Psc2020 Agenda 2nd Transmittal

2nd IATA Passenger Standards
Conference
Held as a digital event 3-4 November 2020
With online ballot for all voting items running 30 September 2020-18 November 2020
Agenda
Second and Final Transmittal
Under the provisions of IATA Resolution 009, this Conference will be a single meeting, combining the 42nd IATA Passenger
Services Conference, and the 2020 meeting of the Composite Meeting of the IATA Passenger Tariff Coordinating
Conferences.
This meeting will also be held jointly with the A4A Passenger Council, to form the 40th Joint A4A/IATA Passenger Services
Conference (JPSC).
This is the second and final agenda transmittal. The online ballot for voting items is now open. As all voting will occur
by online ballot this year, no onsite items or onsite amendments will be made to any items while the ballot is open.
Passenger Standards Conference 2020, Agenda Second Transmittal

Notes to the Agenda
The Passenger Standards Conference
In accordance with Article VI of the Provisions for the Conduct of IATA Traffic Conferences, notice of this meeting was
given on 26 June 2020 by Memorandum PSC/2020-06/5.
All activities under the Passenger Services Conference and the Passenger Tariff Conferences were combined into a single
structure, the Passenger Standards Conference. This Conference now manages all standards activity touching passenger
processes (distribution, airport and financial) together with more general standards such as coding and scheduling. The
Passenger Standards Conference is governed by Resolution 009.
Under the terms of Resolution 009, this Conference will be a single meeting, combining the 42nd IATA Passenger Services
Conference, and the 2020 meeting of the Composite Meeting of Passenger Tariff Coordinating Conferences.
Conference (JPSC).
The Conference has ultimate decision-making authority over all standard setting activity within its scope. Every IATA
member airline can participate and vote.
The Agenda of the Conference will include updates from the activity of each Management Board, and the proposals which
have been developed by Groups under each Board. The Conference adopts changes to Resolutions and Recommended
Practices and elects the Board Members to oversee the standards across each business domain.
Online meeting and online voting

Registration for the digital event
Attendance at the digital event is open to all delegates from member airlines, or from eligible Strategic Partners. You may
register for the event at: https://register.gotowebinar.com/register/6032252150832146701
Voting Packages
Members will note that the agenda contains an easily identifiable grouping of agenda items that are amendments to
resolutions and recommended practices. These items are grouped by subject, and for large changes in standards will be
presented as a package.
This procedure has been introduced in order to streamline the adoption of amendments, which have been unanimously
agreed by the responsible specialist working groups, Committees and Boards reporting to Conference.
Packaged items were only published with the first agenda transmittal. At this time, members were asked to carefully review
these packaged agenda items. To assist in identifying these items, they are identified in the table of contents and the agenda
item number is lengthened with the addition of “/P”.
Members were asked to request the removal of items contained within packages (if required) by 25 September 2020. No
such requests were received by IATA.
Once adopted by Conference, each of these amendments will be published in the Book of Finally Adopted Resolutions for
filing with Governments as is the normal practice (or attached to the Minutes in the case of AIRIMP amendments).
Editorial Corrections
Any editorial corrections to the agenda should be submitted to the IATA Secretariat (via email to standards@iata.org).
Editorial corrections advised before 25 September were to be noted in the second transmittal of the agenda. No such
requests were received by IATA. A record of any subsequent editorial corrections will be maintained on the IATA Standard
Setting Workspace.

Call for nominations of open Management Board positions
Under the terms of Resolution 009, each year nine positions are open on each of the five Management Boards for re-election
for a two-year term.
Due to the Covid-19 pandemic, and in the interests of managing continuity, the Conference Steering Group endorsed a
simplified approach whereby the existing members of each Management Board were asked if their airline wished to continue
their involvement in each Board across 2021. Additional nominations for all Management Boards were also requested with
the first transmittal of the agenda. Where such nominations were submitted, these have been outlined in the relevant sections
of this agenda.
It should also be noted that the Conference Steering Group has endorsed a proposed change to Resolution 009 which would
simplify the nomination and election procedures for Management Boards from 2021 onwards. This change to Resolution 009
is included in this agenda for Conference adoption.

Online voting instructions
All voting items (including changes to Resolution and Recommended Practices, and other actions taken by the Conference)
will occur by online ballot, separately from the digital event. The online ballot will be hosted on the Standards Setting
Workspace (SSW) platform. The online balloting period commenced on 30 September 2020 and will close at midnight
Geneva time on 18 November 2020. Further details are provided below.
Resolution 009 establishes a single conference structure. The Conference fulfils the functions of both the Passenger
Services Conference and the Passenger Tariffs Conference, which still exist separately within the Provisions.
For voting items relating to Resolutions 011 – 312, only individuals accredited as their airline’s Passenger Tariffs
Conference representative (or their alternate) may exercise their airline’s vote. This relates to ONE voting item only in
this agenda, C4.5.1/P, which is a package of two Tariff items.
For all other voting items relating to all other Resolutions, Recommended Practices and other standards development
activity, only individuals accredited as their airline’s Passenger Services Conference representative (or their alternate) may
exercise their airline’s vote.
Member airlines may wish to simply accredit a single delegate as the accredited representative for both parts of the
Conference. This accreditation will allow one person to vote on all items at the Conference.
Members may view their accredited representatives at

https://www.iata.org/contentassets/c33c192da39a42fcac34cb5ac81fd2ea/accredited-reps.pdf
Members may make changes to these accreditations using the form at

https://www.iata.org/en/programs/workgroups/passenger-standards-conference/rep-appl-form/
or by contacting standards@iata.org
Please note that under the Provisions, changes to accredited representatives require the approval of the airline’s Chief
Executive Officer.
For airlines who wish to continue having separate representatives for the Passenger Tariffs Conference items and the
Passenger Services Conference items, they will need to ensure that both accredited representatives (or their designated
alternates) have access to the Standards Setting Workspace “Passenger Services Conference Voting Items” Group,
and/or the “Passenger Tariffs Conference Voting items” Group respectively, to ensure that they are able to vote on all
items.
Indicating your participation in the Passenger Standards Conference

Even though the Conference meeting is occurring through an online ballot and digital event, the procedures for meetings
outlined in the Provisions for Conduct at IATA Traffic Conferences will still be followed. This means that we require a record
of the Member airlines participating in the Conference proceedings. This will be used to calculate quorum, and to determine
whether items are adopted.
Accordingly, the accredited representative for each member airline voting will be asked to vote yes to a participation
question. Any member that votes yes to this question OR that abstains or votes no on any other question will be deemed to
be participating in the Conference. This process will be followed separately for Services and Tariffs items.
Any member that is deemed to be participating in the Conference will have their vote to all items recorded as yes unless
they actively wish to record their vote as no or abstain. This will eb separately managed for Services Conference items and
Tariff Conference items. Votes may be changed at any time while the ballot period is open. Members voting no or abstain
must leave a detailed comment explaining their position.

Summary of voting instructions
For Tariff Conference Items For all other items in the agenda
(item C4.5.1/P only, there are no other items)

Who votes The Tariff Conference accredited The Services Conference accredited
representative, or their alternate. representative, or their alternate.
Check the list here if you don’t know who this Check the list here if you don’t know who this is.
is. To change this representative, contact To change this representative, contact
standards@iata.org. standards@iata.org.
Where to access the All ballots are open within the SSW group All ballots are open within the SSW group
ballot Passenger Tariffs Conference Voting Items Passenger Services Conference Voting Items
Only accredited representatives or their Only accredited representatives or their

alternates are able to vote within this group. alternates are able to vote within this group.
Steps to vote 1. Ensure you are logged in to Standard 1. Ensure you are logged in to Standard
Setting Workspace: Setting Workspace:
• Log in through your IATA Customer • Log in through your IATA Customer
Portal account. Portal account.
• Select Standard Setting Workspace • Select Standard Setting Workspace
(SSW) from “My Services”. (SSW) from “My Services”.
2. Indicate your participation in the Tariffs 2. Indicate your participation in the Service
Conference items, by indicating yes to Conference items, by indicating yes to the
the participation question here. participation question here.
3. As soon as you have indicated your 3. As soon as you have indicated your
participation for Tariff Conference items, participation for the Service Conference
your airline’s vote will be recorded as yes items, your airline’s vote will be recorded as
for the single voting item, unless you yes for each individual voting item, unless
actively vote no or abstain. you actively vote no or abstain.
4. Review the agenda document. 4. Review the agenda document.
5. Click here to vote no or abstain for the 5. Click here to vote no or abstain for the
single voting item if you wish to, and leave single voting item if you wish to, and leave a
a comment explaining your reasons. comment explaining your reasons.
6. You may change your vote on any item at 6. You may change your vote on any item at
any time until 18 November 2020. any time until 18 November 2020.
For assistance with this process, please contact standards@iata.org.
Table of Voting items

Click on the Title of the Item listed below to go to the actual Agenda Item in this document. Click on the Standard Setting
Workspace (SSW) Voting item to go to the balloting paper in SSW. Please ensure you are already logged in to SSW for
these links to work. Alternatively, all the balloting papers can be found on the platform as mentioned above by following
these steps:
1. Sign in through your IATA Customer Portal account

2. Click on “Standard Setting Workspace” from under “My Services” on your dashboard
3. Once on the SSW Platform, select “Communities” >> “My Communities”
4. Click on the title of the Group: “Passenger Service Conference Voting Items”
5. Select “Ballots”, you will see all the Open voting items you are eligible to vote on.

Agenda Item SSW Voting Item
PSC2020_PSC Participation
PSC2020_PTC Participation
A3 Approval of Minutes – JPSC/39 and PSC/41; and Passenger Tariffs Composite PSC2020_A3
Coordinating Conference 2019
A4 Effectiveness of Amendments to Industry Standards PSC2020_A4
A7 Status of Industry Codes, and Ratification of new Tax, Fee and Charges Codes PSC2020_A7
A9 Changes to Resolution 009 PSC2020_A9
A9.1 Changes to Recommended Practice 1786 PSC2020_A9.1
A11 Any Other Business PSC2020_A11
B1.1 Slots Update and Changes to Recommended Practice 1761a PSC2020_B1.1
B2 Endorsement of elections for open positions on Plan Standards Board PSC2020_B2
B3 Delegation of authority to the Plan Standards Board PSC2020_B3
B4.2.1 Voting items from the Interline Group, presented as a package PSC2020_B4.2.1/P
C2 Endorsement of elections for positions on Shop - Order Standards Board PSC2020_C2
C3 Delegation of authority to the Shop - Order Standards Board PSC2020_C3
C4.1.2 Voting Items of the Ticketing Group presented as a package PSC2020_C4.1.2/P
C4.2.1 Voting Items of the Reservations Group (AIRG) presented as a package PSC2020_C4.2.1/P
C4.2.1g Construction Rules for SSR DOCO PSC2020_C4.2.1g
C4.2.1h SSR AMMO PSC2020_C4.2.1h
C4.2.1i SSR WPOW/AMOW PSC2020_C4.2.1i
C4.2.1j PWD (Persons with Disabilities) - PAPTF PSC2020_C4.2.1j
C4.4.1 Voting Items of the Order Group presented as a package PSC2020_C4.4.1
C4.5.1 Voting Items of the Pricing Automation Group (PAG) presented as a package PSC2020_C4.5.1/P
D2 Endorsement of elections for positions on Travel Standards Board PSC2020_D2
D3 Delegation of authority to the Travel Standards Board PSC2020_D3
D4.2.1 Voting Items of Baggage Working Group presented as a Package PSC2020_D4.2.1/P
D4.3.1 Voting item from the Departure Control Systems Message WG PSC2020_D4.3.1
D4.5.1 Voting Items of the Facilitation Group, under the Travel Standards Board, PSC2020_D4.5.1
presented individually: New Recommended Practise 1701o - One ID
E2 Endorsement of elections for positions on Pay-Account Standards Board PSC2020_E2
E3 Delegation of authority to the Pay-Account Standards Board PSC2020_E3
F2 Endorsement of elections for open positions on Architecture and Technology PSC2020_F2

Strategy Board

Main Contents
Please note that this document forms the complete agenda. All items are contained within this document, except for larger
presentations or attachments not forming part of voting proposals, which are published on the Passenger Standards page on
the IATA Standard Setting Workspace. Red text in the below table indicates that the item was added or updated in the Second
Transmittal.
Section A: Administration Items

Agenda Item Attachments
A1 Opening of Meeting
A2 Examination of Credentials of Accredited Representatives
A3 Approval of Minutes – JPSC/39 and PSC/41; and Passenger Tariffs Composite

A4 Effectiveness of Amendments to Industry Standards
A5 Report of the Passenger Standards Conference Steering Group
A6 Distribution Advisory Forum (formerly the Distribution Advisory Council) of the

Passenger Services and Passenger Agency Conferences
A7 Status of Industry Codes, and Ratification of new Tax, Fee and Charges Codes
A8 Status of BSP Form Codes
A9 Changes to Resolution 009 Attachment A_A9

Attachment B_A9
Attachment C_A9
A9.1 Changes to Recommended Practice 1786 Attachment A_A9.1
A10 Industry Restart Attachment A_A10
A11 Any Other Business Attachment A_A11

Carrier Paper: Submitted by Qantas: Change to Resolution 763-Location
Identifier
A12 Date and Place of Next Meeting (no documents)

Section B: Plan Standards Board Items
B1 Report of the Plan Standards Board
B1.1 Slots Update and Changes to Recommended Practice 1761a Attachment A_B1.1
B2 Endorsement of elections for open positions on Plan Standards Board
B3 Delegation of authority to the Plan Standards Board
B4 Groups active under Plan Standards Board Attachment A_B4
Attachment B_B4
Attachment C_B4
Attachment D_B4
Attachment E_B4
Attachment F_B4
Industry Coding Group Items
B4.1 Report and Workplan of the Industry Coding Group Attachment A_B4.1
Interline Group Items
B4.2 Report and Workplan of Interline Group Attachment A_B4.2
B4.2.1 Voting items from the Interline Group, presented as a package
B4.2.1a/P Changes to MITA Agreements Attachment A_B4.2.1a/P
Attachment B_B4.2.1a/P
Attachment C_B4.2.1a/P
Attachment D_B4.2.1a/P
B4.2.1b/P Baseline Checklist for implementing new interline partnerships Attachment A_B4.2.1b/P
B4.2.1c/P Framework for simplified interline with ticketless carriers Attachment A_B4.2.1c/P
Minimum Connect Time Group Items
B4.3 Report and Workplan of Minimum Connect Time Group Attachment A_B4.3
Schedules Publication Group Items
B4.4 Report and Workplan of Schedules Publication Group Attachment A_B4.4
Attachment B_B4.4
Slot Messaging Group Items
B4.5 Report and Workplan of Slot Messaging Group Attachment A_B4.5
Exhaustion Flight Numbers and Industry Codes Group Items
B4.6 Report and Workplan of Exhaustion of Flight Numbers and Industry Codes Attachment A_B4.6
Group

Section C: Shop-Order Standards Board Items
C1 Report of the Shop - Order Standards Board
C2 Endorsement of elections for positions on Shop - Order Standards Board
C3 Delegation of authority to the Shop - Order Standards Board
C4 Groups active under Shop - Order Standards Board Attachment A_C4
Attachment B_C4
Attachment C_C4
Attachment D_C4
Attachment E_C4
Attachment F_C4
Attachment G_C4
Ticketing Group Items
C4.1 Report and Workplan of the Ticketing Group Attachment A_C4.1
C4.1.2 Voting Items of the Ticketing Group presented as a package
C4.1.2a/P Editorial Corrections to the Form Code Table Attachment A_C4.1.2a/P
C4.1.2b/P Adjustments to FOP codes Attachment A_C4.1.2b/P
C4.1.2c/P Pandemic Related revisions to Ticket Validity Attachment A_C4.1.2c/P
C4.1.2d/P Update of Baggage Liability Limitations for US Travel Attachment A_C4.1.2d/P
C4.1.2e/P RBD & Fare Basis Analysis Attachment A_C4.1.2e/P
C4.1.2f/P Ticketing Mode Indicator Removal Attachment A_C4.1.2f/P
Reservations Group Items
C4.2 Report and Workplan of the Reservations Group (AIRG) Attachment A_C4.2
C4.2.1 Voting Items of the Reservations Group (AIRG) presented as a package
C4.2.1a/P Resolution 766, Paragraph 12 Involuntary Reroute Attachment A_C4.2.1a/P
C4.2.1b/P AIRIMP Chapter 6 – Codes and Abbreviations - SP Attachment A_C4.2.1b/P
C4.2.1c/P AIRIMP Chapter 6 – Codes and Abbreviations - DPNA Attachment A_C4.2.1c/P
C4.2.1d/P Unspecified/Undisclosed gender codes for Infants Attachment A_C4.2.1d/P
C4.2.1e/P YPTA (Young Persons Travelling Alone) SSR Attachment A_C4.2.1e/P
C4.2.1f/P Segment Associated Additional Services and SSR seat Elements with SSR Attachment A_C4.2.1f/P
ASVC
C4.2.1g Construction Rules for SSR DOCO Attachment A_C4.2.1g
C4.2.1h SSR AMMO Attachment A_C4.2.1h
C4.2.1i SSR WPOW/AMOW Attachment A_C4.2.1i
C4.2.1j PWD (Persons with Disabilities) - PAPTF Attachment A_C4.2.1j
Offer Group Items
C4.3 Report and Workplan of the Offer Group Attachment A_C4.3
Order Group Items
C4.4 Report and Workplan of the Order Group Attachment A_C4.4
C4.4.1 Voting Items of the Order Group
C4.4.1a Party Information including the use of TIDS Attachment A_C4.4.1a
Pricing Automation Group Items
C4.5 Report and Workplan of the Pricing Automation Group (PAG) Attachment A_C4.5
C4.5.1 Voting Items of the Pricing Automation Group (PAG) presented as a
package
C4.5.1a/P Resolution 011c Attachment A_ C4.5.1a/P
C4.5.1b/P Recommended Practice 1201 Attachment A_C4.5.1b/P
Integration Group Items
C4.6 Report and Workplan of the Integration Group Attachment A_C4.6
Intermodal Group Items
C4.7 Report and Workplan of the Intermodal Group Attachment A_C4.7

