20 NOV KUL BKK 1245 1335 Confirmed
TG 315 F 25 NOV BKK DEL 1110 1350 Confirmed

GAMBAR

38
39
Round and circle trip journeys in different classes
It is time now for you to consider some other journey types
Most of the rules we have just covered will apply to RT/CT calculations. However you
must be aware that in RT/CT mixed class calculations. Each fare component must be
considered separately and any calculations for differentials must only be considered
within each component. We use the same three methods of calculation but method one
can come into play more often.
Example 7
Each component has only one class of travel
Journey : Melbourne QF in Y Christchurch QF in F Melbourne
We have here a perfectly straightforward journey from Melbourne to Christchurch and
return. It should be obvious that the FBP will be MEL CHC :

MEL 

 CHC
FIGURE 90

DIRECTION OF TRAVEL
OUTBOUND INBOUND
Component 1 Component 2

MEL QF (Y) CHC QF (F) MEL

DIRECTION OF FARES
FIGURE 91
Outbound and inbound components will both use sector fares and there for no mileage
checks are necessary. Remember that in RT/CT calculations, each component is
considered separately. In this example the calss for the outbound journey is all economy
and for the inbound it is all first class. Our calculation then is simply:
MEL CHC Y ½ RT NUC 494.07
MEL CHC F ½ RT NUC 859.56 +
TOTAL NUC 1353.63

40
The complete journey involves mixed class travel but each component is travelled in
the same class. Note that ½ RT fares have been used for each component as with normal
RT constructions. No further calculations are necessary.
Automated ticket entry :
MEL QF CHC494.07 QF MEL859.56NUC1353.63END ROE1.28320

Example 8
Each component has only one class of travel
Journey : Perth QF in Y Singapore AI in Y Mumbai MH in F Singapore QF in F Perth
Taking PER BOM as FBPs, our two components are :

BOM
 SIN

 PER
FIGURE 92

41
 DIRECTION TRAVEL

OUTBOUND INBOUND
Component1 Component 2

PER QF (Y) SIN AI (Y) BOM SQ (F) SIN SQ (F) PER

DIRECTION OF FARES
FIGURE 93
NUCs: PER BOM Y ½ RT EH 1687.96; PER BOM F1/2 RT EH 2368.29
MPM EH 5842 Three are no
Once Again, each componeat uses the same class throught. However,
stopovers are involved and a mileage calculation is necessary:
Component 1 Component 2
Outbound Inbound

FBP PER BOM PER BOM

FARE TYPE Y ½ RT F ½ RT

NUC 1687.96 2368.29

RULE NONE NONE

MPM EH5842 EH5842

TPM 4866 4866
TPM DED N/A N/A
ADJ TPM N/A N/A
EMS M M
HIP NONE NONE
CF 1687 2386.29
TTL 4056.25
CHECK N A (Is RT When complete journey calculated in one
clas)

When method I can be used to calculate a RT/CT journey then methods 2 and 3 should
be Ignored

Automated ticket entry

FER QF SIN AI BOM M 1687.96SQ SIN QF PER M2368.29 NUC

4056.25END ROE1.28320

42
 Example 9
Differential in outbound component

Journey : Bangkok TG in F Delhi AI in Y London BA in Y Vancouver CP in Y

Frankfurt LH in Y Bangkok.

TPMs : BKK DEL 1815; DEL LON 4169; LON YVR 4713; YVR FRA 5011;
FRA
BKK 5575.

YVR

FRA

LON

DEL BKK

DIRECTION TRAVEL

OUTBOUND INBOUND
Component1 Component 2

BKK TG (F) DEL AI (Y) LON BA (Y) YVR CP (Y) FRA LH (Y) BKK

DIRECTION OF FARES
FIGURE 95
NUCS From/To Y OW Y RT F OW F RT MPM
BKK DEL 379.19 721.98 533.08 1015.13 EH2178
BKK LON 1396.89 2663.03 2408.26 4591.22 EH8035
BKK YVR 2121.84 4170.10 3722.71 7416.06 AT13309
BKK FRA 1316.78 2509.93 2271.38 4330.52 EH7588

Considering each component separately, the outbound component involes first and
eonomy class travel and the inbound component involves economy class travel only.
In this situation, method 2 or 3 will be used. If we start with method 2. What doyou
think our first step will be?

43
We calculate the complete journey in the
FBP BKK YVR BKK YVR
TPM
FARE TYPE Y ½ RT AT Y ½ RT AT BKK
NUC 2085.05 2085.05 DEL 1815
LON 4169
RULE G310 G310 YVR 4713 +
10697
MPM AT 13309 AT 13309
TPM 10697 10586 YVR
FRA 5011
TPM DED N/A N/A BKK 5575 +
10586
ADJ TPM N/A N/A
EMS M M
HIP NONE NONE
CF 2085.05 2085.05
TTL 4170.10
CHECK N/A (RT)

(Rule G310 does not affect your calculation)

Step two of method 2 is exactlu the same3 except we have to examine each
compenent separately. Look at Figure 95 and you will see that only portion of the
journey taken in a higher class is the first sector BKK DEL. You will also see that the
direction of the fare is BKK DEL and so our calculation is simple:

BKK DEL F ½ RT NUC 507.56

BKK DEL Y ½ RT NUC -360.99
Different NUC 146.57

Note how ½ RT fares have been used on the BKK DEL sector to calculate this
differential. It is important to remember that when calculating differentials in RT/CT
journeys, you must use ½ RT fares. In some examples the ½ RTs happen to be one
way fares because no bold type RT fares are quoted but this will not always be the
case.

Step three of method 2 still has to be performed. It is simply a matter of adding of

steps one and two together:

BKK YVR BKK Y RT AT NUC 4170.10

Differential NUC 146.57
+
NUC 4316.67

The fare calculation shows the entire journey with the fare in the lowest class
followed by the differential which is shown separately, eith the cities in direction of
travel.

BKK TG DEL AI LON BA YVR M2085.05CP FRA LH BKK M2085.05D

BKKDEL146.57NUC 4316.67END ROE25.27755

44
To apply method we can take it interally and compare the complete journey in the
higher class but it is more realistie to just calculate those components with mixed
class travel completely in the higher class and the remaining, component (if any) in
the lower class. By way of example let’s look at example 9 and calculate the
outbound component all in first class and the inbound all in economy.