Section D: Travel Standards Board Items
D1 Report of the Travel Standards Board
D2 Endorsement of elections for positions on Travel Standards Board
D3 Delegation of authority to the Travel Standards Board
D3.1 Delegation of authority to the Operations Advisory Council
D3.2 Report of standards activity delegated to the Operations Advisory Council
(formerly the Operations Committee)
D4 Groups active under Travel Standards Board, and Terms of Reference Attachment A_D4
Attachment B_D4
Attachment C_D4
Attachment D_D4
Attachment E_D4
Attachment F_D4
Baggage Group Items
D4.1 Report of the Baggage Steering Group
D4.2 Report of the Baggage Working Group
D4.2.1 Voting Items of Baggage Working Group presented as a Package
D4.2.1a/P Update of Resolution 780 Form of Interline Agreement
D4.2.1b/P Update of Resolution 743D – Content categories and examples Attachment A_D4.2.1b/P
D4.2.1c/P Update of RP 1754 Attachment A_D4.2.1c/P
D4.2.1d/P Update of RP 1745 Attachment A_D4.2.1d/P
D4.2.1e/P Update of RP 1740c Attachment A_D4.2.1e/P
D4.2.1f/P Update of Resolution 740 Attachment A_D4.2.1f/P
D4.2.1g/P Update of RP 1745 New Exception Codes MAIL/CMAIL Attachment A_D4.2.1g/P
D4.2.1h/P Update of RP 1800 Attachment A_D4.2.1h/P
DCS Message Group Items
D4.3 Report of the Departure Control Systems Message (DCSM) Working Group
D4.3.1 Voting item from the Departure Control Systems Message WG Attachment A_D4.3.1
Common Use Group Items
D4.4 Report of the Common Use Group
Facilitation Group Items
D4.5 Report of the Facilitation Working Group
D4.5.1 Voting Items of the Facilitation Group, under the Travel Standards Board, Attachment A_D4.5.1
presented individually: New Recommended Practise 1701o - One ID
Fuel Data Group Items
D4.6 Report of the Fuel Data Standards Group
Ground Ops Automation and Digitization Technical Group Items
D4.7 Report and Workplan of the Ground Operations Automation and
Digitization Technical Group

Section E: Pay-Account Standards Board Items
E1 Report of the Pay-Account Standards Board
E2 Endorsement of elections for positions on Pay-Account Standards Board
E3 Delegation of authority to the Pay-Account Standards Board

E4 Groups active under Pay-Account Standards Board Attachment A_E4
Attachment B_E4
Attachment C_E4
Attachment D_E4
Attachment E_E4
Attachment F_E4
E4.1 Report and Workplan of the Billing and Settlement Plan Data Interchange Attachment A_E4.1
Specifications Group (BDISG)
E4.2 Report and Workplan of Customer Payment Group Attachment A_E4.2
E4.3 Report and Workplan of the Payment Fraud Prevention Group (PFPG) Attachment A_E4.3
E4.4 Report and Workplan of the Frequent Flyer Programs Fraud Prevention Attachment A_E4.4
Group
E4.5 Report and Workplan of Settlement with Orders Group Attachment A_E4.5
E4.6 Report and Workplan of the ATPCO-IATA Joint Tax Governance Group Attachment A_E4.6
(AITGG) under the Pay-Account Standards Board
Section F: Architecture and Technology Strategy Board Items

F1 Report of the Architecture and Technology Strategy Board (ATSB)

F1.1 Standards Development Process
F2 Endorsement of elections for open positions on Architecture and Technology

Strategy Board
F3 Delegation of authority to the Architecture and Technology Strategy Board
F4 Groups active under the Architecture and Technology Strategy Board Attachment A_F4
Attachment B_F4
Attachment C_F4
Attachment D_F4
F4.1 Report and Workplan of CMIG
F4.2 Report and Workplan of EDIFACT Group
F4.3 Report and Workplan of the Identity Management Group Attachment A_F4.3
F4.4 Report and Workplan of the Technology and Architecture Group Attachment A_F4.4
Section G: Information Items

Agenda Item
G1 Report of the Passenger Agency Conference

G2 Report of the Cargo Services Conference
G3 Report of the Airline Industry Retail (AIR) Think Tank
G4 Report of the IATA Strategic Partnership Program
G5 Report of the Interline Billing and Settlement Operations Working Group (IBSOPS WG)

Section A:
Administration Items
Return to Main Contents Page
Contents
A1 Opening of Meeting
A2 Examination of Credentials of Accredited Representatives
A3 Approval of Minutes – JPSC/39 and PSC/41; and Passenger Tariffs Composite

A4 Effectiveness of Amendments to Industry Standards
A5 Report of the Passenger Standards Conference Steering Group
A6 Distribution Advisory Forum (formerly the Distribution Advisory Council) of the

Passenger Services and Passenger Agency Conferences
A7 Status of Industry Codes, and Ratification of new Tax, Fee and Charges Codes
A8 Status of BSP Form Codes
A9 Changes to Resolution 009 Attachment A_A9

Attachment B_A9
Attachment C_A9
A9.1 Changes to Recommended Practice 1786 Attachment A_A9.1
A10 Industry Restart Attachment A_A10
A11 Any Other Business Attachment A_A11

Carrier Paper: Submitted by Qantas: Change to Resolution 763-Location
Identifier
A12 Date and Place of Next Meeting (no documents)

Passenger Standards Conference 2020
Item A1
1 of 2
Item A1: Opening of meeting

Return to Main Contents Page | Return to Section A Contents Page
Submitted by: Henry Coles, Head Airline Distribution Standards, IATA (colesh@iata.org)
Secretary of the Passenger Standards Conference
Background
In accordance with Provisions for the Conduct of IATA Traffic Conferences, the IATA Traffic Conference are convened to
develop and adopt standards for IATA member airlines.
From 1 November 2018, all activities under the Passenger Services Conference and the Passenger Tariff Conference were
combined into a single structure, the Passenger Standards Conference. This Conference now manages all standards
activity touching passenger processes (distribution, airport and financial) together with more general standards such as
coding and scheduling. The Passenger Standards Conference is governed by Resolution 009.
Under the terms of Resolution 009, the Passenger Standards Conference will be a single meeting, combining the Passenger
Services Conference, and the Composite Meeting of Passenger Tariff Coordinating Conferences, as they still exist within
the Provisions for the Conduct of IATA Traffic Conference.
Conference (JPSC).
The Conference has ultimate decision-making authority over all standard setting activity within its scope. Every member
airline is able to attend and vote. The Conference adopts changes to Resolutions and Recommended Practices and elects
the Board Members to oversee the standards across each business domain.
IATA Competition Law Compliance

This meeting is being conducted in compliance with the Provisions for the Conduct of the IATA Traffic Conferences. Pursuant
thereto, this meeting will not discuss or take action to develop fares or charges, nor will it discuss or take action on
remuneration levels of any intermediaries engaged in the sale of passenger air transportation. This meeting also has no
authority to discuss or reach agreement on the allocation of markets, the division or sharing of traffic or revenues, or the
number of flights or capacity to be offered in any market. Delegates are cautioned that any discussion regarding such matters
or concerning any other competitively sensitive topics outside the scope of the agenda, either on the floor or off, is strictly
prohibited.
The foregoing applies equally to email discussions, instant messaging and social media discussions whether directed to
announced participants or other parties not present in the meeting. Participants are reminded that live streaming of this
meeting to parties not present in person is not permitted except as indicated by and with the express permission and
knowledge of the Chairperson and IATA and only in the event that specific participation on a given item from a party not
present in person is required. Unauthorized recording of the meeting is prohibited.
Antitrust Guidance for Airlines For America Activities

Antitrust laws determine the way in which companies can act together in business activities, such as meetings and programs
of Airlines for America. These laws are intended to promote competition. Many countries in addition to the United States
have and enforce such laws. You should follow the guidance described below at every meeting that you attend, whether or
not it is held in the United States and whether or not it is an A4A-sponsored meeting.
The basic principle of the antitrust laws is that groups of companies cannot act together to use their economic power to limit
or otherwise harm competition. This means that what can be done individually by a firm could be unlawful if done collectively
by a group of firms. Something that may seem to make “good business sense” when done by an individual company can injure
competition when done collectively or in coordination by a group of companies and therefore may be prohibited under the
antitrust laws. This is especially so when the collective or coordinated action involves competitors. Violation of the antitrust
laws does not require a formal or written agreement among companies.
Item A1
2 of 2
Violation of the antitrust laws can result in civil or criminal penalties, or both. These penalties can be severe and can be
imposed on companies or individuals, or both. Neither A4A nor any of our programs is exempt from the antitrust laws.
Antitrust immunity that the Department of Transportation may have given to an airline alliance does not cover airline-industry
activities.
Because of these antitrust law considerations, we do not discuss, reach agreements or exchange information about such
subjects as:
• Price- or service-related terms—Passenger fares; cargo rates; service fees (including a carrier’s ancillary
fees); discounts; credit terms; refund policies; claims policies; limitations of liability; travel agents’
commissions; frequent-flyer program policies; methods of recouping costs, taxes or fees (including fuel
surcharges, or ticket or waybill surcharges to recoup government taxes or fees); service terms; contract of
carriage terms; or warranty terms involving services, parts, aircraft or engines
• Division or allocation of markets or customers—Limiting the geographic availability of a service or product,

dividing up the territory in which a service or product will be provided, or dividing up customers
• Boycotts or blacklists—Limiting or refusing to do business with a customer, group of customers or category

of customers, or a supplier, group of suppliers or category of suppliers
• Requiring suppliers to use certain standards or specifications; or agreeing on which suppliers to use—For
example, requiring suppliers to use an A4A specification or the specification of another organization, or
specifying which suppliers to use
• Competitively sensitive internal information—Such as pricing, yield or capacity data, or marketing or service
plans
• Contract bids or requests for proposals—Whether involving the government or a private entity
If you are uncomfortable about discussing or acting on a matter because you believe that it is competitively sensitive, you
should immediately say so and seek the advice of legal counsel before further discussing or acting on it.
Action
Conference to note IATA anti-trust guidance and A4A anti-trust guidance.

Item A2
1 of 1
Item A2: Examination of Credentials of Accredited

Representatives
Accreditation to vote on Passenger Standards Conference Items

Resolution 009 establishes a single conference structure. The Conference fulfils the functions of both the Passenger Services
Conference and the Passenger Tariffs Conference, which still exist separately within the Provisions.
Membership of the IATA Passenger Services Conference is open to all IATA Members. Membership of the Tariff Composite
Coordinating Conference is open to those members who have indicated to IATA that they wish to participate in Tariff activities.
The current list of Accredited Representatives and Alternates of the Conference is published separately on iata.org at:
For voting items relating to Resolutions 011 – 312, only individuals accredited as their airline’s Passenger Tariffs
Conference representative (or their alternate) may exercise their airline’s vote.
For all other voting items relating to all other Resolutions, Recommended Practices and other standards development
activity, only individuals accredited as their airline’s Passenger Services Conference representative (or their alternate)
may exercise their airline’s vote.
Member airlines may wish to simply accredit a single delegate as the accredited representative for both parts of the
Conference. This accreditation will allow one person to vote on all items at the Conference.
Members may view their accredited representatives at

Members may make changes to these accreditations using the form at

https://www.iata.org/en/programs/workgroups/passenger-standards-conference/rep-appl-form/
or by contacting standards@iata.org
Please note that under the Provisions, changes to accredited representatives require the approval of the airline’s Chief
Executive Officer.
IATA has verified that all individuals able to exercise their airlines vote within the IATA Standards Setting Workspace have
been duly accredited.
Accreditation to vote on A4A Passenger Council Items

A4A representatives of the A4A Passenger Council or their appointed alternates may attend the joint meetings with the IATA
Passenger Standards Conference. The 2020 membership is similarly published separately by A4A and a final list will be
published by A4A as required. Please advise A4A Secretariat Ms. Lauren Beyer (lbeyer@airlines.org) of any changes.
Action
Conference to note.

Item A3
1 of 1
Item A3: Approval of Minutes – JPSC/39 and PSC/41; and

Passenger Tariffs Composite Coordinating Conference 2019
The Minutes of the 2019 Passenger Standards Conference under cover of Memorandum PSC/MINS/063 dated
27 November 2019 and also circulated by A4A.
The IATA “Book of Finally Adopted Resolutions and RPs” was issued under of Memorandum PSC/Reso/185 dated
28 November 2019.
The table of PSC Resolutions and Recommended Practices and their tranche categorization for the purposes of US DOT
approval is published on the PSC page of the IATA Standard Setting Workspace.
Action
Conference to approve the Minutes of the 39th Joint A4A/IATA Passenger Services Conference (JPSC) and the 41st IATA
Passenger Services Conference; and the Minutes of the 2019 Tariff Composite Coordinating Conference.

Item A4
1 of 1
Item A4: Effectiveness of Amendments to Industry Standards

Background
Traditionally, all amendments to Passenger Services Conference Resolutions, Recommended Practices and AIRIMP become
effective on 1 June of the year following the Conference. Any amendments with effective dates not following this standard
rule are specified on the specific agenda item.
Passenger Tariffs Conference Resolutions historically became effective on 1 April of the year following the Passenger Tariff
Composite Coordinating Conference.
With the activity of these two Conference coming together as the Passenger Standards Conference under Resolution 009, it
made sense to align that standard effectiveness dates of all IATA Passenger Resolutions.
It is noted that the Passenger Agency Conference (which still exists independently of the Passenger Standards Conference)
also has a standard effectiveness date of 1 June.
The Passenger Standards Conference Steering Group endorsed a standard effectiveness date of 1 June for all Resolutions.
This will continue for all Resolutions and Recommended Practices (unless otherwise noted in this agenda) for this year’s
Conference activity.
Action
Conference to confirm the standard effectiveness date of amendments to industry standards as 1 June 2021 (unless
otherwise specified in the agenda item).

Item A5
1 of 3
Item A5: Report of the Passenger Standards Conference

Steering Group
Role of the Steering Group

The Steering Group of the Passenger Standards Conference is created by Resolution 009.
2.2.1 The Conference Steering Group consists of the Chair and Vice Chair of each Management Board, together with the Chair
and Vice Chair of the Conference. The Steering Group shall steer the activity of the Conference across the year, and also manage
standard setting activity that crosses domains. The Steering Group will hold bi-monthly conference calls, and a minimum of one
meeting in person each year. Decisions of the Steering Group, where required, are made by majority, with a 50% quorum.
2.2.2 The accredited representative of any Member may observe meetings of the Steering Group, and all Members will have
visibility of meeting documentation.
2.2.3 The Steering Group will ensure that each Management Board is acting within its scope as described in this Resolution.
…
2.5.2 Each Board shall elect a Chair and Vice-Chair to serve for a period of three years, providing their airline remains a Member
of the Board during the entire period. Election to these offices also requires participation on the Conference Steering Group.
With the election of the Chair and Vice-Chair of each Management Board across the first half of 2020, the Steering Group is
composed as follows.
Role in Steering Group Delegate Airline

Conference Chair (and Chair or the Steering Group) Tye Radcliffe United
Conference Vice Chair (and Vice-Chair of the Steering Group) Nobu Yamanouchi Lufthansa
Plan Standards Board Chair Glen Bell Delta
Plan Standards Board Vice-Chair George Voorman KLM
Shop Order Standards Board Chair Arber Deva SWISS
Shop Order Standards Board Vice Chair Jerry Foran British Airways
Travel Standards Board Chair Rob Broere Emirates
Travel Standards Board Vice Chair Edwin Garcia Latam
Pay Account Standards Board Chair Myriam Burget SWISS
Pay Account Standards Board Vice Chair Jerome Boyer Air France
Architecture and Technology Strategy Board Chair Soumit Nandi United
Architecture and Technology Strategy Board Vice Chair Andrew Webster British Airways
Given that several activities under the Conference Structure are joint activities with Airlines for America, the Chair and
Secretary of the Airlines for America Passenger Council are also included in the Steering Group.
Activity of the Steering Group

It was anticipated that the Steering Group would meet 3 times across 2020. Due to the Covid-19 crisis, the Steering Group
held two emergency meetings in April and May, and then determined that a monthly meeting was required for the remainder
of the year.
Reprioritization of Conference activity due to Covid-19 crisis

As the magnitude of the crisis became apparent in March 2019, IATA worked with the Steering Group and the Chairs and
Vice-chairs of all Boards and Groups to re-prioritize activity, and to focus on activities adding immediate value.

Item A5
2 of 3
In line with the majority of other IATA activity under both Advisory Councils and Conferences, all physical meetings were
immediately rescheduled as virtual meetings, and no further physical meetings were held across 2020.
A summary of the re-prioritized activity was developed and endorsed by each Board, and the Steering Group, in May 2020.
The Steering Group also endorsed other changes to process including longer balloting period for Board votes, and changes
to Resolution 009 to simplify the nomination and election processes for Management Boards from 2021.
Restart activity
The Conference Steering Group has provided oversight on the standards deliverables related to IATA’s Board of
Governor’s endorsed industry restart plan. Many of the standards activities contained in this plan have involved possible
interaction across domains. These activities have included:
• Alignment on standards response to facilitating the use of customer vouchers.

• Explorations into enhancements to scheduling standards to ensure better alignment between commercial and
operational users of scheduling and flight data (ongoing under the Planning Standards Board).
• Responses to requirements for passenger data from regulators (led by the Travel Standards Board).
• Reinvigoration of multi-lateral interline framework.
Delays to declared effectiveness of standards, and changes to

Government Filing process with US Department of Transportation due to
petition raised by Travel Tech
Across 2019 and 2020, the Steering Group oversaw IATA’s response to petitions raised with the U.S. Department of
Transportation (DOT) by the Travel Technology Association, the American Society of Travel Advisors and the Global Business
Travel Association.
Resolutions and Recommended practices developed under the PSC and PTC (now operating together as the Passenger
Standards Conference) are filed with the US DOT under a tiered filing process. Most standards are classified as Tier 1 and
are subject to a 30-day review period upon filing.
Changes presented to the Conference, undergo development and review in many groups before adoption. Technology
providers and travel agents implementing standards on behalf of airlines participate actively in these groups.
In February 2019, the Travel Technology Association, the American Society of Travel Advisors and the Global Business Travel
Association asked the U.S. Department of Transportation (DOT) to extend by 60 days the DOT review of certain IATA
resolutions and standards filed under the Department’s Tier 1 process on 22 January 2019, as part of the annual package of
changes that is filed every year after the completion of the Passenger Services Conference.
In May 2019, the petitioners lodged further objections to certain IATA resolutions and standards filed on April 30, 2019 as a
result of urgent changes to industry standards adopted to support regulatory changes.
In May 16, 2019, the DOT informed the Petitioners and IATA that it would not approve the resolutions and standards until the
parties had an opportunity to resolve outstanding issues.
IATA was taken aback by both petitions, given that many of the standards described in their objection had been developed
by or even introduced by Amadeus, Travelport, Sabre or other members of the petitioners’ organizations.
Furthermore, no objections or concerns had been raised by these organizations over the many months that these standards
had been developed, or at the Conference itself.
Many of these changes to existing standards directly benefited consumers (such as the introduction of a non-binary gender
identification code to reservation standards) or allowed travel agents to manage compliance with changes in regulations
(such as changes to ensure compliance with new value added tax regimes).
The Steering Group oversaw IATAs responses to the petitions. On 23 December 2019, the DOT issued Order 2019.12.11
finally allowing IATA to declare these standards fully effective, but at this time did not respond to the request to extend the
review period of Tier 1 Agreements from 30 days to 60 days.

Item A5
3 of 3
On 14 February 2020, the US DOT issued an Order to Show cause supporting this extension to 60 days. IATA provided a
submission urging the DOT to restore the review period to 30 days given that all industry stakeholders can contribute to and
review IATA standards at all stages of development, before agreements are even filed. IATA urged the DOT to consider that
extending the waiting period will slow down the development and adoption of standards, and negatively impact consumers,
stakeholders and airlines.
Unfortunately, the US DOT issued Final Order 2020.4.1 on 2 April 2020 and finalized their decision to increase the Tier 1 review
period to 60 days. IATA sees this as a step backwards for the move towards agile and responsive standards development
and continues to question why Travel Tech urged the regulator to impose this a delay on standards that benefit consumers,
their members and customers. IATA urges all stakeholders to continue collaborating and contributing to standards
development through the open and transparent mechanisms of the Passenger Standards Conference, rather than engaging
in petitions with regulators through a regulatory review process.
Activity of the Steering Group Moving Forward
The Steering Group will convene regularly with bi-monthly Conference Calls, to continue managing cross-functional issues
being discussed across the Conference, and to continue steering the activity of standards development and adoption
between Board and Conference meetings. All IATA member airlines are welcome to view meeting materials of the Steering
Group, these are available on the Passenger Standards Conference Steering Group page of the IATA Standard Setting
Workspace.
Action
Conference to note.

Item A6
Added in the Second Transmittal
1 of 2
Item A6: Distribution Advisory Forum (formerly the

Distribution Advisory Council) of the Passenger Services and
Passenger Agency Conferences
Submitted by: Michael Herrero, Director Operations Strategy, IATA (herrerom@iata.org)
Secretary of the Distribution Advisory Forum (formerly the Distribution Advisory Council) of the Passenger
Services and Passenger Agency Conferences
Background
In the past, IATA has engaged Ticketing System Providers (TSPs) directly on behalf of the Airlines on various industry
initiatives impacting the development of the BSP. However, the experience of NewGen ISS and Transparency in Payments
has demonstrated the importance of providing Airlines and TSPs with a forum to engage with each other directly from the
onset in defining ways forward. In particular, it was recognized that the creation of such a forum would enable Such a forum
will be open to all Ticketing System Providers currently certified to participate in the BSP, in accordance with Passenger
Agency Conference Resolution 854
Whilst the topics of review and discussion for this group may be more relevant to the Passenger Agency Programme, IATA
has determined the creation of such a group best falls under the wider purview and mandate of the Passenger Services
Conference. The inclusion of such a group under the PSC also allows for individuals with a wide subject expertise to
participate in discussions.
PSC 2017 approved the creation of the Distribution Advisory Council, “DAC”, composed of senior delegates from Airlines
and TSPs to discuss strategic issues impacting passenger distribution processes and the Billing and Settlement Plan taking
into consideration the concerns of all stakeholders. Subsequently, the DAC was changed to Airline Distribution Advisory
Forum (ADAF) and included the global Travel Agency Associations, Technology Provider Associations and ARC, in order to
have all industry chain actors in the same table.
Since the last update to PSC, the ADAF met three times:
• ADAF/04 on 13th September 2019
• ADAF/05 on 24th February 2020
• Extraordinary ADAF on 30th April 2020
ADAF/04 - Agenda & Decisions:
• Presentation of IATA 2X Strategy

• Status of IATA Distribution and Payment initiatives
• Result of Task Force for Alternatives for RHC Management
• Resolution 830d
• The EU Payment Service Directive (PSD2): SCA 1 day before the deadline
o On the issue of the right categorization of transactions, it was agreed on the experts (GGG) to work on a
solution
• Delay to declaration of effectiveness of PSC standards
• DISH Missing Data Elements for Complex Taxes
o There is an action for airlines to discuss requirements more directly with system providers. As no specific
change to ticketing standards was been raised, IATA sees limited value in referring this issue to the
Ticketing Group, but as always welcomes any participant in these groups to propose changes to these
standards if they believe there is required enhancements.
o It was agreed to share the feedback to the FinDev and close the action from ADAF.
• Two years now from the creation of the DAC/ADAF

Item A6
2 of 2
ADAF/05 - Agenda & Decisions:
• New PAConf Chairman / Membership of ADAF

o New ADAF chairman to be appointed. In the meantime, previous vice-chair (Amadeus) becomes the chair.
Need for airline appointment as well representing PSG.
• Management of the Coronavirus (nCoV) impact on IATA settlement systems
• Update on IATA 2X Strategy
• Status of IATA Distribution and Payment initiatives
• The EU Payment Service Directive (PSD2): SCA update in the BSP
• Update on DoT / Delay to declaration of effectiveness of PSC standards
• Evaluation of the GDS Code of Conduct by the EU Commission: perspectives for stakeholder alignment towards its
review
• 737max
Extraordinary ADAF - Agenda & Decisions:
• Management of COVID – Focus on Refunds & Vouchers:

o On the statistics presented by IATA on refunds: IATA to provide more details, as well as how much is eligible
of refunds requested and not refunded yet
o It was agreed to bring to the PAPGJC and later on to the Airline Community the principles agreed by the
agency associations and technology providers during the meeting, namely:
 Ensuring that as much automation is in place to ensure refunds and voucher policies can be
executed efficiently, noting at the same time the difficult moment of the industry to invest
 Ensuring the agency community is involved and is able to service the customer in processing
refunds and vouchers
 Ensuring that vouchers as well as pending refunds are guaranteed against bankruptcy
 Tickets/Vouchers values to be converted into generic credit values managed by the agencies (and
if possible, to be used between different airlines)
o Each ADAF member to provide ideas or solutions aligned with the principles above
o IATA and ECTAA to have a discussion offline on EU joint opportunities given the urgency of EU
developments
Action
Conference to note.

Item A7
1 of 1
Item A7: Status of Industry Codes, and Ratification of new

Taxes, Fees and Charges Codes
IATA manages industry coding activities in line with the applicable Coding Resolutions. Codes administered are
Designator, Accounting Codes Numeric Prefix, Baggage Tag and Location Identifiers which are also distributed to the
industry via various online or automated file feeds. Coding data is also made available via a look-up tool on the IATA’s
website at: https://www.iata.org/publications/pages/code-search.aspx where one can check for individual “airline and
airport codes”. Additionally, a coding portal will be launched by IATA that will allow airlines to view their assigned codes and
apply for new codes.
For more information on IATA airline codes, visit the IATA codes site above or contact the IATA Customer Portal.
Status of Industry Codes
A status of assigned, blocked and available codes is presented as Attachment A_A7.
Based on current standards, available codes for assignment are limited. Although IATA takes proactive steps to reduce this
risk of exhausting available codes, there is considerable increase of Designator codes assigned with strong growth in
demand and developing trends accelerating the depletion of airline codes and Location Identifiers.
Coding activities are under the responsibility of the Plan Standards Board (for Location, Designator, Accounting, Prefix and
Baggage Tag Issuer codes) and under the Pay-Account Standards Board for Taxes, Fees and Charges codes.
Action
Conference to note, and to ratify new Taxes, Fees and Charges codes as outlined in Attachment B_A7.

Item A7
Attachment A_A7
Updated in the Second Transmittal
1 of 1
Attachment A_A7
Status of Industry Coding
A status of assigned, blocked and available codes is outlined below by IATA Operations:
Airline Designators Codes Aug-15 Aug-16 Aug-17 Aug-18 Jul-19 Sep-20 Difference
Assigned 799 854 858 882 900 881 -19

Blocked (Industry & Dormant) 53 42 43 38 71 59 -12
Available (Primary Version) 344 300 295 276 225 256 31
Total 1196 1196 1196 1196 1196 1196 -
Available (Controlled Duplicate) 976 989 999 961 955 945
Airline Accounting & Prefix Codes Aug-15 Aug-16 Aug-17 Aug-18 Jul-19 Sep-20 Difference
Assigned - - - - 804 784 -20

Blocked (Industry & Dormant) - - - - 66 90 24
Available - - - - 129 125 -4
Total - - - - 999 999 -
Location Identifiers Aug-15 Aug-16 Aug-17 Aug-18 Aug-19 Sep-20 Difference
Assigned 11,394 11,354 11,387 11,138 11,242 11,231 -11

Blocked (Industry) 53 53 53 52 9 53 -
Available 6,129 6,169 6,136 6,385 6,281 6,292 11
Total 17,576 17,576 17,576 17,576 17,576 17,576 -
Baggage Tag Issuer Codes (BTIC) Aug-15 Aug-16 Aug-17 Aug-18 Jul-19 Sep-20 Difference
Assigned 308 302 296 301 293 255 -38

Blocked (Industry & Dormant) 21 21 21 21 21 21 -
Available 670 676 703 677 685 723 38
Total 999 999 999 999 999 999 -

Item A7
Attachment B_A7
1 of 3
Attachment B_A7 NEW TAXES, FEES AND CHARGES CODES

Taxes, Fees and Charges Codes
Aug Aug Aug Var.

2018 2019 2020
Alpha - Alpha
Assigned 621 621 622 +1
Industry Blocked: 16 16 16
(CP/DU/DV/MF/OA/OB/OC/OD/OE/OF/TX/YQ/YR/XP/XT/ZZ)
ISO country codes unassigned 36 36 35 -1

Generic codes available 3 3 3
Total (26X26) 676 676 676
Aug Aug Aug Var.

2018 2019 2020
Alpha - Numeric
Assigned 103 121 138 +17
Industry blocked for VAT on Ancillaries 5 6 7 +1
(F5/H3/H7/K9/L9/M8/O8)
Available 126 107 89 -18

Total (9X26) 234 234 234
Aug Aug Aug Var.

2018 2019 2020
Numeric - Alpha
Assigned 0 0 0
Industry Blocked 26 26 26
Series 6A to 6Z Reserved for internal airline own use
Available 208 208 208

Total (9X26) 234 234 234

Item A7
Attachment B_A7
2 of 3
Since August 2019
CODE NAME COUNTRY REQ DATE PURPOSE / DETAILS
11 September To fund the departure services of

O2 Departure Service Fee Egypt MS 2019 the airports
To fund flight safety
improvements, infrastructure
development and air transport
Secondary Airport 30 December facilities at secondary
O3 Infrastructure Charge Madagascar MD 2019 aerodromes
France
Guadeloupe
Martinique
French
Guyana
Air Passenger Solidarity Reunion 31 December To contribute to worldwide
O4 Tax Surplus Mayotte AF 2019 solidarity aid for development
Inclusive and Solidarity 11 January To raise funds for the

O5 (PAIS) Tax Argentina AR 2020 Government
Lao People's
Border Clearance Democratic 23 January
O6 Charge Republic QV 2020 To fund border security activities
29 January for Advanced Passenger

O7 Airport Security Charge Jordan RJ 2020 Information
Industry Blocked for 25 January Blocked exclusively for ancillary

O8 Value Added Tax Hungary 2020 services sold on EMD in Hungary
27 February Imposed for SITA Project service

O9 CUTE/CUPPS fee Egypt MS 2020 at CAI Airport
To fund the overall infrastructure
of the aviation industry, to ensure
safe, secured and sustainable
P1 Disembarkation Levy Seychelles HM 01 April 2020 operations
To fund passenger security-
13 March related services in line with local
P2 Aviation Security Fee India AI 2020 regulations
To cover security personnel
International Intransit British Virgin 09 April expenses for manning in-transit
P3 Fee Islands JY 2020 process
To fund passenger insurance on
Mandatory Travel 05 May wholly domestic air
P4 Insurance Tax (IWJR) Indonesia GA 2020 transportation
To fund the provision of
Supplemental Security 16 June complimentary security service at
P5 Fee Costa Rica AV 2020 SJO airport

Item A7
Attachment B_A7
3 of 3
NEW TAXES, FEES AND CHARGES CODES
Since August 2019 (Continuation)

To fund the PCR test for COVID-
19 for passengers arriving in
P6 COVID-19 PCR Test Fee Lebanon QR 14 July 2020 Beirut International Airport
To improve passenger security,
service standard as well as
11 August infrastructural development of
P7 Airport Development Fee Bangladesh BG 2020 airports.
11 August To provide security measures for

P8 Passenger Security Fee Bangladesh BG 2020 passengers
Government mandated security

P9 Airport Security Fee Tanzania TC 30 July 2020 fee at ZNZ and PMA, replacing M4
Government mandated departure

NR Nauru Departure Fee Nauru ON 23 July 2020 fee
CODES RESCINDED, WITHDRAWN OR EXPIRED
Airport Safety Charge

G6 (Domestic & Chad ET 04 February Withdrawn
International) 2020
Infrastructure
I3 Development Charge 04 February Withdrawn
(Domestic & Chad ET 2020
International)
PQ Environment Tax Chad ET

(Domestic & 04 February Withdrawn
International) 2020

Item A8
1 of 4
Item A8: Status of BSP Form Codes

Submitted by: Beatriz Asiain, Global DPC Operations IATA
Off Premise Electronic Ticket (OPET) Electronic Ticket Form Codes General Updates
Global DPC Operations is carefully monitoring SNAP inventory in ensuring sustainability on the OPET allocation process.
The current instability and uncertainty make very difficult to show an accurate projection of the usage of the OPET.
2020’s allocations do not follow the usual trend, so we have calculated the stock availability forecast, based on the
following considerations:
1. That the amount of allocations has decreased a 50% in 2020 in respect to 2019.
2. That we will recover 2019 levels in 2024.
3. That the amount of stock allocations will increase from Q2 2020 equally, until reaching the 2019 levels in 2024.
4. That allocations will have an exponential growth from 2024 as follows: 5% the first 6 years, 6% on 2030 and the 7%
from 2031.
Given the circumstances, we will continue monitoring the stock allocation volumes very closely during the next months, to
check how the situation is evolving.
*Q2 August information not included.

Item A8
2 of 4
IATA has following OPET stock;
OPET Form code 2020
2 digits 39 3,900,000,000
3 digits 125 1,250,000,000
164 5,150,000,000
The current situation of OPET volumes by status:
Total RP 1720 Allocated Available*

OPET 5,150,000,000 2.849.387.753 2.300.612.247
55% 45%
*Effective 1st July 2020
Electronic Ticket Stock and Form Codes General Updates
Global DPC Operations is carefully monitoring SNAP inventory in ensuring sustainability on the OPEMD
allocation process.
The current instability and uncertainty make very difficult to show an accurate projection of the usage of the
OPEMD.
2020’s allocations do not follow the usual trend, so we have calculated the stock availability forecast, based on
the following considerations:
1. That the amount of allocations has decreased a 50% in 2020 in respect to 2019.
2. That we will recover 2019 levels in 2024.
3. That the amount of stock allocations will increase from Q2 2020 equally, until reaching the 2019 levels in
2024.
4. That allocations will have an exponential growth from 2024 as follows: 5% the first 6 years, 6% on 2030
and the 7% from 2031.
Under this circumstances, Global DPC Operations has projected that current OPEMD allocation process can
assure availability of serial number allocations until January 2039.

Item A8
3 of 4
IATA has below OPEMD stock;
OPEMD Form codes 2020
3 digits 25 250.000.000
The current situation of OPEMD stock volumes by status:
Total RP 1720 Allocated Available

OPEMD 250.000.000 72.333.840 177.666.160
29% 71%
*Effective 1stJuly 2020
Stock Balance Projection Updates
After including the latest allocation data, we project that current process could assure OPET availability of serial number
allocations until January 2039.

Item A8
4 of 4
Projected OPET Balance
After including the latest allocation data, we project that current process could assure OPEMD availability of serial number
allocations beyond 2040.
Projected OPEMD Balance
Action
Conference to note the report.

Item A9
1 of 3
Item A9: Changes to Resolution 009

Background
Resolution 009 outlines the structure and operation of the combined Passenger Standards Conference. Attachment A of
this Resolution also outlined all Resolutions and Recommended Practices, and the Board which oversees them.
Changes to Management Board term and nomination / election process.

Following discussions across the IATA teams managing the five Management Boards of the Conference, IATA discussed a
change to the Board nomination election process with the Conference Steering Group.
This would be to reduce the term from two years to 12 months, with a simple annual nomination and election process.
This is in response to feedback from airlines that
• the concept of replacing just nine board members each year for a two-year term is confusing and difficult to manage.
• in the current environment, 12 months of focused activity is easier to commit to than two years, and it is easier to
commit a single named representative for this shorter period.
• it should be easier to encourage new board members to consider formal nomination at any time.
• as the activity of the Management Boards has matured, there is a natural core of active participants in each board
which is closer to around 12 airlines, rather than the full 18. An annual cycle ensures are current and relevant list of
core participants in Board activities.
It was proposed to introduce the following change to Resolution 009.
2.4.1 Each Board will be comprised of a maximum of 18 Member Airlines.
2.4.2 Once elected, each Member will designate the individuals who will be their primary and alternate delegate, but may change this at any
time. These delegates shall be representatives from their organization with decision making authority over one or more key components of the
Board’s domain.
2.4.3 Nine Members will be elected to each Board every year by the Conference to serve two year 12 month terms. To ensure maximum
representation, every attempt will be made to ensure delegates from all geographic areas are represented on the Board.
The Steering Group endorsed this proposal and noted that IATA would continue to manage this as pragmatically as possible,
for example by ascertaining which Board members wish to continue participation and simply entering these airlines for re-
election through the Conference cycle.
It is assumed that with continued participation by core airlines, some natural attrition and some new participation, the
composition of each Board should be able to be naturally maintained at just below 18 airlines, and a simple endorsement by
the Conference should be possible without the need for formal elections every year.
Where new nominations are received, and the total number of nominations exceeds 18 however, a simple election would be
held as part of the Conference proceedings, to comply with Resolution 009.
This proposal is now presented to the Conference for adoption.