Component 1 Componen 2
Outbound Inbound
FBP BKK YVR BKK YVR TPM
FARE TYPE F ½ RT AT F ½ RT AT BKK
NUC 3708.03 2085.05 DEL 1815
RULE G210 G310 LON 4169
MPM AT 13309 AT 13309 YVR 4713 +
TPM 10687 10586 10697
TPM DED N/A N/A
ADJ TPM N/A N/A YVR
EMS M M FRA 5011
HIP NONE NONE BKK 5575 +
CF 3708.03 2085.05 10586
TTL 5793.08
CHECK N/A

It is obvious that the resulting fare is higher that that obtained using method 2 and to
calculate the complete journey in F would give an even higher fare. We will use the
method 2 fare this instance.

Example 10
Differential in outbound component

Journey : Brisbane SQ in F Singapore SQ in Y Rome AZ in Y Bangkok TG in Y

Brisbane

NUCs from/ to Y OW Y RT F OW F RT MPM

BNE SIN 1272.59 2422.84 1800.96 3429.70 EH 4581
BNE BKK 1632.63 3110.19 2292.70 4367.20 EH 5434
BNE ROM 2770.41 4791.14 4462.28 7715.86 EH 12337

Using BNE ROM As FBPs, we have two components:

ROM 
 BKK

SIN 
 BNE
Figure 96

45
 Gambar
DIRECTION OF TRAVEL
OUTBOUND INBOUND
Component 1 Component 2

BNE SQ (F) SIN SQ (Y) ROM AZ (Y) BKK TG (Y) BNE

DIRECTION OF FARES
Using method 2, it is necessary to calculate the fare for the entire journey in economy
class
Component 1 component 2
Outbound inbound

FBP BNE ROM BNE ROM TPM

FARE TYPE Y 1/2 RT EH Y 1/2 RT EH BNE
NUC 2395.57 2395.57 SIN 3822
ROM 6233+
RULE E300 E300 10055

MPM EH 12337 EH 12337

TPM 10055 10043 ROM

BKK 5491
TPM DED N/A N/A BNL 4552 +
10043
ADJ TPM N/A N/A

EMS M M
HIP NONE NONE
CF 2395.57 2395.57
TTL 4791.14
CHECK N/A (RT)

Step two, you wiil recall, requires us to calculate the amount of the differential. When
dealing with RT/CT journeys it is important te keep in mind the direction of fare for
the component being dealt with. In this instance, we are dealing with the outbond
component and the direction of fare is the same as for the direction of travel. The sector
that concerns us is the BNE SIN sector travelled in F. No mileage calculation is
necessary:

BNE SIN F ½ RT NUC 1714.85

BNE SIN Y ½ RT NUC 1211.42

DIFF NUC 503.43

46
Notice

Step three requires us to add the result from step one and two to obtain our fare for the
outbound component.

BNE ROM RT NUC 4791.14

DIFF NUC 503.43

TOTAL NUC 5294.57

Before accepting this result for our outbound component, we should perform method
3 first. We need then to calculate the complete outbound component in the highest fare
used (F) and the inbound component in Y class. We have already checked the mileage
for the itinerary and so can safely assume:

BNE ROM F 1/2RT EH NUC 3857.93

BNE ROM Y 1/2RT EH NUC 2395.57

TOTAL NUC 6253.50

Obviously method 2 gives us the best fare and so that is what we will use:

The fare calculation shows the entire journey with the fare in the lowest class followed
by the differential shown separately, with the cities in direction of travel!

BNE SQ SIN SQ ROM M2395.57AZ BKK TG BNE M2395.57D BNE

SIN503.43 NUC 5294.57 END ROE1.28320

Example 11
Differential in inbound component

Journey : Melbourne MH in Y Kuala Lumpur SQ in F Singapore GA in F Jakarta

GA in Y Melbourne.

TPMs : KUL SIN 204; SIN JKT 560; JKT MEL 3328.

NUCs Form/To Y OW Y RT F OW F RT MPM

MEL KUL 1387.15 2641.05 1957.48 3723.50 EH 4753

MEL SIN 1325.59 2524.15 1868.76 3559.07 EH 4503
MEL JKT 1203.24 2291.14 1693.42 3223.97 EH 3993
JKT KUL 203.00 386.00 266.00 505.00 EH 886
JKT SIN 193.00 367.00 260.00 494.00 EH668
KUL JKT 233.87 445.28 306.88 583.69 EH 886

47
Using MEL KUL 35 FBPs, the components are
KUL
SIN
JKT
MEL
FIGURE 99
The outbound components is all in economy class but the inbound is economy and
First.
So for the inbound component we will have to use method 2 or 3
DIRECTION OF TRAVEL
OUTBOUND INBOUND
Component 1 Component 2

MEL MH (Y) KUL SQ (F) SIN GA (F) JKT GA (Y) MEL

DIRECTION OF FARES
FIGURE 99
What is your first step?
That’s right, you calculate the entire journey in the lowest class :

Component 1 Component 2
Outbound Inbound

FBP MEL KUL MEL KUL TPM

FARE TYPE Y ½ RT EH Y ½ RT EH KUL
NUC 1320.52 1320.52 SIN 264
JKT 56
RULE NONE NONE MEL3328
MPM N/A (Sector fare) EH 4753
TPM N/A 4092
TPM DED N/A N/A
ADJ TPM N/A N/A
EMS N/A M
HIP N/A NONE
CF 1320.52 1320.52
TTL 2641.04
CHECK N/A (RT)

48
Once again both components in the lowest class reveal a RT and therefore no CTM
check is needed. It is necessary though to sill account for the differential in the
inbound component. This requires step two. Don’t forget there are two sectors
involved and therefore a mileage check is necessary. Also remember the direction of
the fare in this components.

DIRECTION OF TRAVEL

INBOUND
Component 2

KUL SQ (F) SIN GA (F) JKT GA (Y) MEL

DIRECTION OF FARES
FIGURE 100
This means that step two will start
FBP JKT KUL TPM
NUC Diff F ½ RT EH 252.50 Y/2 RT EH 193.00 KUL
SIN 204
JKT 560
MPM EH 886 764
TPM 764
TPM DED N/A
ADJ TPM N/A
EMS M
HIP NONE
CF Diff F ½ RT NUC 252.50
NUC 193.00
NUC 59.50
We finish off method 2 by:
MEL KUL Y T EH NUC 2641.04
Differntial NUC 59.50
NUC 2700.54
Finally we should use method 3. The outbound component has no mixed class travel
but the inbound component does. We perform method 3 then by calculating all of the
outbound component in Y and all of the inbound component in F. We will then
compare our result with method 2.

49
As we have already performed miliage cheeks on both components we can go straight
to the figure.
MEL KUL Y ½ RT NUC 1320.52
MEL KUL F ½ RT NUC 1861.75
3182.27
Once again method 2 wins out and we will use that caculation. The fare caculation
shows the entire journey with the fare in the lowest class,followed by the differential
shown separately , with the cities in the direction that the fare has been charged , not
the direction that the itinerary has been flown.
It is as follows :
MEL MH KUL 1320.52SQ SIN GA JKT GA MEL M1320.52D JKTKUL
M59.50NUC2700.54END ROE 1.28320

Example 12
Differentials in both components

Journey : Perth QF in Y X/SIN AC in Y Mumbai A1 in F Paris LH in C Frankfurt QF

in Y Perth
TPMs : PER SIN 2434; SIN BOM 2432; BOM PAR 4350 , PAR FRA 286; FRA
PER 8787.
NUCs From/To Y OW Y RT F OW F RT MPM
PER BOM 1687.96 2368.29 EH 5842
PER PAR 2736.90 4732.69 4314.21 7462.59 EH 11330
PER FRA 2736.90 4732.69 4314.21 7462.59 EH 11116
BOM FRA 938.82 1706.88 1465.97 2665.35 EH 5416
BOM PAR 938.82 1706.88 1465.97 2665.35 EH 5630
FRA PAR 378.05
PAR FRA 402.49 730.81
PER PAR C OW 3466.33 RT 5994.38

Note: FRAPAR YOW and COW arre both 378.05 NUC.

There is no first class between FRA and PRA FRA, the highest class of service over
these sectors is C class .

50
Using PER PAR as FBPs the components are
PAR FRA

BOM

SIN

FIGURE 101

DIRECTION OF TRAVEL

OUTBOUND INBOUND
Component 1 Component 2

PER QF (Y) X/SIN AC (Y) BOM AI (F) PAR LH (C) FRA QF (Y) PER

DIRECTION OF FARES

FIGURE 102

How will you go about this caculation ? Remember , each component has to be
considered separately.
Step one
Compartment 1 Compartment 2
Outbound Inbound
FBP PER PAR PERPAR TPM
FARE TYPE Y ½ RT EH Y ½ RT EH PER
NUC 2366.34 2366.34 SIN 2434
BOM 2432
RULE E300 E300 PAR 4350 +
MPM EH 11330 EH 11330 9216

TPM 9216 9073 PAR

FRA 286
TPM DED N/A N/A PER 8787 +
ADJ TPM N/A N/A 9073
EMS M M
HIP NONE NONE
CF 2366.34 2366.34
TTL 4732.68
CHECK N/A (RT)

51
 Step two
Calculating the differential complicated by the fact that we have to cosider each
component separately. We can not attempt a differential using a mileage
calculation BOM PAR FRA because the sectors BOM PAR and PAR FRA are
in different components. We must calculate them as two separate differentials
BOM PAR and FRA PAR (direction of fares)

As both are sectors fare, there are no mileage checks to perform :

BOM PAR F ½ RT NUC 1332.67

BOM PAR Y ½ RT NUC 853.44

Diff outbound NUC 479.23

FRA PAR C ½ RT NUC 378.05

FRA PAR Y ½ RT NUC 378.05

Diff inbound NUC NIL

 Step three
Now we have to add our step one calculation to both the differentials calculated
in step two :

PER PAR PER Y RT NUC 4732.68

+ Outbound Diff NUC 479.23
+ Inbound Diff NUC NIL

Total NUC 5211.91

Notice how the two differentials are shown separately in the fare calculation.
The outbound differential appears first followed by the inbound. In this
example, as the inbound component has no differential, it does not need to be
noted in your calculation.

PER QF X/SIN AC BOM AI PAR M2366.34 LH FRA QF PER M2366.34D

BOM PAR 479.23 NUC 5211.91 END ROE 1.28320

Both components have mixed class travel in then..To apply method 3 it will be
necessary to calculate a first class fare for the outbound component and business
class for the inbound journey. As mileage calculations have already been
performed in method 2 step one above, our calculation is simply :

PER PAR F ½ RT NUC 3731.29 C ½ RT NUC 2997.19 TTL NUC. 6728.48

As the result from method 3 is higher than method 2, this option will not be
used.

52
For you to try some calculations on your own. Before proceeding remember the
ving points :
Differentials must be calculated within each component.
The direction of fare for differentials is the same as for the components in which
in pears.

Differentials are subject to the usual mileage calculation rules.

53
Self testing exercise part 2

Unless otherwise indicated perfom your calculation and complete an automated ticket
entry for each question
6. Brisbane MH in F Kuala Lumpur TG in Y Bangkok TG in Y Brisbane
7. Melbourne AZ in Y Rome AF in Y Paris GA in F Singapore QF in Y Darwin
8. Darwin QF in Y Singapore SQ in Y Hong Kong CX in F Singapore QF in Y
Darwin
9. Perth QF in F Harare KQ in J Nairobi KQ in F Harare QF in J Perth
10. Johanesburg SA in J Rio de Janerio RG in J Lima RG in F Rio de Janeiro SA
in J Johanesburg
11. Your valued client. South Oz Exports, is sending its Sales Manager, Ms Sarah
Bundles to Asia and Europe. The intinerary booked is detailed below. Sarah is
using travellers’ cheques to pay for her fare. Calculate her fare and write the
ticket:

UL564 Y 30 OCT AMS CMB 1315 0715+1 Confirmed

UL181 Y 05 NOV CMB BOM 1755 2025 Confirmed
GF055 F 10 NOV BOM BAH 0530 0945 Confirmed
GF041 F 17 NOV BAH ATH 0900 1305 Confirmed
KL502 Y 20 NOV ATH AMS 0740 1015 Confirmed

GAMBAR

54
GAMBAR

55
 TOPIC 3
Special Fares
LEARNING UTCOMES
By completing this Unit
You will be able to

 Identify different types of special fares related to individual travel

(see section 16.1-16.2)
 Interpret the rules and conditions goverming special fares to
select the best fare (see section 16.3-16.6)
 Select the lowest possible special fare (see sections 16.7-16.9)
 Link RT CT normal fare construction formula to that of special
fare construction (see section 16.8)
 Construct special fares for OW and open jaws (see sections
16.10-16.11)
 Differentiate between locat and end-on combinations (see section
16.12)
 Collect rebooking penalty fees (see section 16.13)

OVERVIEW

You have learned about the basic fare constructions steps for norma
fares in previous units.. while normal fare tickets offer less if no
restrictions , passengers have a higher demand for restricted ticket
based on special fare quotes. This higher demand for special fares,
however , does not mean that we should skip normal fare
constructions entirely and go directly to special fare constructions.
As you proceed with this unit you will discover that special fre
quotes rely on theformer especially in terms of round and circle trip
fare calculation. It is necessary to complete the formula ased on
normal fares first in order to determine the succeeding steps to be
used for special fares.