Item A9
2 of 3
Changes to specific Management Board responsibility for various

standards
As new Resolutions or Recommended Practices are developed, and as the Boards meet and business domains are clarified,
changes to Management Board ownership is often discussed. The following changes are proposed to the Conference.
Oversight of Multi-lateral Interline Traffic Agreements (MITA)

Historically, ownership of the Resolutions and Recommended Practices governing the Multi-lateral Interline Traffic
Agreements sat jointly between the Ticketing Committee and the Airport Services Committee. Under the new governance
structure of Resolution 009, ownership was vested with the Shop – Order Standards Board. This was an oversight, and these
agreements should be jointly overseen with the Travel Standards Board to the extent they touch Travel Standards Board
processes, principally around baggage. Lead development on these standards will continue to be coordinated under the
Planning Standards Board, but it is proposed to formalize the requirement for joint oversight with the Travel Standards Board.
This relates to Resolution 780 and 780e, and Recommended Practices 1780e and 1780f.
Oversight of Recommended Practice 1752

Historically, coding standards covered in Recommended Practice 1752 (Numeric Location Codes) have been under the
authority of the IATA Coding department. Accordingly, from 1 November 2018, these were listed under the authority of the
Shop – Order Standards Board when Resolution 009 took effect.
The Planning Standards Board (PSB)’s areas of responsibility include the development and maintenance of coding standards.
Within this framework coding related standards (including Recommended Practise 1752) should be under the oversight of
the PSB. Both the Plan Standards Board and the Shop-Order Standards Board have agreed to this change.
Editorial update – Correction of duplicate number Recommended Practice 1781 /

Resolution 788
Conference to note that the Resolution 009 currently lists Recommended Practice 1781 twice:
1781 Interline Recognition of Free and Reduced Fare or Rate Transportation (authority of the Plan Standards Board)
1781 Smoking in Aircraft (authority of the Travel Standards Board)
It has been agreed by the Plan Standards Board that the Interline Recognition of Free and Reduced Fare or Rate
Transportation (RP 1781) should be correctly renumbered to Resolution 788.
New Recommended Practices

New Recommended Practices have been created and are presented to the Conference this year. Subject to the adoption of
these Recommended Practices, changes to Resolution 009 are also proposed to clarify Management Board oversight of
each new standard, as follows.
Plan Standards Board

Recommended Practice 1780a – Baseline Checklist for implementing new interline partnerships
Recommended Practice 1780b – Framework for simplified interline with ticketless carriers
Recommended Practice 1780s – Standard Retailer and Supplier Interline Agreement (SRSIA)
Shop-Order Standards Board

Resolution 011c – Multi Airport City
Recommended Practice 1201 – Children and Infants
Recommended Practice 1760a – Use of Travel Industry Designator (TIDs) Service to Identify Non-Accredited Agents and
Other Sales Intermediaries
Travel Standards Board

Recommended Practice 1701o – One ID

Item A9
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Action
Conference to endorse the changes to Resolution 009 as proposed in Attachment A_A9.
Conference to endorse the amendment of Resolution 009 as proposed in the Attachment B_A9.
Conference to endorse the amendment of Resolution 009 as proposed in the Attachment C_A9.

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Attachment A_A9
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Attachment A_A9
RESOLUTION 009
Passenger Standards Governance
PSC(MV39)PSC42009
...
2. MANAGEMENT BOARDS AND STEERING GROUP
...
2.4 Membership of Management Boards
...
2.4.1 Each Board will be comprised of a maximum of 18 Member Airlines.
2.4.2 Once elected, each Member will designate the individuals who will be their primary and alternate delegate, but may change this at any
time. These delegates shall be representatives from their organization with decision making authority over one or more key components of the
Board’s domain.
2.4.3 Nine Members will be elected to each Board every year by the Conference to serve two year 12 month terms. To ensure maximum
representation, every attempt will be made to ensure delegates from all geographic areas are represented on the Board.

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Attachment B_A9
Resolution 009, Attachment A
LIST OF RESOLUTIONS AND RECOMMENDED PRACTICES BY RESPONSIBLE BOARD

Passenger Services Conference
Conference 001 Permanent Effectiveness Resolution
004 Applicability of Resolutions and Recommended Practices
004a Restriction of Applicability of Resolutions
006 Government Approvals
007 Resolution Prefixes
008 Adjustment of Effectiveness Dates
008a Extension of Expiry Date
009 Passenger Standards Governance
200g Filing of Government Requirements and Authorisations
1008 Glossary of Commonly Used Air Passenger Terms
1704 Office Function Designators for Passenger and Baggage Handling
1786 Passenger Distribution Lifecycle
1792 Standards Irregularity Notice (SIN)
Pay–Account Board 663 Interline Billing
750 BSP Data Interchange Specifications
750a Reporting Requirements for BSP Transactions Processing–Sales
750b Reporting Requirements for BSP Risk Management
785 Collection of Transportation and Allied Taxes/Fees/Charges
1723 Automated Tax Data
1791 Standard Specifications for Airline Issued Credit Cards

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1791b Standardised Format for Financial Transaction Messages
1791d Payment Card Industry Data Security Standards (PCI DSS) Compliance
1791e Card Fraud Prevention Best Practices
1791f Frequent Flyer Program Fraud Prevention Best Practices
Planning Standards 001pg Use of Three-Letter Designators

Board
761 Flight Numbers
762 Airline Designators
763 Location Identifiers
764 Arrival and Departure Times
765 Interline Connecting Time Intervals–Passenger and Checked Baggage
△ 767 Airline Accounting Codes and Prefixes
□ 769 Baggage Tag Issuer Codes (BTIC)
780 Form of Interline Traffic Agreement–Passenger (joint with Travel Standards

Board)
□ 780b Passenger Interline Service Charge
□ 780c Passenger Interline Service Charge for non-IATA Carriers
□ 780d Passenger Interline Service Charge–United States
780e IATA Interline Traffic Participation Agreement–Passenger (joint with Travel

Standards Board)
788 Interline Recognition of Free and Reduced Fare or Rate Transportation
789a Responsibility for Handling Functions
1752 Numeric Location Codes
1761a Guidelines for the Allocation of Airport Slots
1761b Form of Exchange of Schedule Information
1775 Hotel Accommodation, Meals and Surface Transport Multilateral Agreement
1780a Baseline Checklist for implementing new interline partnerships

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1780b Framework for simplified interline with ticketless carriers
1780e IATA Intermodal Interline Traffic Agreement–Passenger (joint with Travel

Standards Board)
1780f IATA Interline Traffic Agreement for Enhanced Distribution Capability–

Passenger (joint with Travel Standards Board)
1780s Standard Retailer and Supplier Interline Agreement (SRSIA)
1788 Ticketing and Baggage Regulations for Free and Reduced Transportation
Shop–Order Standards 701 Inadmissible Passengers and Deportees

Board
722 Ticket–General Procedures and Definitions
722c Automated Ticket/Boarding Pass–Version 2 (ATB2)
722e Ticket Support Documents/Boarding Pass Technical Specification
722f Ticket–Airline
722g Ticket–Neutral
722h Ticket–Ground Handling
723 Coupon Sequence and Use
724 Ticket Notices
725 Electronic Miscellaneous Document (EMD)–General Procedures and

Definitions
725f Electronic Miscellaneous Document–Airline
725g Electronic Miscellaneous Document–Neutral
725h Electronic Miscellaneous Document–Ground Handling
727a Collection of Reservation Change Fees
728 Code Designators for Passenger Ticket and Baggage Check
735 Period of Validity
735a Extension of Ticket Validity
735b Waiver of Minimum Stay Requirement
735c Rerouting and Refund in Case of Death

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735d Involuntary Change of Carrier, Routing, Class or Type of Fare
735f Involuntary Change of Routing of Charter Passengers to Scheduled Service
736 Voluntary Changes to Tickets
737 Refunds
760 Resolution Governing use of Reservations Interline Message Procedures–

Passenger (AIRIMP)
760a Changes to Reservations Interline Message Procedures–Passenger (AIRIMP)
766 Interline Passenger Reservations Procedure
777 Order ID
781b Fraud Related to Electronic Documents
782 Means of Payment
787 Enhanced Airline Distribution
789 Responsibility for Travel at the Correct Fare
791 Specifications for Airline Industry Integrated Circuit Card (ICC)–Version 03
797 One Order
1040 Stopovers and Transfers
1708a Passenger Assistance List (PAL) and Change Assistance List (CAL)
1719c Electronic Ticket List (ETL)
1720a Standard Thirteen-Digit Numbering System for Traffic Documents
1721 Netting for Exchange/Reissue Transactions
1722f ATB2 Quality Assurance
1722z Inhibit Ticketing for Security Reasons
1725 EMD Tax Collection Following an Upgrade
1728 Reservations and Ticket Coding Directory
1735 Planned Schedule Changes
1738 Application for Ship’s Crew Fares

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1752 Numeric Location Codes
1760 Airline Taxonomy
1760a Use of Travel Industry Designator (TIDs) Service to Identify Non-Accredited

Agents and Other Sales Intermediaries
1764 Reservations Verification
1766 Publication of Reservations Information
1767 Quality Control
1767a Quality Control for Interline Messages
1768 Standard Reservations Telephone Conversations
1768a Mandatory Fare Quote and Enforced Ticket Time Limit
1769 Emergency/Strike Situation
1770 Code of Reservations Ethics
1771 Sell and Report or Free Sale Agreements
1772 Passenger Sales Agent Location Identification
1774 Protection of Privacy and Processing of Personal Data Used in International

Air Transport of Passengers and Cargo
1776 Seamless Connectivity
1776a Seamless Availability and Selective Query
1777 Online Married Segment Control
1777a Interline Married Segment Control
1778 Automated Block Space Interface
1779 Journey Data
1782 Enhanced Availability Data
1783 Interactive Passive Validation
1787 Reservations Procedures for Free and Reduced Rate Transportation
1790a Online Sales of Additional Services in Interline Scenarios
1790b Reservations Procedures for Chargeable Ancillary Services

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1790c Reservation Procedures for Chargeable Baggage Related Services and

Service Reference Number
1793 Standardisation of Paper Sizes for Various Passenger Handling Forms
2725i Through/Change of Gauge Flight for EMD-A
Travel Standards Board 700 Acceptance and Carriage of Passengers Requiring Special Assistance
708 Use of Standard Operational Messages
709 Baggage Transfer Message (BTM)
739 Baggage Security Control
740 Form of Interline Baggage Tag
741 Passenger Name and Address Label
743 Found and Unclaimed Checked Baggage
743a Forwarding Mishandled Baggage
743b Baggage Identification Chart
744 Local Baggage Committees
745 Dangerous Goods in Passengers Baggage
745a Acceptance of Firearms and Other Weapons and Small Calibre Ammunition
745b Acceptance of Power-Driven Wheelchairs or Other Battery Powered Mobility

Aids as Checked Baggage
746 Pooling of Baggage
751 Use of the 10 Digit Licence Plate
752 Electronic Baggage Claim Receipt
753 Baggage Tracking
754 Profiles of Interline Baggage Claims and Proof of Fault for Baggage Prorates
780a Form of Interline Baggage Handling Agreement to/from Members’

Charter/Scheduled Flights
792 Bar Coded Boarding Pass (BCBP)–Version 7
798a Handling Disruptive/Unruly Passengers

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1690 Aircraft and Airport Services Standards and Procedures
1690a IATA Ground Operations Manual
1690b Baggage Reference Manual Standards and Procedures
1700a Expectant Mothers and New-Born Babies
1700b Carriage of Passengers with Reduced Mobility and Escorts Requirement
1700c Seat Assignment for Passengers with Reduced Mobility and for Escorts
1700d Passengers with Reduced Mobility Group Travel
1700e Publication in Airline Guides of Rates and Conditions Related to Travel of

Passengers with Reduced Mobility
1701 End to End Passenger Process
1701a Passenger Data Harmonization
1701d Self Service Automated Document Check
1701f Self Service Baggage Check-In
1701h Security Checkpoint Access and Egress (to be rescinded 1 June 2018)
1701j Automated and Self-Service Flight Rebooking for Irregular Operations
1701k Self-Boarding
1701l International Traveller Scheme
1701m Self Service Baggage Recovery
1701o One ID
1702 Information on Airport Passenger Service Charges
1703 Standardisation of Cabin Door Designators
1705 Standardisation of Traffic Handling Message Texts
1706 Functional Specification for Standard Departure Control System
1706a Functional Specification for Passenger Self-Service Systems
1706b Data Interchange for Passenger and Aircraft Handling
1706c Common Use Self Service (CUSS)

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1706d Non-ATB Document Specifications for Common Use Self Service (CUSS)
Kiosks
1706e Paper Specifications–Documents to be Printed by a General Purpose Printer

(GPP) in a Common
1706f Functional Specification for CUSS User Interface
1707 Standard Symbols for Description of Standard Message Formats
1707a Data Field Dictionary for DCS Passenger Messages
1707b Data Element Directory for DCS Passenger Messages
1708 Passenger Name List (PNL) and Additions and Deletions List (ADL)
1709 Request List Message (RQL)
1710 Standardisation of Seat Designators
1711 Seats Protected Message (SPM)
1712 Seats Occupied Message (SOM)
1713 Space Available List (SAL)
1714 Industry Discount Message (IDM)
1715 Passenger Service Message (PSM)
1716 Passenger Information List (PIL)
1717 Teletype Passenger Manifest (TPM)
1717a PAXLST Message
1718 Passenger Transfer Message (PTM)
1719 Passenger Final Sales Message (PFS)
1719a Frequent Traveller List (FTL)
1719b Passenger Reconcile List (PRL)
1719d Ticketless Product List (TPL)
1719e Additional Service List (ASL)
1720 Seat Assignment Parameters
1739 Passenger/Baggage Reconciliation Procedures

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1740a Baggage Tag Media Quality Guidelines
1740b Licence Plate Fallback Sortation Tag
1740c Radio Frequency Identification (RFID) Specifications for Interline Baggage
1740d Read and Sortation Rate in Baggage Handling Systems
1740e Baggage Taken in Error–Notice to Passengers
□ 1740f Carriage of Prohibited Wildlife in Baggage
□ 1741 Passenger and Baggage Conformance Services
1743a Tracing Procedure for Missing Checked Baggage
1743b Tracing Unchecked Baggage and Handling Damage to Checked and

Unchecked Baggage
1743c Exchange of Information on Interline Baggage Tagging Errors
1743d Baggage Theft, Pilferage and Fraudulent Claim Prevention
1743e Baggage Irregularity Report
1744 Local Baggage Committee Bylaws, Terms of Reference and Operating Rules
1745 Baggage Information Messages
1746 Baggage System Interface (BSI)
1747 Passengers’ Electronic Equipment
1748 Baggage Construction Standards
1749 Carriage of Carry-on Baggage
1750 Handling of Security Removed Items
1751 Interline Baggage Claim
1752a Reliability and Integrity of Baggage Messaging
1753 Interline Handling Procedure for Unaccompanied Minors
1754 Electronic Baggage Tag
1755 Baggage Logistics and Conformance Event Services
1756 Use of Beacon Infrastructure
1757 Lost and Found Property Items Categories

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1773a Radio Frequency Identification (RFID) Specifications for Inflight Catering

Equipment Management
1773b Standard Inflight Catering Agreement
1780e IATA Intermodal Interline Traffic Agreement–Passenger (joint with Planning

Standards Board)
1780f IATA Interline Traffic Agreement for Enhanced Distribution Capability–

Passenger (joint with Planning Standards Board)
1781 Smoking in Aircraft
1785 Public Information Systems and Standards
1788a Procedure for Passengers Travelling on Space Available Basis
1789 Automated Boarding Control
1790 Additional Services
1794 Carriage of Prohibited Wildlife and Related Products by Passenger
1795 Guidelines for the Establishment of Airline Operators Committees
1796 Town versus Airport Terminal
1797 Common Use Passenger Processing Systems (CUPPS)
1797a Aviation Information Data Exchange (AIDX)
1797c Management Information Systems Interface
1798 Contact of Air Passengers Exposed to a Health Hazard
1799 Denied Boarding Compensation
1800 Automated Baggage Handling Based on the IATA Licence Plate Concept
Architecture and 1784 Structured Domain Names

Technology Strategy
Board
Passenger Tariff Coordinating Conferences
Conference 001 Permanent Effectiveness Resolution
001yy Special Provisions Resolution Acceptability of Currencies

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004a Restriction of Applicability
008a Extension of Expiry Dates
Shop–Order Standards 008z Hajj and Umrah Periods

Board
011 Mileages and Routes for Tariff Purposes
011a Mileage Manual Non-TC Member/Non-IATA Carrier Sectors
011b Global Indicators
011c Multi Airport City
012 Glossary of Terms
012b Countries, Currencies, Codes Administrative Resolution
012c Fare Construction Rule Acronyms
017 Construction Rules
017a Construction Rules for Journeys
017b Construction Rules for Pricing Units
017c Construction Rules for Fare Components
017e Mixed Class
017f Exchange, Reissues and Refunds
017ha Fare Selection Criteria
017i Carrier Selection for Fare Construction Checks
024 Special Provisions Resolution Currency Adjustments
024a Establishing Passenger Fares and Related Charges
024c Conversion of Local Currency Amounts for Combination/Construction

Purposes
024d Currency Names, Codes, Rounding Units and Acceptability of Currencies

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024e Rules for Payment of Local Currency Fares
024k Currency Related Rules
040 Stopovers
040b Counting of Transfers
040c Surface Sectors
049a Changes in Fares–Gambia, Ghana, Sierra Leone, Zambia
049x Fare Changes
102 Passenger Expenses Enroute
121a Government Controlled Cost Factors Administrative Resolution
200g Procedures for Government Orders
201 Children and Infants
212 Charge for a Passenger Occupying Two Seats
302 Baggage Provisions Selection Criteria
312 Baggage Excess Value Charge