16.1 DEFINITION Special fares are low promotional fares that have more fences or
restrictions than the normal types// such restrictions are mostly in
respect of :
 Length of stay such as minimum and maximum stay requirements
 Advancepurchase requirements
 Reservations payment and ticketing limits
 Day/time of travel
 Eligibilityrestrictions
 Refundability and changeability

Special fares may be published as a fixed amount and so for the most
part thes are found in the fares pages of the PAT fares books. If
these are not published , then you need to look up the applicable
special fare discount and calculate this as a percentage of another
fare (mostly a normal fare base amount)

56
 16.2 TYPES OF
SPECIAL FARES

Special fares are devided ito five main categories:

 Public Special Fares
a) Late booking fare
b) APEX fare
c) PEX fare
d) Excursion fare
 Inlusive Tour Fares
a) Group Inclusive Tourfares
b) Individual inclusive tour fares
 Public Group Farea
a) Common interest group fares
b) Incentive group fares
c) Non-affinitygroup fares
d) Affinitygroup fare
 Reduced fares for specific categories of person
 Miscellaneous fares

The above-mentioned special fares are discussed in

detail below.

16.2.1 PUBLIC SPECIAL

FARES
Public special fares are available for individual travel and
are subdivide further ito the following types :
a) Late Booking Fare
There are fares that can only be purchased at the last
moment of within 24 hours or so of departure.
Passengers paying such tand-by , ‘late purchase’ or
‘instant purchase’ fares an only travel if seats are
empty at the time of departure. These tend to be the
cheapest fares.

b) Advance Purchase Excursion (APEX) Fare


In order to direct demand more effectively, special
fares, such as APEX fares, have restrictions in the
timing of purchase. These require advance
reservation with advance payment made a
minimum number of days before departure.
This type of special fare does not allow open dated
PEX and APEX fares do segments and instead, all flight coupons must have
confirmed reservations.
not allow apen-dated There are also other variations to the APEX. The
segments and in stead all more typial ones are :
flight coupons must be  APOW (Advance Purchase One Way Excursion)
 SAPEX (Special/Super Advance Purchase
have confirmed Excursion)
reservations.  SAPOW (Special Advance Purchase One Way
EXCURSHION )
Penalties for changes in booking and ticket
cancellation also apply.

57
 a) Purchase Excursion (PEX) fare
Another special fare that does not allow open dated
segments is the PEX fare Unlike the APEX fare. The
PEX fare does not have a requirement to purchase the
ticket a minimum number of days before depature.
Instead. It requires payment of the ticket upon
obtaining confirmed seats.
Penalties for rebooking and ticket
cansellation usually apply.

d) Excursion Fare
The regular excursion fare in the highest level of
pecial fare. Is the highest level of special fare. These
have duration limits as expressed by minimum and
maximum stay liminations. The primary aim of most
duration limits is to prevent usage of excursion fares
by normal business travellers who prefer short trips
and avoid weekends away from home. Thus, such
fares attract mostly vacation travellers and tourists.
Although excursion fares have no higher
restrivtive condition other than the duration limits,
these may be accompanied by conditions regarding
perios of application such as seasonalities and/or days
of week spesifications.
Excursion fares usually allow open dated
segments as long as flights are booked within the
minimum and maximum stay dates. Thus, rebooking
or cancellation penalty fees do not apply.

An Inclusive Tour means a prearranged combination

16.2.2 Inclusive tour
of air transportation and surface arrangements other
Fare than just public transportation.
Inclusive Tour Fares are not usually available
directly to the public as these are arranged by travel
agents or tour operators. Such tour operators
organizes, advertises and/or promotes tours and then
make them available for sale to the general public as a
tour package.
As a result, there are two types of inclusive tour fares:
 Group Inclusive Tour (GIT) fares
 Individual Inclusive Tour (IIT) fares
For more information on Inclusive Tours, see Section
18 of the PAT General Rules book.
16.2.3 Public Group These are fares designed for groub travel without land
arrangements. Such fares are only available when
Fares passengers travel together and have complied with the
minimum group size

58
 There are many types of Public Group Fares namely
b) Common Interest Group Fare
This fare for adult passangers who have a bona
common interst travelling together by the same


rounting to thr same destination.
The common interest must be other thsn of
qualifying for the discount.

c) Incentive Group fare

This fare is for employes and or dealers and or
When fares are agents (including their spouses) of the same
commercial organisations travelling under an
expressed as a
established incentive Travel Program which awards
percentage of the the employess,dealers and agents for past work or
normal fare, apply the providers an incentive for future activities.
percentage to the full
d) Affinity Group Fare
normal fare base This fare is available to members of the same
amount association/ company/corporation/ lrgal entity with
objectives other than travel and whose affinity prior
to application distinguishes the group from the
general public.

e) Non-Affinity Group Fare

Members of a travel group who do not share a
common affinity. The passangers were just
assembled in order to avail of the group discount.
16.2.4 Reduced Fares
For Special Perso Reduced fares are usually expressed as a percentage of
the normal fares and generally apply over large
geographical areas. These generally apply to specific
categories of persons such as:
 Deportee/Repatriation fare
 Diplomat/Government fares
 Family fares
 Labour/labourer fares
 Merchant Marine/ Seamen’s fares
 Migrant fares
 Military fares
 Pilgrim fares
 Refugee fares
 Senior Citizen fares
 Spouse fares
 Student fares
 Teachers fares
 Youth fare

59
 Traditionally the aim of reduced fares has been
partly developmental (to encourage demand from
particular groups within the community) and partly social
through the choice of groups to be encouraged, that is
families with senior citizens or students.
When calculating reduced fares expressed as a
percentage of the normal fare, remember to use the same
principles as those discussed in unit 15, children and
infants fares,i.e
 Apply the percentage to the base fare to establish
the fare level as an amount.
 Use such fare level for the applications of all fare
construction rules, e.g. HIP, CTM, etc.
To decode the meaning of various conditional fare
Try Activity 51 and passenger type codes, see section 13.2.2.16 of the
PAT General Rules extracts.

16.2.5 Miscellaneous Any other fare that does not fall under the above
categories will be classified as miscellaneous special fare
Special Fares
types. This include Circle/Triangular Fares, special event
tour fares. And other fares with limited geographical
application.
Note: Due to the numerous types of special fare,
this unit will only give a closer examination to the
calculation of public special fares for individual travel as a
sample of how to follow the fare construction steps using
special fares. In general, these steps provide the same
pattern for all other special fares whether for group or
16.3 STANDARD inclusive tour application.
CONDITIOS AND
GENERAL RULES

16.3.1 Fares Rules Fare Rules are grouped in the following Rules Series:
Organisation  General Rules Book:
Chapter 6 – Students, Ship’s crew, foreign
workers
Orange section – Carrier Round the World Rules
(R series)
Green Pages – Carriers’ Special Regulations
which includes a selection of Carrier fare rules

 EH Fares Rules Book:

C,D,DE,E,F,O series – EH Carrier rules
T,Y,Z,ZA,ZP,ZX series – EH Industry (YY) rule
series
 WH Fares Rules Book:
G,M,N,P,W, series – WH Carrier rules
X series – WH Industry (YY) rules
Three different standards are used for fare rules
published in the April 2001 PAT Fares books.

60
  Standard Condition A, B, and C
16.3.2 Standard This standard condition principle applies carrier
Conditions Compared rules prefixed D,E,F,G,M,N,O,P, and W
a. Standard Condition A is applied for all fares
except Group fares and Inclusive Tour fares
b. Standard Condition B is for all group fares
inclusive tour fares
c. Standard Condition C is for all inclusive tour
fares.

 SC- PAT Standard Condition for Special Fares

This governs carrier special fares published in the
C, DE, and R rule series
 Carrier rules within Europe (C and DE
series)
 RTW rules (R series) published in the
General Rules book.
 SC 100/SC 101
SC 100 is the Standard Condition for Special
Fares whereas SC101 is the Standard Condition
for Normal Fares.
These apply to industry (YY) fare rules such as T,
Y, Z, ZA, ZP, ZX, and X series).
In order to determine which condition is
used, check the code annotated in the rule header.
If the code is “A”, then refer to the Standard
Condition A.
If the code shown in the header of the
foregoing rule series is “SC”, then use the PAT
Standard Condition every time there is a missing
paragraph.

61
 After comparing the three standard condition principles, you will notice that the
paragraph headings aee almosr identical.
however, some paragraphs in the Standard Conditiond A/B/C list have been split
into other paragraphs in both the SC and SC100/101 list. For instance. Routings
(paragraph 11) is flight Applications/Routings in the SC list (paragraph 4).
Additionally, other paragraph headings are found in the SC as well as the
SC100/101 structure such as:
 Day Time
 Blackout Dates
 Surchargers
 Accompanied Travel
 Travel Restrictions
 HIP and Mileage Exceptions
 Ticket Endorsements
 Other Discounts/Secondary Fare Applications
 Deposits

Other Standard Conditions A/B/C paragraphs have also been combined with
other headings such as paragraph 22 on Documentation is now found under
Eligibility (paragraph 1) of the SC.
In order to determine all conditions applicable to certain fare, it is essential to identify
the correct standard condition (annotated in a rule header) and to understand
condition (annotated in a rule system.
All special fare rules with refrence to either SC or SC100/101 in the header
must be read in conjunction with the Standard Condition for special fare rules.
Symbols
The symbols used in the headers linked to the PAT Standard Conditions (SC) are as
follows:
<> means “between...and...”
Example : Buenos Aires <> Havana Means
between Buenos Aires and Havana
> means “from...to...”
Example: Mombasa > Dubai means from Mombasa to
Dubai
=> means “go to”
example: => SC means go to the new
standard conditions to read paragraphs that were omitted
from the
that fare rule
/ : or (example : Osaka/Toyo means Osaka or Tokyo)

62
 PAT Standard Condition (SC)
3. Application
 Application SC100/101
jStandard Conditon  Fares 1. Application
(A,B,C)  Passenger Expenses A) 1 Application
(i) Eligibility 2 Fares
C. Application
- Eligibility 3 Passenger Expenses
D. Periods of Application -Documentation
E. Minimum Group Size 2. Eligibility
(ii) Day Time A. 1 Eligibility
F. Fares (iii) S 2 Documentation
G. Children and Infants easonality 3. Day Time
Fares (iv) F
4. Seasonality
H. Minimum Stay light Application routings 5. Flight Application
I. Waiver of Minimum Stay (v) Reservation & Ticketing 6. Reservation & Ticketing
J. Maximum Stay -Ticekting & Payment A. 1 Reservation
K. Extension of Ticket (vi) M2 Ticketing
inimum Stay 7. Minimum Stay
Validality
-Minium Stay 8. Stopovers
L. Permitted Stopovers Waiver of minimum stay
M. Routings 9. Transfers
(vii) M
10. Constructions & Combinations
N. Permitted Combinations aximum Stay A 1 Constructions
O. Advertising and Sales (viii) S2 Combinations
P. Reservations topovers 11. Blackout Dates
Q. Payment (ix) T
12. Surchargers
R. Ticketing ransfers 13. Accompanied Travel
S. Ticket Entries (x) Construction and combination 14. Travel Restrictions
T. Voluntary Rerouting -Constructions 15. Sales Restrictions
-Combination -Adverstising & Sales
U. Involuntary Rerouting
(xi) -Extension
B of Validity
V. Cancellations and Refunds 16. Penalties
W. Eligibility lackout Dates
-Refund for Cancellation & No-
X. Documentation (xii) S
Show
Y. Passenger Expenses urcharges -Voluntary Rebooking & Rerouting
Z. Tour Conductors (xiii) A
-Involuntary Rerouting
AA. ccompanied TravelA 17. HIP and Mileage Exceptions
gents Discounts (xiv) T Endorsement
18. Ticket
BB. ravel Restrictions G 19. Children and Infant Discounts
(xv) 20. Tour
S Conductor Discounts
roup Requirements
ales Restrictions I 21. Agent Discounts
CC. 22. Other Discounts/Secondary Fare
nclusive Tour Requirements -Adverstising & Sales
Applications
DD. -Extension of Validity
N 23. /24/25. Not Used
ame change and Additional (xvi) P
26. Groups
EE. enalties T A -Eligibility
ravel Together -Refund for Cancellation & No-Show -MinimumGroup size
FF. -Voluntary Rebooking
M & Rerouting -Accompanied Travel
inimum Tour Price -Involuntary Rerouting -Documentation
GG. (xvii) M H-Name Changes & Additions
IP and Mileage Exceptions 27. Tours
odification of Inclusive - Minimum
Tours (xviii) T Tout Price
-Tour Feature
HH. icket EndorsementT
-Tour Literature
our Features (xix) C
-Modification of Literary
II. Tour Literature hildren and Infant Discounts 28. Not Used
Other Conditions (xx) T
29. Deposits
our Conductor Discounts other Conditions
(xxi) A
gent Discounts
(xxii) O
ther Discounts/Secondary Fare
Applications
(xxiii) /
24/25. Not Used
26. Groups
-Eligibility
-MinimumGroup size
-Accompanied Travel
-Documentation
-Name Changes & Additions
27. Tours
- Minimum Tout Price
-Tour Feature
-Tour Literature
-Modification of Literary
28. Not Used
29. Deposits
other Conditions