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Attachment C_A9
Resolution 009, Attachment B
It is proposed to also update the references to Message Name and Format/Technology in the list of Data Exchange
Standards as follows:
LIST OF DATA EXCHANGE STANDARDS BY RESPONSIBLE BOARD
Board Abbreviation Message Name Format
Conference SIN Standards Irregularity Notice TELETYPE
Planning Standards SSIM SSIM Schedules, Airport Slot Coordination, Minimum FILEFORMAT
Board Connecting Times
ASM Ad hoc Schedules Message TELETYPE

…
Pay Account Board

Action Abbreviation Message name Technology
Add IATA_PaymentClearanceCancellationRQ XML
Add IATA_PaymentClearanceCancellationRS XML
Add IATA_PaymentClearanceListRQ XML
Add IATA_PaymentClearanceListRS XML
Add IATA_PaymentClearanceNotif XML
Add IATA_PaymentClearanceRQ XML
Add IATA_PaymentClearanceRS XML
Add IATA_PaymentClearingListRQ XML
Add IATA_PaymentClearingListRS XML
Add IATA_PaymentClearingListNotif XML
Add Agency Profile-OAS3 JSON
Add Agency Sales Transactions-OAS3 JSON
Add NDC EasyPay Direct Authorisation- JSON
OAS3
Add Transparency In Payment-OAS3 JSON
Shop Order Board

Remove XML
AirDocCancelRQ
AirDocCancelRS
AirDocDisplayRQ
AirDocDisplayRS
AirDocExchangeRQ
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AirDocHistoryRQ
AirDocHistoryRS
AirDocIssueRQ
AirDocRefundRQ
AirDocRefundRS
AirDocVoidRQ
AirDocVoidRS
AirShoppingRQ
AirShoppingRS
BaggageAllowanceRQ
BaggageAllowanceRS
BaggageChargesRQ
BaggageChargesRS
BaggageListRQ
BaggageListRS
CustomerInputRQ
CustomerInputRS
FareRulesRQ
FareRulesRS
FileRetrieveRQ
FileRetrieveRS
FlightPriceRQ
FlightPriceRS
InvGuaranteeRQ
InvGuaranteeRS
InvReleaseNotif
ItinReshopRQ
ItinReshopRS
OrderCancelRQ
OrderCancelRS
OrderChangeNotif
OrderChangeRQ
OrderCreateRQ
OrderHistoryNotif
OrderHistoryRQ
OrderHistoryRS
OrderListRQ
OrderListRS
OrderRetrieveRQ
OrderRulesRQ
OrderRulesRS
OrderViewRS
SeatAvailabilityRQ
SeatAvailabilityRS
ServiceListRQ

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ServiceListRS
ServicePriceRQ
ServicePriceRS
ShopProductRQ
ShopProductRS
Replace with XML
IATA_Acknowledgement
IATA_AirDocNotifRQ
IATA_AirlineProfileNotifRQ
IATA_AirlineProfileRQ
IATA_AirlineProfileRS
IATA_AirShoppingRQ
IATA_AirShoppingRS
IATA_CommonTypes
IATA_InvGuaranteeRQ
IATA_InvGuaranteeRS
IATA_InvReleaseNotifRQ
IATA_OfferPriceRQ
IATA_OfferPriceRQ
IATA_OrderCancelRQ
IATA_OrderCancelRS
IATA_OrderChangeNotifRQ
IATA_OrderChangeRQ
IATA_OrderClosingNotifQ
IATA_OrderCreateRQ
IATA_OrderHistoryRQ
IATA_OrderHistoryRS
IATA_OrderListRQ
IATA_OrderListRS
IATA_OrderReshopRQ
IATA_OrderReshopRQ
IATA_OrderRetrieveRQ
IATA_OrderRulesRQ
IATA_OrderRulesRS
IATA_OrderSalesInfoAccountingDocNotifRQ
IATA_OrderSalesInformationNotifRQ
IATA_OrderViewRS
IATA_SeatAvailabilityRQ
IATA_SeatAvailabilityRS
IATA_ServiceDeliveryNotifRQ
IATA_ServiceDeliveryRQ
IATA_ServiceDeliveryRS
IATA_ServiceListRQ
IATA_ServiceListRS
IATA_ServiceStatusChangeNotifRQ
IATA_SimpleTypes
IATA_UpdateServiceNotifRQ

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Add IATA_SeamlessAvailabilityRQ XML

Add IATA_SeamlessAvailabilityRS XML
Add IATA_DailyFlightAvailabilityRQ XML
Add IATA_DailyFlightAvailabilityRS XML
Travel Board
Add Flight Status-OAS3 JSON
Add IATA_OperationalAircraftRegistrationNotifRQ XML

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Item A9.1: Changes to Recommended Practice 1786

Background
Recommended Practice 1786 contains guidance on end-to-end distribution processes. This Recommended Practice
contained references to the IATA e-Tariffs platform, which is now no longer in use. A change to this Recommended Practice
is proposed to delete this reference to IATA e-Tariffs.
Action
Conference to adopt changes outlined in attachment A _A9.1

Item A9.1
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Attachment A_A9.1: Changes to Recommended Practice 1786

RECOMMENDED PRACTICE 1786

Passenger Distribution Lifecycle
PSC(3942)1786 Expiry: Indefinite
Type: B
RECOMMENDED PRACTICE 1786 Attachment ‘A’
….
3.2 Filing
3.2.1 Carriers may file their own fares whether for online or interline carriage based on their own commercial criteria via an
established fare filing vendor or directly with a system provider. IATA fares, known as ‘flex fares’ are established for interline
carriage via the IATA e-Tariffs platform.
3.2.2 e-Tariffs is an online solution allowing the aviation industry to maintain and develop multilateral interline fares and
rules for systems and consumers worldwide. e-Tariffs provides airline pricing experts with the tools to submit their
proposals for changes, and vote on fares packages, directly from their desks.
3.2.3 e-Tariffs provides a simplified meeting process, is convenient and an easy-to-use application. It is cost and time
efficient as it eliminates travel and effort. It is equally acceptable to regulators. e-Tariff is the mechanism through which any
changes are made on ‘flex fares’.
….

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Item A10: Industry Restart

Background
IATA’s priorities for 2020 were revised by the IATA’s Board of Governors at its June 2020 meeting in light of the impact of
COVID-19 on the industry. Existing strategic priorities were paused. The majority of projects managed by IATA were also
paused. The new priorities focused around activities that would directly contribute to
• Generate Cash for Airlines

• Reduce Airline Costs
• Industry Restart
• Ensure IATA's Sustainability
To support the activity of “Industry Restart”, IATA management developed a plan aligning all restart activity. This full plan as
endorsed by the Board of Governors was summarized in a presentation that is separately uploaded to the IATA Standard
Setting Workspace as Attachment A_A10. It is available at https://standards.iata.org/higherlogic/ws/groups/8737a65a-
c657-47ea-b146-e4f096f0099c/documents/psc22248/document?document_id=10748.
Conference actions and oversight by Steering Group

The Conference Steering Group has provided oversight on the standards deliverables related to the restart plan. Many of
the standards activities contained in this plan have involved possible interaction across domains. These activities have
included:
• Alignment on standards response to facilitating the use of customer vouchers.

• Explorations into enhancements to scheduling standards to ensure better alignment between commercial and
operational users of scheduling and flight data (ongoing under the Planning Standards Board).
• Responses to requirements for passenger data from regulators (led by the Travel Standards Board).
• Reinvigoration of multi-lateral interline framework.
Where these activities have been discussed or progressed within each Management Board, these form part of each
Management Board’s report within this agenda. Several items have also resulted in accelerated standards development
activity, and proposals for voting are also included within this agenda.
Action
Conference to note.

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Item A11: Any Other Business -

Change to Resolution 763 to extend the lead time for genuine
location identifier assignment
Submitted by: Qantas Airways
Background
Resolution 763 (Location Identifiers) and other standards governing industry coding regimes are overseen in the Passenger
Standards Conference Structure by the Plan Standards Board. The Plan Standards Board has created the Industry Coding
Group to discuss and develop proposals to change these standards.
Due to the Covid-19 Pandemic, and the limited availability of airline resource, the Plan Standards Board paused the activity
of the Industry Coding Working Group across 2020, meaning that work plan items would not be addressed until the activity
resumed in 2021.
Accordingly, this proposal to change Resolution 763 is presented directly to the Conference by member airline Qantas
Airways.
Resolution 763 allows the assignment of location identifiers to airports and other locations used by member airlines in
distribution and operational processes.
The current Resolution language states that airlines may request a three-letter code for an airport that is “receiving air
services by an airline” or “a location which must be identified for airline communications routing or airline scheduling
purposes or airline schedule exchange data messages.”.
This essentially limits the lead time for code assignments for new airports to the point in time at which an airline would
publish a schedule including flights to or from the new airport. Under current scheduling standards this would effectively be
no earlier than 12 months prior to the first flight.
Business problem
For new large-scale airport developments, planning and construction takes years if not decades. The construction of such
airports involves the coordination of federal and state governments and many stakeholders.
Referencing an IATA location identifier is a key component in IATA member airlines generating commercial interest for
potential service involving a new airport, and certainty in location coding allows awareness to build amongst airlines, travel
agents and even passengers ahead of an airport intended opening date.
Allowing certainty around location identifier assignment for new airports would resolve these issues.
This is an important enabler of industry restart and demand stimulation in response to the Covid-19 pandemic also.
Solution
The proposed solution is to introduce the concept of a provisional assignment of location identifiers for new airports which
are not yet operational.

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The provisional code would in effect be a confirmation of the code that is to be permanently assigned once the airport is
operational. The provisional code would not be published by IATA, but would in effect be “held” for full assignment when
the requirements for assignment were met.
To protect the integrity of the coding regime, the circumstances in which such codes would be assigned would be limited to
airports intending to open within 5 years. Such code assignments would also require:
• the continued support of at least two IATA member airlines, and confirmation these airlines intend to serve the
location.
• the operator of the airport to have publicly declared an opening date that is within five years of the date of the
provisional assignment.
• that construction of the airport’s airfield or terminal has commenced, and that completion of the airport before the
declared opening date can be reasonably demonstrated.
• That the civil aviation authority (or equivalent government agency) of the state in which the new airport is to be
established has confirmed that the operator of the location is substantially meeting the state's requirements for
the issuance of a license to operate before the declared opening date.
An annual review would also occur while the provisional code is held, to ensure the requirements continue to be met. After
five years if the airport had not opened, the provisional code would be released.
Proposed action for conference

Conference to adopt changes to Resolution 763 outlined in Attachment A_A11 below.

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Attachment A_A11
RESOLUTION 763
Location Identifiers
PSC(41) (42) 763
Type: B
2. PROVISIONAL ASSIGNMENTS OF LOCATION CODES
2.1 An airline, in partnership with the operator of a new airport, may request a provisional assignment for a new location
which is under construction. This paragraph applies only to locations receiving air services. A provisional code may be
assigned where the location does not yet meet the requirements for the assignment of a permanent location code under
paragraphs 1.1.1 – 1.1.3. A provisional code will only be assigned if the following criteria are met.
2.1.1 The operator of the airport has publicly declared an opening date that is within five years of the date of the
provisional assignment.
2.1.2 At least two IATA member airlines have indicated their intention to operate scheduled flights from the location.
2.1.3 Construction of the location’s airfield or terminal buildings has commenced; and readiness to be operational by the
declared opening date can be reasonably demonstrated.
2.1.4 The civil aviation authority (or equivalent government agency) of the state in which the new location is to be
established has confirmed that the operator of the location is substantially meeting the state's requirements for the
issuance of a license to operate before the declared opening date.
2.1.5 The location has paid the annual fee for a provisional code assignment as established by IATA.
2.2 Such a provisional assignment shall be valid for a maximum of 5 years. After this time, if the code has not been
assigned permanently, the provisional code will be released and will not be assigned (provisionally or permanently) for a
period of 12 months.
2.3 Every 12 months from the date of the original provisional assignment, IATA will require written evidence that all of
the criteria in 2.1 continue to be met. If this evidence is received within 30 days of the request, the provisional assignment
will be extended for a further 12 months, and a further annual fee for the provisional code assignment will be payable. If the
requirements are not met within 30 days, the provisional code will be released, and may not be assigned (either
provisionally or permanently) for a period of 12 months.
2.4 A code will not be assigned to another location while it is provisionally assigned. However, provisional codes will not
be published by IATA in any official publication as being assigned to the location.
2.5 At any time while a code is provisionally assigned, an airline may request that the code to be permanently assigned if
the requirements under 1.1.1 – 1.1.3 are met. No refund of any fees paid or payable under 2.1.5 or 2.3 will be made.
2.6 The location may publicly refer to the provisional code but should ensure that wherever the code is referenced
publicly, that a disclaimer is made confirming that the location code has been provisionally assigned by IATA.

Section B:
Plan Standards Board Items
Contents
B1 Report of the Plan Standards Board
B1.1 Slots Update and Changes to Recommended Practice 1761a Attachment A_B1.1
B2 Endorsement of elections for open positions on Plan Standards Board
B3 Delegation of authority to the Plan Standards Board
B4 Groups active under Plan Standards Board Attachment A_B4
Attachment B_B4
Attachment C_B4
Attachment D_B4
Attachment E_B4
Attachment F_B4
Industry Coding Group Items
B4.1 Report and Workplan of the Industry Coding Group Attachment A_B4.1
Interline Group Items
B4.2 Report and Workplan of Interline Group Attachment A_B4.2
B4.2.1 Voting items from the Interline Group, presented as a package
B4.2.1a/P Changes to MITA Agreements Attachment A_B4.2.1a/P
B4.2.1b/P Baseline Checklist for implementing new interline partnerships Attachment A_B4.2.1b/P
B4.2.1c/P Framework for simplified interline with ticketless carriers Attachment A_B4.2.1c/P
Minimum Connect Time Group Items
B4.3 Report and Workplan of Minimum Connect Time Group Attachment A_B4.3
Schedules Publication Group Items
B4.4 Report and Workplan of Schedules Publication Group Attachment A_B4.4
Attachment B_B4.4
Slot Messaging Group Items
B4.5 Report and Workplan of Slot Messaging Group Attachment A_B4.5
Exhaustion Flight Numbers and Industry Codes Group Items
B4.6 Report and Workplan of Exhaustion of Flight Numbers and Industry Codes Attachment A_B4.6
Group

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Item B1: Report of the Plan Standards Board

Return to Main Contents Page | Return to Section B Contents Page
Submitted by: Glen Bell, Chair of the Plan Standards Board
George Voorman, Vice Chair of the Plan Standards Board
Isabella Ioannoni, Secretary of the Plan Standards Board
Background
The Plan Standards Board is established under paragraph 2.3.1 of Resolution 009:
2.3.1 Plan Standards Board
The Plan Standards Board manages the development of standards concerning any interaction between airlines and any other parties
for the purposes of exchanging information about which services are intended to be made available and to whom; and the management
of any corresponding reference data.
This includes but is not limited to schedule publication standards, slot messaging standards, minimum connecting time standards,
interline standards and industry coding.
Members of the Plan Standards Board

Position Airline Delegate name Term commenced
1 Aeromexico Federico John Ruiz Davies 01 November 2018
2 Air China Peng Liu 01 November 2018
3 Air France Thierry Vanhaverbeke 01 November 2018
4 Alitalia Stefano Rizzo 01 November 2018
5 American Airlines Dave Scott 01 November 2018
6 Biman Bangladesh Airlines Mohammed Salahuddin 01 November 2018
7 British Airways Andy Tunnacliffe (resigned 31 Oct 2020) 01 November 2018
Ron Burke
8 China Airlines Yu-Jen Wu (resigned Nov 2020) 01 November 2018
9 Delta Air Lines Glen Bell 01 November 2018
10 Deutsche Lufthansa Marjana Stern 01 November 2018
Marco Goetz
11 Emirates Airline Shrikant Kiran Yadery 01 November 2018
12 KLM George Voorman 01 November 2018
13 LATAM Airlines Soledad Berrios 01 November 2018
14 LOT Polish Airlines Robert Ludera 01 November 2018
15 Qatar Airways Mandar Prakash Pradhan 01 November 2018
16 Turkish Airlines Murat Baş 01 November 2018
17 United Airlines Michele Boyce 01 November 2018
18 Virgin Australia Matthew Yarrow 01 November 2018
19 Hahn Air Lines Alexander Proschka 01 November 2019

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Chair and Vice-Chair

Mr Glen Bell (Delta Air Lines) and George Voorman (KLM Airlines) maintain the PSB Chair and Vice Chair positions respectively.
Under the terms of Resolution 009, these officers hold these positions for a period of 3 years.
Plan Standards Board (PSB) activity in 2020

Reprioritization of Industry Activity
The Board focused on reprioritization efforts in consequence to COVID-19 circumstances and reflected on where
immediate value can be provided in this area of business. An assessment of work plans and activity of all Groups reporting
to the Plan Standards Board (PSB) structure had been undertaken in March/April this year with the group officers and the
reprioritization of activities were subsequently endorsed by the PSB and PSC Steering Group. This includes pausing all
activity of the Industry Coding Group and the Exhaustion of Flight Number and Industry Codes Group in 2020 except for
issues impacting emergency requirements.
The PSB will continue to follow the re-prioritized work plans through the remainder of 2020 while monitoring emergency
priorities and the ability of airlines to contribute to the standards development activity.
Plan Standards and the Industry Restart Plan

As referred in Agenda A10, the industry restart plan will involve specific standards development activities impacting the
Plan Standards business domain. This plan proposes actions under the ‘System Capability’ and ‘Stimulate Demand’
(Interline) pillars involving Slots, Schedules and Interline standards activities of work requiring oversight from this Board and
development from the respective groups. Key streams:
• Interline – Improve airline capabilities to offer online connections and maintain their network through simplified
interlining. New and more varied relationships to serve all required markets for the restart.
• Slots & Schedule Planning – Ensure efficient and flexible scheduling and operational planning throughout the
recovery.
Plan Standards Areas for Exploration

Flight bookings beyond season constraints
Since March, IATA has received several demands from airlines on the ability to make bookings earlier beyond the existing
constraints of the system range and into a longer scheduling season to assist in industry recovery.
Today, systems typically limit the selling window up to less than one year before the scheduled departure and during the
Covid-19 crisis, this has been preventing airlines from offering rebooking of passengers for future flights. Similar to airlines
requiring to market more codeshares, but as the Plan Board is aware, there is a limitation of marketing flight numbers in
today’s system that would allow operators to display all “products” in a schedule.
The PSC Steering Group recently noted the extension of conventional scheduling seasons to assist airlines in rebooking
passengers and securing cash flow and also noted that such a change would require significant development efforts
across many impacted systems, to the extent that it should not be considered as a short term priority. However, the
Steering Group recommended that this should be highlighted as a PSB area for exploration, especially with transformation
in distribution processes such as NDC, ONE Order and Dynamic offers.
This matter is now reflected as a new long term exploratory item in below table for further discussion with the Plan Board
and other impacted areas of business.