63
 Means trought
Example 01 jan- 25 mar means
01 jan trought 25 mar
For the SC 100 101 ,only the last 2 symbols are used
Two parts
Each paragraph ofboth SC and SC 100 101consistof twoparts – the
actual standard condition and supleymentary govering conditions
and general rules.
Example:
Part 1-standard condition part 2 suplaymentary- information
15. SALES RESTRICTION ADVERTISING ANS The following standard notes and general
SALES rules always apply unless specifically
no restrections overridden in the standard condition or the
EXTENSION OF VALIDITY fare rules.
as provided in general rule 13.2.19except not ADVERASTING AND SALES
premited for medical reasons Standard notes 1
shale shallinclude the issuance of tickets
miscellaneous charge order(MCOs) and
prepaid ticket advice (PTAs)
Standard note 2
adveristing any limitations on adverasting
shail not preclude the quoting of such fares
incompany tarrifs,system time tables and air
guides
EXTENSION OF VALIDITY-general rule 13.2.19
applies
The PAT SC identifies the parts as part 1 and part 2 where as SC
100/101 Divide these 2 partsinto paragraph A and B
Example : SC 100 on stopover
Part 1 - standardcondition Part-2 the following governing
conditions andgeneral rules always
 apply unles specifically overridden in
It is estential to the fare rul
STOPOVERS B) general rule 2.1.9
identify the
A)not permited
correct standard
condition EXAMPLE 3 : SC 101 on stopovers
(annotated in a Part 1 –standard condition Part 2- the following governing
rule header)to conditions and general rules always
determine all apply unles specifiallly overridden in
condition the fare rule
8)stopovers B) general rul1.2.9
applicable to a
A) unlimited permited
certain fare.
Altought the same paragraph are use for bouth normal and
special fares,the governing conditions in SC100 and SC 101
aplicable to normal and specials faresdiffer significally .as
shown in the above .example in Sc 100 paragraph 8 )the
staandard condition for stopover for special fares is not
permitted whereas for normal fares SC 101 the stopover or
normal fares is premittes

64
 Consequently ,the user must always ensure that the individual fares rules are read in
conjuction ith the applicable standard condition
both standard condition principles SC and SC 100/101 have the same thirty (30) standard
paragraph heading and numbering make sure that the conditions for normal and special fares
will always be displayd in the sme location
The pat SC and SC 00/101 are written in the following standardsequence of paragraph and
sub paragraph . you will find a summery of each paragraph mentioned alongside each heading
No heading description

0 aplication

 application specifies the trip type,geographical coverage of

the fare and particitng carrier (s) if any

 fares specifies either YY fares of carrier fares: show how t

obtain the fare if not published the min fares list

 passanger pecifies situation when the carrer (S)

absorbs

expenses pasanger costs such as meals ,transfer ,hotel ,acomdations

1 . egybility

 Eligibility specifies who may avail of the fare .if no eligibility

reqiuriement is shown, you may quote the fare to ent type of pasanger
.otherwise ,this shows who is eligible : seamen ,discount ,pasanger has
to present ships papers etc.

 Documentation specifies what proof of egibility is equired for

example to be eligible for a seaman”s fare youh etc.

2. day / time specifies date of travel of determine if midweek or weekend

fare
3. seasonality spesies date of trael to determine the seasonality for the
entre ricing unit
4. flight applications / routings specifies of travel is restricted to service of
carries listed in paragraphs 0. Application :shows if there is a specified routing or rout
map

65
No. Heading Description (continued)
5 Reservation &
Ticketing
 Reservations Specifies how and when reservations must be
made
 Ticketing & Specifies ticketing and payment deadlines.
Payment From of payment restrictions, if any.

6 Minimum Stay (See Section 16.4 of this unit for more details.)
 Minimum Specifies earliest return date
Stay Specifies reasons that may override minimum
 Waiver of stay requirement
Minimum
Stay
7 Maximum Stay Specifies latest return date or expiry date of
the ticket

8 Stopovers Specifies the number of stopovers allowed at

the fare plus stopover charges, if any.

9 Transfers Specifies the maximum number of

intermediate ticketed points allowed between
the fare construction points

10 Constructions &
Combinations
 Constructions Specifies if add-on construction is permitted
 Combinations Specifies id end-on, side trip and/or local
combinations are permitted

11 Blackout Dates Specifies dates when travel on such fare is

not permitted

12 Surcharges Specifies if there is an extra charge to collect

for travel on certain periods, e.g. carnival
surcharge

13 Accompanied Specifies if an escort or an attendant is

Travel required

14 Travel Specifies effectivity and discontinued dates of

Restrictions departure

66
No. Heading Description (continued)

15 Sales Restrictions
 Advertising & Specifies the place of sale of tickets/MCOs
Sales or PTAs
 Extension of Specifies reasons when maximum stay can be
Validity extended

16 Penalties
 Refund for Specifies how and when penalties are
Cancellation & imposed when refunding cancelled tickets
No-Show
 Voluntary Specifies how and when to apply rebooking
Rebooking &
and rerouting penalty fees
Rerouting
 Involuntary
Rerouting Specifies application of general rules

17 HIP and Mileage Specifies if there is an additional HIP or

Exceptions waiver of the HIP, EMS or mileage system

18 Ticket Shows “IMPORTANT NOTICE”

Endorsements specifications and other ticketing restrictions
for APEX, PEX, SPEX tickets

19 Children and Specifies percentage to be charged on the

Infant Discounts adult fare

20 Tour Conductor Specifies if discounts apply for tour

Discounts conductors of groups travelling at the special
fare

21 Agent Discount Specifies if travel agents may avail of a

further discount on the special fare

67
 No. Heading Description (continued)

22 Other Discounts/ Specifies fares, eligibility, documentation and

Secondary Fares accompanied travel whenever a secondary
Application fare application is allowed, e.g. “This fare
may be used for Senior Citizens.”

23/24/25 Not used

26 Groups Only applies when a fare rule has

conditionsfor groups
 Eligibility Specifies type of group fare
 Minimum Group Speciefes minimum number of contracted
Size seats
 Accompanied Speciefies if group is required to travel
Travel together
 Documentation Speciefies proof of eligibility for type of
grounp travel
 Name Changes Specifies if such changes are allowed and
& Additions what are the requirements.

27 Tours Applies only when a fare rule has IT fares

conditions

 Minimum Tour Shows specific requirements in the fare rule

Price
 Tour Features Specifies tour attractions
 Tour Literature Specifies promotional brochures &
documentation

28 Not used

29 Deposits Specifies requirements for part payment of

the special fare a minimum number of day in
advance of the departure date.

Other conditions Specifies miscellaneous conditions, e.g

baggage allowance, seat allocations, etc.

68
16.3.4 General 1. A subparagraph is omitted from a special fare rule whenever the
Guidelines in Applying corresponding subparagraph of the SC applies.
the Standard Example:
Conditions Y301 EXCURSION FARES SC100
FROM PAKISTAN TO JAPAN
0) APPLICATION
A) 1) Application
Economy class round, circle trip excursion fares from Pakistan to Japan.
2) Fares
a) 80% of applicable normal round trip economyclass fare specified under
Rule Y277 Part 4 or unspecified through fare created bu he use of add on
amounts
6) MINIMUM STAY
A) 1) 7 days
7) MAXIMUM STAY
A) 4 month
8) STOPOVERS
A) one permitted in each direction
9) TRANSFERS
A) 2 permited in each direction
10) CONSTRUCTIONS AND COMBINATIONS
A) 1) Constructions
Constructions only permitted with add-on amounts in Pakistan
In Paragraph 6 (Minimum Stay), as Subparagraph B) 1) and 2)
on Waiver of Minimum Dtay is omitted, you apply the
corresponding provision shown in the SC100 and General Rule
13.2.14
2. A paragraph is omitted from a special fare rule whenever the
entire corresponding paragraph of SC 100 applies.
Example:
In Rule Y301 above, paragraphs 1 to 5 and 11 to 29 are missing.
This means that you look up these paragraphs in the SC100.
3. Each subparagraph or paragraph that is included in a special fare
rule automatically overrides the corresponding
subparagraph/paragraph of the SC 100. Therefore, refer to
SC100 when:
When a paragraph/  Checking the relevant information in Part 2
subparagraph is (Paragraph B)
omitted from the  Specifically directed to by the fare rule
rule, the
corresponding Example:
paragraph in the In the Rule Y301 above, Subparagraph A) 1) Constructions only
related Standard allows use of add-ons within Pakistan. This overrides the same
Condition applies. subparagraph on Constructions in SC100 which normally allows
constructions with any add-on.
You check SC100, however, because subparagraph A) 2)
Combinations is not shown under Y301 paragraph 10.

69
 International Travel & Tourism Training Progamme
SC100 STANDARD CONDITION FOR SPECIAL FARES
10 CONSTRUCTION AND COMBINATIONS B. Constructions
1. CONSTRUCTIONS General Rule 2 4 6 1
2) Combinations
….. When combining fares within a prioing unit which require
2. Combinations the more restrictive conditions to apply this requirement
a) end on and side trip combinations permitted shall apply to all Paragraphs except Paragraphs 2)
b) In the case of found trip special fares one half of a fare Day/Time 3) Seasonality 4) Flight Application 9) Transfers
established under one rule my not be combined with: 11) Blackout Dates 17) Higher Intermediate Point and
1) one half of a fare established under another Rule Mileage Exceptions 19) Children and infant Discounts
2) norma fares the country of turnaround 3) except as otherwise specified in a fare Rule
c) notwithstanding B) half round trip fares if the carrier a) where end-on combination is permitted the conditions of
fare authorizes such combination, provided the special fae (including Application) apply only to the use
i) combination only permitted within the same conference of the special fare and not to any combined fares
area b) any end-on combination restriction applies to the entire
ii) combination only permitted with the same fare type journey
iii) the most restrictive conditions apply Exception notwithstanding any other Rule, end-on
combinations to/from USA

The informations shown in Part 2 also applies as it has not been

overridden in this example.
16.3.5 Governing Rules Governing Rules are to include repetitive
information, typical for a certain geographical area or a
fare type.
For example, certain rules under the T series
Creative Fares and Z series Within Europe Fares are first
linked to governing rules.
ZA03 APEX FARES => Z012
FROM UK TO SWITZERLAND

In the sample header above, ZA03 is governed

by rule ZA0’2. This means that you have to look up
the paragraph headings not found in ZA03 in ZA012.