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Secure Flight Indication

Currently, the scheduling SSIM standards supports a Secure Flight Indicator (SFI) that identifies flights for which there is a
legal requirement to disclose full secure flight passenger data for flights that are operated by a carrier (operating and
marketing) flying to/from/within/over the U.S. This indicator data element DEI 504 is defined around requirements specific
to the USA.
Airlines are requesting to implement a similar feature catering for all countries to meet evolving passenger data
requirements from other jurisdictions where required. The SPG Chairs and airline experts, in consultation with system
providers, IATA and the Reservations Group under the Shop-Order Board, have recommended to define the DEI504 in more
generic terms to make it generally applicable for airlines to flag the provision of passenger information required for all
flights.
Amendments to the SSIM DEI 504 have since been approved by the SPG members and endorsed by the Board for inclusion
in the SSIM MAR2020 with an effectiveness of 01 November 2020. The outcome will be advised in the Second PSC Agenda
Transmittal.
Conference to refer to the Schedules Publication Group report for further details, Agenda item B4.4.
Flight Information and Planning Processes

Numerous airline business domains and planning activities relate to flight data and COVID-19 circumstances have
presented limitations to the current planning processes involving flights such as on historical data for forecasting, on the
use of schedule data or rigid planning processes.
The Board has considered key planning issues and changes emerging in the distribution area, scheduling, airport and air
navigation resources and has provided guidance to IATA on any implications to scheduling standards. IATA aims to
progress such discussions with other industry groups and to also focus on the dependencies and overlaps between the
respective domains with the various airline expertise as part of the industry restart to building a digitally enabled business
and a more resilient and efficient planning process across the value chain.
Short and Long Term Solutions

The Plan Board maintains exploratory items requiring activities for both, short term solutions when dealing with constraints
and long term solutions for when removing constraints. These are outlined in below tables with each item updated,
following the reprioritization exercise.
Exploratory items resulting in Short-term Solutions

Item Subject
1 Consequent to a successful Global implementation and cutover to new MCT SSIM Standards end of 2019,
below items are being progressed but with certain deliverables paused in 2020. The MCTG report
highlights this in more detail under Agenda Item B4.3:
MCT Station Standards
IATA source for MCTs station (airport) standards data - Evaluation of stations that have many exceptions
filed to validate current values and identify opportunities to align them to airline operations.
MCT Global Defaults
Review the process of setting Global MCTs - Revision of default values in SSIM standards for airlines that
do not file a station standard to better reflect airline operations.
2 Future of Interline/Simplified Interline

Redefining the concept of codeshare and evolving the commercial agreements between carriers are also
progressing with work completion from the Interline Group (IG) detailed under Agenda Item B4.2.

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Item Subject
Changes to Resolution 780, 780e, RP 1780f and new RPs 1780a, 1780b documentation is currently
balloted with the Plan Standard Board and are intended to be submitted to the Conference in the second
transmittal of the Agenda. Further details described in Agenda Item B4.2.
3 Exhaustion of Flight Numbers and Industry Codes

The initiative exploring the usage of Flight numbers and Industry Codes such as Airline Designators,
Location Identifiers and Airline Codes/Prefixes due to their depletion is paused for 2020.
The new EFNIC Group has been created with industry expertise and IATA has internally consulted the
various businesses and operations to form the basis of initial efforts. Further details described in Agenda
Item B4.6.
4 Scheduling Data for Airports

Investigation of consistent process: Determining whether standards are to be defined as more airport
entities develop the ability to consume SSIM files.
As an initial step, IATA has summarised guidelines within an “airline scheduling and demand information for
airport planning” document which describes guidance on how airlines and airports may wish to leverage
existing standards to address new challenges. The Board has recently provided their feedback for
document finalisation and distribution to the industry as immediate guidance. Further details described in
Agenda Item B4.4.
5 Progress Slots & Sched xml Messaging Data to AIDM

Migration of current xml message information to the Airline Industry Data Model (AIDM).
This activity has been paused and reprioritized.
6 Traffic Restrictions
Assessment of all SSIM traffic restrictions processing with Shop-Order Board engagement for alignment
with new processes.
This activity has been paused and reprioritized.
Exploratory items resulting in Long-term Solutions

Item Subject
7 Dynamic Schedules
Driving Schedules with the transformation in distribution processes such as NDC, ONE Order and Dynamic
offers.
Further industry requirements and initiatives arising from the industry restart plan.
8 Flight Numbers and Industry Codes

Consideration of long term options with flight numbers and codes resulting from the EFNICG outcomes as
outlined in Agenda Item B4.6.
9 Evolution of SSIM and ACD data codes sources

Streamline both sources for codes and accessibility of data.
This activity has been paused in 2020 with most ICG work plan items parked.
10 Flight bookings beyond season constraints

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Exploring the ability for airlines to make bookings earlier beyond existing constraints.
Considerations with transformation in distribution processes such as NDC, ONE Order and Dynamic
offers.
11 Industry Direction Moving Forward – to be aligned with industry’s restart plan

General Operational Topics:
• Identity Management – IATA project
• Slot Coordination Working Methods
• Regulatory framework compliance
• Product Differentiation – IATA Strategy on Dynamic Offers
Action
Conference to note Board report.

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Item B1.1: Slots Update and Changes to Recommended

Practice 1761a
Submitted by: Lara Maughan, Head, Worldwide Airport Slots, IATA (maughanl@iata.org)
Background
Northern winter 2020 slot waiver
IATA advocated immediately at the start of the crisis for alleviation for slot usage rules for the northern summer 2020
season. This was granted for slot coordinated airports globally, with every government (or airport where appropriate)
waiving the need to operate slots to retain historic precedence for summer 2021.
Now one of the priority tasks for IATA is to secure a global slot waiver extension for the upcoming Northern Winter 2020
(NW20) season, which would provide airlines with relief from the requirement to operate a series of slots for at least 80% of
that season. Demand is going to be significantly low in a traditionally challenging season for aviation. It is now a critical
issue due to timing: globally airlines need to publish and formalize their seasonal schedule that will reflect their reduced size
this winter. For recovery to be supported, it is essential slots can be retained for 2021 to build back existing networks. This
is important given the huge lack of demand that is inevitable for the season.
There are 40% of the worlds’ slot coordinated airports providing a full season waiver for the NW20 period already. Our
target for waivers to be granted is the end of August to enable efficient airline planning. Unfortunately, the European
Commission (EC) is unlikely to meet this deadline but will be providing alleviation. The EU accounts for some 67 slot
coordinated airports, 40% of the total in winter.
IATA has advocated urgently with those remaining States for timely decision making, and requested the EC provides a clear
statement of intention to grant a slot waiver.
Slot policy development and governance of the WASG

IATA is working with the airport community and Airports Council International (ACI), as well as the global slot coordinator
community and Worldwide Airport Coordinators Group (WWACG) to find agreement on the technical and policy aspects
that support the restart of aviation through the Worldwide Airport Slot Board (WASB). The WASB was created in 2019 as
the new governance group responsible for the Worldwide Airport Slot Guidelines (WASG) with equal representation by all
three industry partners. As such, editorial enhancements to RP 1761a are highlighted in Attachment A_B1.1 for
Conference. RP 1761a provides the industry the standards to facilitate the management of airport slots that are published
in the Worldwide Airport Slot Guidelines (WASG) as Attachment A.
The WASB has been focused on providing leadership and support to aid restart and recovery through practical advice
related to managing temporary reductions in airport capacity and the impact on planned schedules, as well as providing
best practice guidance related to slot handback for the northern summer season 2020 slot waiver.
With the industry grappling with ever changing external travel restrictions, unpredictable and extremely low demand, the
WASB will continue to provide a pivotal role in defining globally consistent and practical support to the slot process and
coordination activities to ensure they meet the needs of the industry whilst in restart and the recovery phase. This includes
defining the calendar of coordination activities that underpins the slot process each season, reviewing policy and agreeing
any change to process or technical requirements, both in the short term to support recovery or as longer-term
developments.
Action
Conference to adopt changes to Recommended Practice 1761a outlined in Attachment A_B1.1

Item B1.1
Attachment A_B1.1
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Attachment A_B1.1 – Slots Update and Changes to Recommended

Practice 1761a
RECOMMENDED PRACTICE 1761a

Guidelines for the Allocation of Airport Slots
PSC(3442)1761a Expiry: Indefinite
Type: B
The management of airport slots is required at some airports where the available airport infrastructure is insufficient to meet
the demand of airlines and other aircraft operators. The Worldwide Slot Guidelines (WSG) Worldwide Airport Slot Guidelines
(WASG) is jointly published by IATA, Airports Council International (ACI), and the Worldwide Airport Coordinators Group
(WWACG) to provide the global air transport community with a single set of standards to facilitate the management of airport
slots.
The WASG is overseen by the IATA Joint Slot Advisory Group (JSAG) Worldwide Airport Slot Board, comprised of an equal
number of IATA Member airlines, airports, and airport coordinators.
JSAG The WASB meets regularly to agree on proposals for changes to the WASG, address slot-related matters and
regulatory developments related to slot coordination and allocation to foster a globally consistent implementation of the WASG.
and to consult on the administration of the twice yearly IATA Slot Conference (SC). All changes are agreed by JSAG before
being endorsed by the Heads of Delegation of the SC.
It is recommended that Members use the WASG as published in Attachment ‘A’ and can be found
at www.iata.org/wsg https://www.iata.org/en/policy/slots/slot-guidelines/.

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Item B2: Endorsement for elections for positions on Plan

Standards Board
Submitted by: Isabella Ioannoni, Senior Manager, Plan Standards, IATA (ioannonii@iata.org)
Secretary of the Plan Standards Board
Background
Under the terms of Resolution 009, each year nine positions are open on each of the five Management Boards for re-
election for a two-year term.
Due to the Covid-19 pandemic, and in the interests of managing continuity, the Conference Steering group endorsed a
simplified approach whereby the existing members of each Management Board were asked if their airline wished to
continue their involvement in each Board across 2021. Existing Management Board members were asked to contact IATA
(via the Secretary of the Management Board, or by email at standards@iata.org) only if they did not wish to continue their
involvement, or if they wish to change the named delegate representing their airline on any Board.
Additional nominations for any Management Board were also sought with the first transmittal of the Conference Agenda.
Nominations were open until 25 September 2020.
It should also be noted that the Conference Steering Group has endorsed a proposed change to Resolution 009 which
would simplify the nomination and election procedures for Management Boards from 2021 onwards. This new process
would require Board participation to be limited to 12 months, with nominations and an election held each year. This change
to Resolution 009 is included in this agenda for Conference adoption. If adopted, a full election would be held each as an
online ballot, as part of the Conference proceedings.
New nominations
No new nominations were received.
Composition of the Board from 18 November 2020

The composition of the Board from 18 November 2020 is presented to the Conference for endorsement as follows.

1 Aeromexico Federico John Ruiz Davies 01 November 2018
2 Air China Peng Liu 01 November 2018
3 Air France Thierry Vanhaverbeke 01 November 2018
4 Alitalia Stefano Rizzo 01 November 2018
5 American Airlines Dave Scott 01 November 2018
6 Biman Bangladesh Airlines Mohammed Salahuddin 01 November 2018
7 British Airways Sander van Noorloos 01 November 2018
Ron Burke
8 Delta Air Lines Glen Bell 01 November 2018
9 Deutsche Lufthansa Marjana Stern 01 November 2018
10 Marco Goetz
Emirates Airline Shrikant Kiran Yadery 01 November 2018
11 KLM George Voorman 01 November 2018
12 LATAM Airlines Soledad Berrios 01 November 2018
Item B1.1
Attachment A_B1.1
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13 LOT Polish Airlines Robert Ludera 01 November 2018

14 Qatar Airways Mandar Prakash Pradhan 01 November 2018
15 Turkish Airlines Murat Baş 01 November 2018
16 United Airlines Michele Boyce 01 November 2018
17 Virgin Australia Matthew Yarrow 01 November 2018
18 Hahn Air Lines Alexander Proschka 01 November 2019
Involvement in the Board for other member airlines

All member airlines are reminded that formal involvement on the Board represents a commitment to participate fully in
Board activities across the full term of membership. Other member airlines (including those members not formally members
of the Board) are welcome to view Board materials, to vote in Board ballots and to participate in Board meetings where
topics are of interest. Involvement can be managed through the IATA Standard Setting Workspace, or by contact
standards@iata.org.
Action
Conference to endorse the composition of the Board as outlined above from 18 November 2020.

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Item B3: Delegation of authority to the Plan Standards Board

Background
The Conference may delegate the authority to adopt non-binding standards to the relevant Management Board, under the
terms of paragraphs 2.6.4.2 and section 2.7.
2.6.4.2 Proposals to amend standards endorsed by the Board will be submitted for formal adoption by the Conference except where the
Conference delegated the authority to establish standards to the Board. Where delegated authority has been granted to the Board (as
described in Paragraph 2.7), the Board may issue the standard on their own authority.
…
2.7 Delegated Authority to Establish Standards
2.7.1 The Conference may delegate authority to any Board (or any combination of Boards) to adopt non-binding standards without an action
by the Conference itself providing:
2.7.1.1 such standards are not in conflict with other standards adopted by the Conference; and
2.7.1.2 the Conference retains full visibility over all standards adopted by any Board.
2.7.2 Unless referenced explicitly within a Resolution, such authority will only be granted for a maximum of one year, after which point it must
be renewed by the Conference. Such authority may be renewed as many times as required.
2.7.3 Guidance of such delegated authority will be published by IATA within the next Passenger Services Conference Resolution Manual
issued after the delegated authority is adopted.
Delegation for 12 Month Period from 18 November 2020

The Planning Standards Board (under the authority of Resolution 009) is partly responsible for the development of
Scheduling Standards promulgated as Recommended Practice 1761b: Form of Exchange of Schedule Information and
published within the IATA Standard Schedules Information Manual (SSIM), including Resolution 765: Connecting Time
Intervals.
SSIM standards comprise of schedules publication, slot and minimum connect time messaging formats as well as data
processing procedures, schemas, implementation guides and data assignments including Aircraft Types, Passenger
Terminal Indicators, UTC/Local time information, Region codes and Service Types. SSIM is made available at
www.iata.org/ssim.
Minimum Connecting Time standards are included in SSIM and procedures on how official MCTs are
determined/established locally are included in Resolution 765.
Conference endorsed the delegation of authority to the Plan Standards Board from 1 November 2019, to adopt changes
made to the SSIM as described in RP 1761b and to the reference data described in Resolution 765.
Action
Conference to reaffirm the Plan Standards Board to have oversight and authority over all activities outlined under RP 1761b
and Resolution 765.

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Item B4: Groups active under Plan Standards Board

Background
The Board may establish Groups to manage specific areas of standards, as described in Paragraph 3.1 of Resolution 009.
3.1 Establishment of Groups Reporting to Boards
3.1.1 Such groups shall exist only where these have been established by a Board.
3.1.2 The Board shall grant the Group a mandate which may not exceed a period of one year, at which point the Group may be
renewed by the Board for a maximum of 12 months. A group may be renewed as many times as required.
3.1.3 Each Group shall have Terms of Reference establishing the scope, working procedures, voting processes and anticipated
meetings.
3.1.4 The Board may disband a Group at any time.
3.1.5 A Group should be established where there is a requirement to perform actual development activity across a specific area of
standards. This may be established on the basis of a discrete function, or an existing body of standards that require an identifiable
area of expertise. The structure of Groups should maximize efficiency and reduce duplication.
3.1.6 Each Group should follow a Work Plan that will be presented to and endorsed by the Board if renewal is sought.
The Plan Standards Boards had the following Groups active during 2019-2020.
Group name Scope
Industry Coding Group Deal with matters concerning industry coding, including the associated business
requirements including but not limited to airline designators, accounting codes and
prefixes; location codes; and baggage tag issuance codes
Interline Group Deal with matters concerning the interline system, and multilateral interline agreements.
Minimum Connect Time Deal with matters concerning the presentation, application and transfer of MCT data
Group between airlines data aggregators and system providers including the associated business
requirements
Schedules Publication Deal with matters concerning Airline schedule data standards used by airlines, GDSs and
Group data aggregators including the associated business requirements
Slot Messaging Group Deal with matters concerning information exchange and standards related to Airport
slot/schedule coordination between airlines, airport coordinators and facilitators including
the associated business requirements.
Exhaustion of Flight Deal with identifying challenges, impacts and limitations for the use of Flight numbers and
Numbers and Industry Industry Codes such as Airline Designators, Location Identifiers and Airline
Codes Group (EFNICG) Codes/Prefixes.
The reports and work plans of each of these groups are included later within the Plan Standards board package. Voting items
from the Interline area of business are expected for Conference in the second Agenda transmittal.

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Continuation of Groups
The Board has endorsed the continuation of all groups for a further 12 months, from 1 November 2020. The Terms of
Reference of the Groups are provided as Attachments to this item as follows.
Group name Scope Terms of Reference Attachment
Industry Coding Group Deal with matters concerning industry A_B4

coding, including the associated
business requirements including but
not limited to airline designators,
accounting codes and prefixes;
location codes; and baggage tag
issuance codes
Interline Group Deal with matters concerning the B_B4

interline system, and multilateral
interline agreements.
Minimum Connect Time Group Deal with matters concerning the C_B4
presentation, application and transfer
of MCT data between airlines data
aggregators and system providers
including the associated business
requirements
Schedules Publication Group Deal with matters concerning Airline D_B4

schedule data standards used by
airlines, GDSs and data aggregators
requirements
Slot Messaging Group Deal with matters concerning E_B4

information exchange and standards
related to Airport slot/schedule
coordination between airlines, airport
coordinators and facilitators including
Exhaustion of Flight Numbers and Deal with identifying challenges, F_B4

Industry Codes Group impacts and limitations for the use of
Flight numbers and Industry Codes
such as Airline Designators, Location
Identifiers and Airline Codes/Prefixes.
Action
These groups are established under the authority of the Board and are presented for the Conference to note.