ZA012 APEX
FARES =>SC100
WITHIN EUROPE
Try Activity 52 In the header above,ZA012 is cross referenced to SC100. This means
that if you still can not find a certain paragraph heading in ZA012,
you then look it up in SC100

70
 I International Travel & Tourism Training Programme
16.3.6 How to Read If thereis no reference in the header of a fare rue, the General
Rules apply
Rules with No
Reference Example C758 NORMAL FARES
EUROPE < > UK

Such rules include only paragraphs which override some of

the information in the General Rules. Additional
requirements and restrictions, if any, have to be found in
the relevant General Rules.
For more detailed instructions, follow the guide in
Letter C of the “How to Use the Fares Rules Governed by
SC-Passenger Air Tariff Standard Condition” in the PT
Training Extract.
16.3.7 Rules Flow Chart SC FLOW CHART
To summarize how to read the SC-related Rules in the
PAT Rules books, see the SC fow chart below.

Special Fare Normal Fare Rule

Rule
SC-Standard Condition for Special
Fares

General Rules (published only in the PT General Rules Book)

This flowchart illustrates the links between the items
shown above. For example, when a paragraph for a Normal
Fare Rule is omitted, the arrow points to General Rules
where you can find the missing conditions.
For special fare rules, refer to the SC to look up the
paragrahs omitted under the special fare rule. And finally,
you refer to General Rules for supplementary information
if instructed to do so by the SC.
If there is no reference in the
header of a fare rule, the General
Rules apply.

71
SC 100/101 Flow Chart
The following flow chart illustrates the links between Fares Rules.
Governing Rules. Standard Condition SC 100 SC 101 and General Rules.

Special Fare Rule Normal Fare Rule

Governing Rule only for T series

Creative Fares Z series Within
Europe Fares)

SC 100 – Standard Condition for Special SC 101 – Standard Condition for

Fares Normal Fares

General Rules (published only in the General Rules Book)

Unlike rules annotated with the PAT Standard Condition (SC), special fare rules
prefixed T and Z may first refer you to a Governing Rule before using SC 100.
Standard Conditions A, B and C govern the D, E, F, G, M, N, O, P and W carrier coded
fares rules series (mostly for fares to/ form TC1).
 Standard Condition A: for all fares for individual travel
 Standard Condition B: for group fares
 Standard Condition C: for all inclusive fares

Instead of having 29 paragraphs, these condition have 33 paragraph heading with an

unnumbered provision for Other Conditions at the end of the rule.

72
Rules governed by A, B, C Standard Conditions apply the following principles listed
below:
1. When the code (A) appears in the rule header, refer to the Standard Condition A for
paragraphs not shown in the specific rule. Standard Conditiond B and C are similarly
identified.

Example :
E 032 SPECIAL ECONOMY CLASS FARES
UK > JAPAN/KOREA
1. APPLICATION OW/RT
A. FROM London.
TO Fukuoka/Osaka/Seoul/Tokyo via BA
B. FROM London
TO Seoul via KE
NOTE : These fares do not apply retroactively
9. EXTENSION OF TICKET VALIDTY permitted subject to General Rule 13.2.19.
10. PERMITTED STOPOVERS None
11. ROUTIGS
A. Via EH/PO/TS only on BA/KE
B. Permitted Transfers: One in Each Direction
23. PASSENGER EXPENSES Not permitted.

2. If a rule has no designator, use the General Rules.

3. Where a paragraph is omitted from a fare Rule, the corresponding paragraph in the
Standard Condition applies. Conversely, where a paragraph appears in the rule, it
is not necessary to refer to the Standard Condition unless so directed by the fare
rule paragraph.
4. Symbols used in these standard conditions are the same as those as in the SC-PAT
Standard Conditions.
5. Unless otherwise stated in a fare rule or its applicable Standard Conditions, the
PAT General Rules also applies.
6. All fares published on the fares pages without a rule reference are governed by the
General Rules.

73
 International Travel & Tourism Training Programme

STUDY CHECK : study check #1 :

Encircle the letter of the correct answer
1. What type of special fare in an APEX fare ?
a. Public special fare
b. Inclusive Tour fare
c. Public group fare
2. Which type of special fare allows open-dated returns ?
a. APEX fare
b. PEX fare
c. Excursion fare
3. Which of the fare types below is a special fare ?
a. Economy fare with a child’s discount of 33%
b. Economy fare with a seaman’s discount of 25%
c. Economy fare with an infant’s discount of 90%
4. What is meant by the code SC when shown in a special fare
header ?
a. Go to the section on Ship’s Crew discount
b. Go to the Standard Condition for Special fares
c. Go see the Governing Rule
5. Which applie if the rule has no refrence in the header ?
a. Use General Rules
b. Use Standard Condition for Special Fares
c. Use Goverming Rule
6. In SC100,how do you find out if the special fare is based on a
specified routing ?
a. Check paragraph 10; Constructions and Combinations
b. Check paragraph 9 : Transfers
c. Check paragraph 4 : Flight Application/Routings
7. What are the two parts of SC100 ?
a. Goverming rules and general rules
b. Standard Conditions and Supplementary Information
Normal and special fare rules.

74
International Travel & Tourism Programme
16.4 INTERPRETING Valedities may be expressed in days , months or
year.
VALIDITY CONDITIONS
Days –full calendar days,meluding Sundays and
legal holidays
Months-a period of time from the given date in one
month to the corresponding date in a subsequent
month
Example : 1 month validity
2 month validity
 Where the corresponding date does not exist
in a shorter
Subsequent month,then the month(s) shall mean
from a given date
In one month to the last day of such shorter
subsequent month.
Example : 1 month validity
 When the given date is the last day in one month,then
the corresponding date is the last day in the
subsequent months, e.g.
1 month validity 31JAN to 28/29FEB
2 month validity 28/29FEB to 30APR
3 month validity 30APR to 31JUL
Year- a period of time from the date of ticket issuance or the
date of commencement of travel , as applicable, to the
corresponding date in the following year, e.g.
1 year validity 01JAN00-01JAN01
16.4.1 Minimum stay The minimum stay date is the earliest day that the passenger
can start his
Requirements return travel . In order to determine this date it is important to
study the paragraph concerning the minimum stay
requirenment in the fare rule . This paragraph is divided
mainly into two clauses :
Clauses 1 : determines the minimum stay date
Clauses 2 : indicates to which flight coupon you apply
the minimum stay date
Let us examine each of these clauses in detail.
Clause1 : How to Determine the Minimum Stay Date
To better interpret clause 1, it is important to break it up into
three parts:
a) Number of days to add i.e. how many days
b) Counting from when i.e. day after depature or
After arrival or
Sunday return
c) Point/area concerned i.e. in area of turnaround
Or from point or origin
Or in point of turnaround

75