Item B4
Attachment A_B4
1 of 3
Attachment A_B4: Terms of Reference: Industry Coding Group

IATA passenger standards are established by the Passenger Services Conference, and the Passenger Tariff Coordinating
Conferences – Composite. IATA Resolution 009 establishes the governance structure for developing and adopting
standards within these Conferences. The provisions of Resolution 009 always take precedence over these Terms of
Reference.
Group name Industry Coding Group
Reports to Plan Standards Board (PSB)
Role / Mandate 1. Deal with matters concerning industry coding, including the associated
business requirements including but not limited to airline designators,
accounting codes and prefixes; location codes; and baggage tag
issuance codes.
2. Review and endorse proposals to create or amend standards governing

these processes. Ensure that proposals align with existing standards.
3. Review and endorse proposals to amend:

a. Resolution 001pg, 762, 763, 767, 769
b. Recommended Practices 1752
4. Liaise with other process owning groups under any Conference, and
advisory groups under Industry Committees.
5. Explore changes to industry coding systems to support sustainability,

and support the new and evolving coding requirements of emerging
distribution standards.
6. Advise IATA Management on interpretation and clarification of Coding

standards where required.
7. Maintain a work plan and report regularly to Plan Standards Board
Period of effectiveness The group is effective from 1 November 2018, for a period of 12 months and
will be renewed subject to the oversight approval of the Plan Standards
Board.
Participation To participate in the group, organizations must either elect to be Members of

the group, or to participate as Observers.
Members
Minimum 6, maximum 18 organizations will be elected as Members.
Where nominations exceed available vacant positions, the Plan Standards

Board will elect members into vacant positions.
Members will be elected for a period of 2 years, subject to the group’s

mandate continuing.
Member organizations must commit to active participation of one named

and suitably qualified delegate for a minimum of 24 months.

Item B4
Attachment A_B4
2 of 3
The named delegate may be changed during term only when absolutely
necessary.
The named delegate may appoint a proxy from within their organization to
attend meetings on their behalf.
Observers
Any organization eligible for participation who is not a member may attend
any meeting as an observer, and access any materials from meetings.
Where this organization is an IATA Member Airline, they may also participate
in any vote when attending as an observer.
IATA and A4A Involvement
Representatives IATA and A4A teams responsible for coding policy and
operations will attend all meetings. This may be in addition to the named
Secretary provided by IATA.
Eligibility for Participation IATA Member Airlines
A4A Member Airlines
Strategic Partners participating in the Plan Standards program
Any other organization may attend meetings as required, with the prior
approval of the Chair and Secretary.
Meetings Meetings will be scheduled as required by the work plan and in concurrence
with the secretary.
Working Groups The group may establish and disband temporary working groups to
investigate or develop proposals or achieve specific tasks on the Group’s
work plan, in concurrence with the secretary.
Officers A Chair and Vice-Chair will be elected from group Members. The election will
occur by simple majority. The Chair and Vice-Chair will be elected for a
maximum period of 12 months, subject to the group’s mandate continuing.
All organizations who are members of the group will be eligible to vote for the
election of Chair and Vice-Chair.
A secretary will be provided by IATA Management.
Profile of delegates Named delegates should have current experience and day-to-day
involvement in any area touching industry coding regimes. This may include:
• Scheduling
• Distribution
• Industry data exchange and messaging
• Industry Affairs
• Interline
Quorum A quorum of 25% of members is required.

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Attachment A_B4
3 of 3
Voting Decision making is by majority vote of IATA member airlines participating in

the vote. Each airline may exercise only one vote, and abstentions are not
counted in establishing majority.
(Excluding the election of Chair Where activity is joint with A4A, a separate A4A vote will be held for
and Vice-Chair). applicable items.
Any required action to be voted on by the Group may take place at an in-
person meeting, or by online ballot.
Any Member airline may attend any meeting of any Group and may
participate in any vote at meetings where they attend. Any Member airline
may participate in an online ballot by notifying the IATA Secretariat in
advance. (Resolution 009, paragraph 2.3.1).
The agenda of any Group meeting will be posted at least 14 days before the
meeting, and minutes will be published within 30 days following the meeting.
Such documentation (together with a record of attendees, and the outcome
of any voting action including individual votes) will be visible to all Member
airlines. Any Onsite Agenda Items must be approved by the Chair and
Secretary prior to the meeting, for inclusion within the Agenda.
A minimum of 6 votes is required for a decision to be valid
Endorsement of standards Standards endorsed by a majority vote will be presented to the Plan
Standards Board for approval.
Change to any other Resolution or Recommended Practice requires

endorsement by the owning group and adoption at the Conference as
required.

Item B4
Attachment B_B4
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Attachment B_B4: Terms of Reference: Interline Group

Reference.
Group name Interline Group
Role / Mandate 1. Deal with matters concerning the interline system, and multilateral
interline agreements.
these processes to the extent they are not owned by other groups.
a. Resolution 780
b. Resolution 780b, c, d, e
c. Resolution 788
d. Recommended Practice 1780e, 1780f, 1788
advisory groups under Industry Committees.
5. Explore changes to the interline system and multilateral interline
agreements to support new and evolving requirements of emerging
interline models.
Maintain a work plan and report regularly to Plan Standards Board
Period of effectiveness The group is effective from 1 November 2018, for a period of 12 months and
will be renewed subject to the oversight approval of the Plan Standards
Board.
Members
Minimum 6, maximum 18 organizations will be elected as Members.
Where nominations exceed available vacant positions, the Plan Standards

Members will be elected for a period of 12 months, subject to the group’s

mandate continuing.

The named delegate may be changed during the term only when absolutely
necessary.
Observers
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Strategic Partners participating in the Plan Standards Strategic Partnerships

program.
Non-IATA airlines involved in interline activity with an interest in industry

standardization, subject to the approval of the Chair and IATA, or the Plan
Standards Board and IATA.
Or any other organizations subject to the approval of the Chair and IATA, or
the Plan Standards Board and IATA.
Meetings Meetings will be scheduled as required.

involvement in interline traffic agreements, and industry processes
supporting the interline system. This may include:
• Interline, alliances
• Scheduling, Distribution
• Industry Affairs, legal
• Interline billing
Voting Decision making is by majority vote of IATA member airlines participating in

(Excluding the election of Chair counted in establishing majority.
and Vice-Chair).
Any required action to be voted on by the Group may take place at an in
airlines.

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Endorsement of Standards Standards endorsed by a majority vote will be presented to the Plan
Standards Board for approval, prior to presentation at the Conference for
adoption as required.
Changes to data exchange standards require endorsement by the

Architecture and Technology Strategy Board under the provisions of
Resolution 009.
Change to any other Resolution or Recommended Practice not owned by the

Group requires endorsement by the owning group and adoption at the
Conference as required.

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Attachment C_B4: Terms of Reference: Minimum Connect Time Group

Reference.
Group name Minimum Connect Time Group (MCTG)
Role / Mandate Deal with matters concerning the presentation, application and
transfer of MCT data between airlines data aggregators and system
providers including the associated business requirements.
Recommend future modifications to MCT standards and required
Guides in supporting the industry with new standards.
Review and endorse proposals to create or amend standards
governing these processes. Ensure that proposals align with existing
standards and that requirements are documented with a
corresponding change to Implementation Guidance where applicable.
a. Recommended Practices 1761b
b. Resolution 765
c. Implementation Guides Documentation
d. XML Schemas
5. Review proposals and develop recommendations to amend other
related Resolutions and Recommended Practices.
6. Liaise with other process owning groups under the PSC and advisory
groups under Industry Committees such as the Airport Services
Committee as required.
7. Maintain a work plan and report regularly to the Plan Standards
Board.
Period of effectiveness The group is effective from 1 November 2018, for a period of 12 months
and will be renewed subject to the oversight approval of the Plan
Standards Board.
Participation Members
Minimum 9 organizations
Minimum 6 IATA Member Airlines
Minimum 3 Strategic Partners

mandate continuing.

necessary.
A Member organization may have multiple delegates but may only exercise
one vote per organization.
Observers

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Strategic Partners participating in the Plan Standards program.

A rapporteur may be established to provide liaison for non-IATA airlines
participating in the IATA Slot Conferences.
Meetings Meetings will be scheduled as required (by the work plan and in
concurrence with the secretary) of which one meeting is expected to be
face to face at the June Slot Conferences.
Meeting participation may be restricted as required, by the secretary on

behalf of the group officers, due to specific participant expertise, room
capacity or other.
The agenda of any face to face meeting will be posted at least 14 days
before the meeting, and minutes will be published within 30 days following
the meeting. Such documentation (together with a record of attendees,
and the outcome of any voting action including individual votes) will be
visible to all Member airlines. Any Onsite Agenda Items must be approved
by the Chair and Secretary prior to the meeting, for inclusion within the
Agenda.
One Working Group is automatically created by these ToR:

• Minimum Connect Time XML Group (MCTX)
Officers A Chair and Vice-Chair will be elected from group Members. The election
will occur by simple majority. The Chair and Vice-Chair will be elected for a
All organizations who are members of the group will be eligible to vote for
the election of Chair and Vice-Chair.
involvement in the following areas, but not limited to, the management of
MCT application in systems along with established IATA processes.
Voting Decision making is by majority vote of IATA member airlines participating

in the vote. Each airline may exercise only one vote, and abstentions are
(Excluding the election of Chair not counted in establishing majority.
and Vice-Chair).
person meeting, or by online ballot
Changes to SSIM shall follow the procedure outlined in Recommended
Practice 1761b.
A minimum of 4 votes is required for a decision to be valid.

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Resolution 009.
Change to any other Resolution or Recommended Practice not owned by

MCTG requires endorsement by the owning group and adoption at the

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Attachment D_B4: Terms of Reference: Schedules Publication Group

Reference.
Group name Schedules Publication Group (SPG)
Role / Mandate 1. Deal with matters concerning Airline schedule data standards used
by airlines, GDSs and data aggregators including the associated
business requirements.
2. Review and propose amendments to IATA codes in particular the
Aircraft Types, Passenger Terminal Indicators, Region Codes and
UTC-Local Time Comparisons.
3. Review, propose and manage Meal and Inflight Service codes and
Service Type codes.
4. Review and endorse proposals to create or amend standards
corresponding change to Implementation Guidance where
applicable.
a. Recommended Practices 1761b, 1775
b. Resolution 764
c. Implementation Guides
d. XML Schemas
related Resolutions and Recommended Practices
7. Liaise with other process owning groups under the PSC and
advisory groups under Industry Committees as required.
Board.
Standards Board.
Minimum 3 Strategic Partners
Airport Coordinators/Facilitators (optional)

mandate continuing.
Member organizations must commit to active participation for a minimum

of 24 months

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necessary.
Observers
any meeting as an observer and access any materials from meetings.
A rapporteur will be established to provide liaison for non-IATA airlines

participating in the IATA Slot Conferences.
Airport Coordinators participating in the IATA Slot Conferences.

capacity or other.
Agenda.
Schedules Information Data Exchange XML Group (SIDX)
Officers A Chair and Vice-Chair will be elected from group Members. Only IATA
member airlines are eligible to be elected as Chair and other members of
the group are eligible to be elected as Vice-Chair. The election will occur
by simple majority. The Chair and Vice-Chair will be elected for a maximum
period of 12 months, subject to the group’s mandate continuing.
involvement in the areas of, but not limited to, schedule
creation/publication & distribution processes, with a strong knowledge of
industry standards.

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not counted in establishing majority.
(Excluding the election of Chair Any required action to be voted on by the Group may take place at an in
and Vice-Chair). person meeting, or by online ballot.
Changes to SSIM will follow the procedure outlined in Recommended

Practice 1761b.

Resolution 009.

the SPG requires endorsement by the owning group and adoption at the

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Attachment E_B4: Terms of Reference: Slot Messaging Group

Reference.
Group name Slot Messaging Group (SMG)
Role / Mandate 1. Deal with matters concerning information exchange and standards
related to Airport slot/schedule coordination between airlines,
airport coordinators and facilitators including the associated
2. Review and propose amendments to IATA codes in particular the
Aircraft Types, Passenger Terminal Indicators, Region Codes and
UTC-Local Time Comparisons.
3. Review, propose and manage Service Type codes, Additional
Information codes and Coordinator Reason codes.
applicable, including the IATA Worldwide Slot Guidelines for the
management of slots.
a. Recommended Practices 1761b
b. Implementation Guides
c. XML Schemas
related Resolutions and Recommended Practices
7. Liaise with other process owning groups under the PSC and
advisory groups under Industry Committees as required to meet
changing industry requirements and to further the objectives of the
SMG.
8. Ensure a close interaction and alignment of activities and standards
with the slot policy forums directed by the Slot Policy Working
Group and the Worldwide Airport Slot Board for slots planning area
of business.
Board.
Standards Board.
Minimum 3 Airport Coordinators/Facilitators
Strategic Partners (optional)

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mandate continuing.
Member organizations must commit to active participation for a minimum

of 24 months.
necessary.
Observers
Eligibility for Participation IATA Member Airlines.
Airport Coordinators participating in the IATA Slot Conferences.
A rapporteur will be established to provide liaison for non-IATA airlines

participating in the Slot Conferences.

capacity or other.
Agenda.
Slots XML Group (SXSG)

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member airlines are eligible to be elected as Chair and other members of
the group are eligible to be elected as Vice-Chair. The election will occur
involvement in the areas of, but not limited to, slot management and
technical administration including filing, reporting and schedule
coordination with a strong knowledge of industry standards.

not counted in establishing majority.
(Excluding the election of Chair Any required action to be voted on by the Group may take place at an in
and Vice-Chair). person meeting, or by online ballot
Changes to SSIM shall follow the procedure outlined in Recommended

Practice 1761b.

Resolution 009.

the SMG requires endorsement by the owning group and adoption at the
The Joint Slot Advisory Group (JSAG) will ensure formal liaison between
the airport coordinator community and PSB/SMG.

Item B4.1
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Attachment F_B4: Terms of Reference: Exhaustion of Flight Numbers &

Industry Codes Group
Conferences – Composite. IATA Resolution 009 establishes the governance structure for developing and adopting standards
within these Conferences. The provisions of Resolution 009 always take precedence over these Terms of Reference.
Group name Exhaustion of Flight Numbers & Industry Codes (EFNIC) Group
Role/ Mandate
1. Identify obstacles, impacts and limitations for all areas of business in the use of Flight
numbers and/or Industry Codes such as Airline Designators, Location Identifiers and
Airline Codes/Prefixes.
2. Define opportunities and future requirements, including commercial vs operational
options.
3. Assess, agree and develop short and long term solutions.
4. Define and track milestones.
5. Support the industry and IATA through awareness and engagement activities,
enhancements, implementation and adoption.
a. Resolution 761 – Flight Numbers
b. Resolution 762 – Airline Designators
c. Resolution 763 – Location Identifiers
d. Resolution 767 – Airline Accounting Codes & Prefixes
7. Liaise with:
- other process owning groups under any Conference
- advisory groups under Industry Committees
- business stakeholders in other impacted industry communities.
8. Explore changes to systems supporting new and evolving requirements of emerging
initiatives.
9. Maintain a work plan and report regularly to Plan Standards Board.
Period of The group is effective for a period of 10 months for the first year, from 01 January to1 November
effectiveness 2020, and will be renewed for a period of 12 months subject to the oversight approval of the Plan
Standards Board
Participation To participate in the group, organizations must either elect to be Members of the group, or to
participate as Observers.
Members
Minimum 9 organizations will be elected as members for a period of 1 year, subject to the group’s
mandate continuing.
Member organizations must commit to active participation of one named and suitably qualified
delegate for a minimum of 12 months.
The named delegate may be changed during the term only when absolutely necessary.
The named delegate may appoint a proxy from within their organization to attend meetings on their
behalf.
Item B4.1
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Observers
Any organization eligible for participation who is not a member may attend any meeting as an
observer and access any materials from meetings.
Where this organization is an IATA Member Airline, they may also participate in any vote when
attending as an observer.
Eligibility for IATA Member Airlines

Participation
Strategic Partners participating in the Strategic Partnerships program.
Any other organizations may attend meetings as required, subject to the approval of the Chair
and IATA, or the Plan Standards Board and IATA.
Meetings Meetings will be scheduled as required.
Meeting participation may be restricted as required, by the secretary on behalf of the group
officers, due to specific participant expertise, room capacity or other.
Working Groups The group may establish and disband temporary working groups to investigate or develop
proposals or achieve specific tasks on the Group’s work plan, in concurrence with the secretary.
Officers A Chair and Vice-Chair will be elected from group Members. Only IATA member airlines are eligible
to be elected as Chair and other members of the group are eligible to be elected as Vice-Chair.
The election will occur by simple majority. The Chair and Vice-Chair will be elected for a maximum
All organizations who are members of the group will be eligible to vote for the election of Chair and
Vice-Chair.

Profile of Named delegates should have current experience and day-to-day involvement with systems and
delegates industry processes supporting the usage of industry codes and/or flight numbers. This may
include:
• Interline, Alliances
• Scheduling, Distribution
• Passenger, Freight
• Revenue Management
• Operations
• Finance
• IT Systems
• Industry Affairs
Voting Decision making is by majority vote of IATA member airlines participating in the vote. Each airline
may exercise only one vote, and abstentions are not counted in establishing majority.
(Excluding the
election of Chair Any required action to be voted on by the Group may take place at an in person meeting, or by
and Vice-Chair). online ballot.
Any Member airline may attend any meeting of any Group and may participate in any vote at
meetings where they attend. Any Member airline may participate in an online ballot by notifying
the IATA Secretariat in advance. (Resolution 009, paragraph 2.3.1).

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Endorsement of Standards endorsed by a majority vote will be presented to the Plan Standards Board for approval,
Standards prior to presentation at the Conference for adoption as required.
Changes to data exchange standards require endorsement by the Architecture and Technology
Strategy Board under the provisions of Resolution 009.
Change to any other Resolution or Recommended Practice not owned by the Group requires
endorsement by the owning group and adoption at the Conference as required.

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Item B4.1: Report and Workplan of the Industry Coding Group,

under the Plan Standards Board
Submitted by: Sarah Goodman, Chair of the Industry Coding Group, under the Plan Standards Board
Michelle Bryant, Vice Chair of the Industry Coding Group, under the Plan Standards Board
Isabella Ioannoni, Senior Manager Plan Standards, Secretary of the Industry Coding Group
Background
The Industry Coding Group was established under the Plan Standards Board with a mandate through to 1 November 2020, to
develop proposals on standards related to:
1. Deal with matters concerning industry coding, including the associated business requirements including but not
limited to airline designators, accounting codes and prefixes; location codes; and baggage tag issuance codes.
2. Review and endorse proposals to create or amend standards governing these processes. Ensure that proposals align
with existing standards.
3. Review and endorse proposals to amend Resolution 001pg, 762, 763, 767, 769 and Recommended Practice 1752.
4. Liaise with other process owning groups under any Conference, and advisory groups under Industry Committees.
5. Explore changes to industry coding systems to support sustainability and support the new and evolving coding
requirements of emerging distribution standards.
6. Advise IATA Management on interpretation and clarification of Coding standards where required.
Members of the Industry Coding Group

The Terms of Reference of the Group allowed for a core membership of 18 delegates from airlines and Strategic Partners,
who committed to active participation on standards development. Following the creation of this group, members were
nominated and elected by the Board as follows.
Position Organization Delegate name
1 American Airlines (AA) Margaret Brown
2 British Airways (BA) Andy Tunnacliffe
3 Cirium Kelly Jenkins
4 Delta Air Lines (DL) Glen Bell
5 Deutsche Lufthansa AG (LH) Michelle Bryant
6 Google Sterling Rasher
7 KLM Airlines (KL) George Voorman
8 OAG Sarah Goodman
Graham Beddall
9 Qatar Airways (QR) Michal Juranka
10 Sabre Kevin Sams
11 SITA John Meeks

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12 Travelport Brian Pavelka
13 United Airlines (UA) Michelle Boyce
Ed Domaracki
14 Virgin Australia (VA) David Chudleigh
Matthew Yarrow

Ms Sarah Goodman (OAG) and Michelle Bryant from Deutsche Lufthansa are elected as Chair and Vice Chair respectively.
Under the Terms of Reference of the Group, these officers hold their positions for 12 months, subject to continued
involvement in the group.
Industry Coding Group (ICG) activity in 2020

Although the Group activity is paused for 2020, IATA and the Group officers have been managing and supporting emerging
industry needs and requests from members on an adhoc basis. A Group call meeting will be held in November if necessary.
The Group planned to revise PSC Resolutions to clarify rules pertaining to controlled duplicates for carriers filling non-
schedules vs schedules flights. This also involved further discussions to take place to resolve possibilities of recalling
codes for regional carriers. This issue has since been paused for 2020.
Industry Coding Group adoption of standards

There are no proposed enhancements for Conference at the time of this transmittal.
Industry Coding Group Work Plan

The work plan of the Industry Coding Group is provided as Attachment A_B4.1. The work plan of this group has been
reviewed and endorsed by the Board.
Action
Conference to note report and Work plan.

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Attachment A_B4.1: Work Plan of the Industry Coding Group

The Group’s work plan is highlighted below with items targeting restart in 2021. This plan also includes certain exploratory
items such as defining Fictitious and Offline points requirements and supporting the ID Management project initiative which
have also been paused for now.
ITEM SUBJECT DECRIPTION SUMMARY PROGRESS STATUS
1 Clarification of Revise Resolutions to ensure rules pertaining to Parked

Assignment Criteria: controlled duplicates for carriers filing non-scheduled
Designator Codes vs scheduled are clarified.
Review codes vv published schedules and consider

transport government ruling.
2 Status of Industry Revise assignment of non-airport locations ACD criteria Parked

Codes for consistency. To provide breakdown of the dormants
for future review.
3 Addition of Carrier IATA to add Carrier Type to the eACD. Ongoing

Type specifications. Date for inclusion TBC.
4 Validities of IATA to investigate provision. ICG alignment with the Ongoing
Longitude/Latitude Pricing Automation Group discussions.
data.
5 Fictitious vs Offline - Assess: who uses them, what are they, where do they Parked
Points reside, when are they required.
- Consider if Offline points are removable.
- Validate the numerous Fictitious points in ACD (which
may include Offline points).
IATA to provide the list for the group to review next
meeting.
6 Flight Number and - Limitations of available Designators, Airline and Parked
Airline codes Location Codes
exhaustion review. - ICG members involvement with members of the new
EFNIC Group.
7 Evaluate data – ICG recommends SSIM Aircraft types, Airport Parked
structures for Terminal identification, UTC/DST and Region Codes
unification of ACD and should be relocated to be part of the IATA Airline
SSIM industry codes in Coding Director for Product delivery
conjunction with any
other reference data.
8 ID management ICG to support project activity in determining how to Parked
initiative engagement. secure the authority that would enable managing such a
standard for the industry.
9 eReader/Open API Delivery of Open API capabilities with airline codes and Ongoing with IATA
Location identifiers. Development work complete.
10 Airport Long Name Use of a new Airport Long Name field to the Location Ongoing with IATA
Identifier data file specification and communications to
be broadcasted. Checking with Tech Team. ACD
subscribers will be surveyed. Both options will exist
going forward to subscribers.
11 New Coding Portal Provide awareness to all PSC Groups when new coding Complete
portal was launched mid-July. Communication was
circulated to the airlines. To be provided to PSC.
12 Group membership Broaden the ICG membership by engaging GDS and Membership
additional Airlines (for the Workspace and meeting increased and
ongoing
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ITEM SUBJECT DECRIPTION SUMMARY PROGRESS STATUS
attendance (18 members). Reach out to GDS and other

groups.
13 Group branding Rebrand ‘Industry Coding’ Group’s naming convention Parked
to reflect entire role
14 Eliminating IATA Automation of IATA Coding updates distribution into Ongoing with IATA
Monthly Bulletins eReader capabilities. Dev work complete. Release date
TBA

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Item B4.2: Report and Workplan of the Interline Group, under

the Plan Standards Board
Submitted by: Andrew Webster, Chair of the Industry Interline Group, under the Plan Standards Board
Eric Wirth, Vice Chair of the Industry Interline Group, under the Plan Standards Board
Oana Savu, Senior Manager Future Interline, Secretary of the Industry Interline Group
Background
The Interline Group was established under the Plan Standards Board with a mandate through to 1 November 2020, to:
1. Deal with matters concerning the interline system, and multilateral interline agreements.
2. Review and endorse proposals to create or amend standards governing these processes to the extent they
are not owned by other groups.
a. Resolution 780
b. Resolution 780b, c, d, e
c. Resolution 788
d. Recommended Practice 1780e, 1780f, 1788
4. Liaise with other process owning groups under any Conference, and advisory groups under Industry
Committees.
5. Explore changes to the interline system and multilateral interline agreements to support new and evolving
requirements of emerging interline models.
The group has had a successful year, and has an active work plan, and so the continuation of this group is proposed.
Members of the Interline Group

nominated and elected by the Board.
In January 2020, IATA has approached American Airlines which shared interested and commitment to be actively
participating to the Interline Group activities in 2020. Other two carriers have approached IATA and proposed their active
support and involvement in the Interline Group, and these are Hawaiian Airlines and Alitalia.
Amadeus and Navitaire expressed their intention to be more involved in the group discussions and explorations, especially
as their support and feedback is based on the outcomes of the interline pilots they have recently implemented.
The Board are asked to acknowledge the inclusion of these new carriers as part of the Group.
Non-IATA airline EasyJet, initially part of the Interline Group activities decided to withdraw from activity in 2020 due to the
COVID-19 crisis. A similar request has been received from SITA.

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The Board are asked to acknowledge these changes and removals.
Position Airline Delegate name

1 United Airlines Janet Tarver
Jeff Christensen
2 Fly Dubai Biju Abraham
3 SWISS (for Lufthansa Group) Eric Wirth
Sebastien Nicolas
4 Vueling Nick Ashton
5 IAG Group (nominally Iberia) Andrew Webster
6 British Airways Florian Waldvogel
Sander van Noorloos
7 Latam Airlines Rodrigo Saravia
8 Qatar Airways Haresh Nanda
9 Hahn Air Fred Nowotny
Chris Allison
10 American Airlines Jonathan Peters
Margaret Brown
11 Delta Air Lines Steve Jensen
Dave Wedhorst
12 Air France KLM Group Sarah Pathou
13 Amadeus Yann Colliva
Corinne Landra
14 Navitaire Robin Aborn
14 Hawaiian Airlines Michael Chock
16 Alitalia Cesare Autera

Mr Andrew Webster from IAG Group and Eric Wirth from SWISS were elected as Chair and Vice Chair respectively. Under the
Terms of Reference of the Group, these officers hold their positions for 12 months, subject to continued involvement in the
group.
Interline Group activity in 2020

Many different technical standards support interline functions, these standards are over seen by different groups within the
IATA governance structure. This includes, for example, Reservations, ticketing, NDC and ONE Order, DCS Messaging,
Baggage and Interline Billing).
The objective of the Interline Group is to have an owner for the framework standards such as the multilateral interline traffic
agreements, and also an owner for the underlying commercial business requirements driving interline standards.
The work of the Interline Group formalizes various explorations that have been made in other IATA groups over the last
year. This includes the “Virtual Interline” and “Interline on Demand” sprint activities under the Industry Transformation Group
in 2018, and the “Project Honeymoon” exploration into the removal of codeshare initiated within the Airline Industry
Retailing Think Tank in 2018.
The Interline Group met for the first time this year in Dallas, 29-30 January 2020. At this meeting, the group spent time to
review the status of the 2019 activities in order to then build the working plan for the current year. This has included the
identification of a detailed list of use cases and their corresponding priority.
Due to the CODIV-19 crisis a new short-term activity was initiated by the IATA Board of Governors to support restart
At the 29 April 2020 meeting of the Board of Governors it was noted that airlines will restore scheduled operations slowly,
which will limit connectivity. Airlines will also restore operations at different times, and existing partnerships may not deliver
Item B4.2
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the same traffic as the industry restarts. Accordingly, airlines may need to pursue new and more varied relationships to
support their networks and maintain connectivity. The Board requested IATA to explore re-invigoration of multi-lateral
interlining to allow airlines to establish new partnerships quickly.
This was to include three actions.
1. Educate airlines on the standards and processes currently available to allow multi-lateral interlining.
2. Launch an immediate package of work to improve the existing multilateral interline framework to make the
formation of new interline relationships simpler and faster.
3. Explore mid-term opportunities around ancillaries and hybrid approaches to offer and order based interline, to
provide immediate opportunities and support longer term improvements to the interline framework.
An anonymized survey was sent to Board of Governors and Interline Group airlines on 6 May 2020. In the survey, each
airline was asked to assess activities involved in establishing and managing interline relationships, and possible
opportunities for industry activity.
The results of this survey were then discussed by the Interline Group to form the work plan for this activity. Some activities
were acknowledged to involve significant time and resource but had limited scope for industry activity due to their inherent
commercial nature. This included activities such as negotiating of booking class mapping between airlines.
A package of work has been built by airlines in the Interline Group for delivery by October 2020
This request was presented to the Steering Group of the Passenger Standards Conference on 30 April 2020, and activity
was immediately mobilized within the Interline Group.
The education paper for “Airlines on using the multi-lateral interline framework to establish new partnerships” was drafted
by IATA and was published on 19 May 2020. This paper is available here.
The work plan that has been endorsed by the Interline Group appears below.
Standards and multi-lateral agreements
Objective Deliverable Time frame
Simplify the language of the Changes to Resolution 780 Developed within the Interline
existing MITA and explore simple Group by June
enhancements
Endorsed by Plan Standards
Board in August
Baseline checklist for New recommended practice
implementing new interline
Adopted by Conference in
partnerships
October
Framework for simplified interline New recommended practice, and

with ticketless carriers within the possible acceleration of adoption on
existing distribution environment the Standard Retailer and Supplier
Interline Agreement (SRSIA) which was
under development in 2019
Review interline aspects of Travel Contribute interline use cases and Dependent on timeframes of
Comms and ONE ID projects as review outcomes both projects, across 2020
enablers of restart
IATA Services

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Make it easier for airlines to identify Develop new repository of interline- Live by end of June
and approach prospective partners specific airline information on iata.org
Make contact points within airlines Enhance contacts information in MITA Live in existing MITA Framework by
easier to access Framework end of July
Education and awareness
Educate airlines on existing Guidance paper on aspects of the Delivered, published 19 May 2020
multilateral interline framework, current multi-lateral framework
including MITA and MPA-P
Simple guidance on how to use Guidance document on Irregular Drafted by IATA and validated by
existing standards within interline Operations standards airlines within the Interline Group.
Target publication in July
Guidance document on Baggage
standards
Communicate with airlines on all Campaign with airlines on new July 2020
activities repository, changes to MITA Manual
and new guidance documents
Campaign to airlines on changes to November 2020

standards adopted by Conference in
October
In the second half of the year, work with other Technical Groups will progress, particularly on the technical standards (NDC
and ONE Order) exploring that these messages are meeting the set of interline business requirements. This work will result
in changes to the Enhanced and Simplified Distribution Implementation Guide and Schemas and will target the ATSB 21.1
release in March 2021.
The Interline Group will continue the explorations on a new (hybrid) interline opportunity. This is focussing on offer and order
based interline capabilities to be progressed where possible and focusing on incremental revenue opportunities such as
interline ancillaries. Explorations will progress around increasing connectivity and supporting new types of partners and
business models (e.g. intermodal).
Interline Group adoption of standards

In 2020, the Interline Group has worked on the development of the following standard areas:
- Changes to MITA Agreements (Resolution 780 Form of Interline Agreement – Passenger, Resolution 780e Interline
Traffic Participation Agreement—Passenger, Recommended Practice 1780e Intermodal Interline Traffic Agreement—
Passenger, Recommended Practice 1780f Interline Traffic Agreement for Enhanced Distribution Capability—
Passenger)
- New Recommended Practice 1780a - Baseline checklist for implementing new interline partnerships (Passenger)
- New Recommended Practice 1780b - Framework for simplified interline with ticketless carriers

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These documents can be viewed as follows:
- Agenda Item B4.2.1a - Changes to MITA Agreements,
- Agenda Item B4.2.1a, Attachment A - Resolution 780 Form of Interline Agreement – Passenger,
- Agenda Item B4.2.1a, Attachment B - Resolution 780e Interline Traffic Participation Agreement - Passenger,
- Agenda Item B4.2.1a, Attachment C - Recommended Practice 1780e Intermodal Interline Traffic Agreement -
Passenger,
- Agenda Item B4.2.1a, Attachment D - Recommended Practice 1780f Interline Traffic Agreement for Enhanced
Distribution Capability - Passenger,
- Agenda Item B4.2.1b, Attachment A - New Recommended Practice 1780a - Baseline checklist for implementing new
interline partnerships (Passenger),
- Agenda Item B4.2.1c, Attachment A - New Recommended Practice 1780b - Framework for simplified interline with
ticketless carriers.
Interline Group Work Plan

The work plan of the Interline group is provided as Attachment A_B4.2.
Action
Conference to note report and Work plan.

Item B4.2
Attachment A_B4.2
1 of 3
Attachment A_B4.2: Work Plan of the Interline Group

Number Item Added Status Volunteers
1 Redesign of current MITA agreement (or IG/1 March 2019 Parked

development of expansion of alternative
multilateral or template agreement) within today's
environment.
2 "Light" Interline agreement for basic business IG/1 March 2019 Parked
relationship between ticketless carrier and
ticketed carrier within today's environment
3 More details framework of best practices for IG/1 March 2019 Addressed in
processes between ticketless and ticketed item 15
carriers within today’s environment
4 Documenting expected requirements and IG/1 March 2019 Parked

expected business process flow, end to end
including distribution, fulfilment and delivery
(“Shop, Order, Pay, Account, Deliver”). To include
Mandatory data elements.
Calculation, collection, interline billing and

remittance of taxes, fees and charges.
Concept of control, and responsibility of each

airline within an interline itinerary to provide
service to a passenger.
Through check in, though noting that a complete

assessment of IATCI may be parked.
Use of reference numbers across interline

itineraries. (Although this may require more work
and may need to be parked).
Servicing scenarios: voluntary changes, refund,

involuntary changes.
Irregular operations.
5 Assessing the requirement for a new industry IG/1 March 2019 Active
level contractual framework (either a multi-lateral
agreement, or a template agreement) to support
interline based on offers, and orders. May include
use of airline profile, acceptance rules etc.

Item B4.2
Attachment A_B4.2
2 of 3
6 Explore the scalability of interline messaging IG/1 March 2019 Active

within NDC and ONE Order.
7 Definition of transition phase, including transition IG/1 March 2019 Parked

Reso for Tariffs, voluntary change.
8 More conversation about expected behaviours IG/1 March 2019 Parked

where a ticket has been issued following and
NDC transaction (i.e. More detail on expected
behaviours for FCMI 3,4,5).
9 Exploring new interline billing models, such as IG/1 March 2019 Parked
billing at time of sale instead of billing after
service delivery. This could exist as a parallel
alternative where both partners wished to use
this model.
10 Exploring the interpretation of US DOT baggage IG/1 March 2019 Parked

regulations (and IATA Resolution 302) within the
NDC Interline framework.
11 More comprehensive industry level General IG/1 March 2019 Parked

Business Requirements (GBR) documents for
system to system connectivity.
12 Explore better use of seat maps in interline IG/1 March 2019 Parked
interactions.
13 Simplify the language of the existing MITA, and IG/26 May 2020 Active IAG, American Airlines,
explore simple enhancements
United Airlines, Delta,
Hahn Air, British
Airways
14 Baseline checklist for implementing new interline IG/26 May 2020 Active IAG, American Airlines,
partnerships
Hahn Air, United
Airlines, Vueling, British
Airways, Amadeus
15 Framework for simplified interline with ticketless IG/26 May 2020 Active Vueling, IAG, Hahn Air,
carriers within the existing distribution Lufthansa Group,
environment. Amadeus, Navitaire
16 Review interline aspects of Travel Comms and IG/26 May 2020 Active IATA
ONE ID projects as enablers of restart
17 Make it easier for airlines to identify and IG/26 May 2020 Active IATA
approach prospective partners
18 Make contact points within airlines easier to IG/26 May 2020 Active IATA
access

Item B4.2
Attachment A_B4.2
3 of 3
19 Educate airlines on existing multilateral interline IG/26 May 2020 Active IATA
framework
20 Simple guidance on how to use existing IG/26 May 2020 Active IATA
standards within interline
21 Communicate with airlines on all activities IG/26 May 2020 Active IATA

Item B4.2.1
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Item B4.2.1: Voting Items of the Interline Group, under the

Plan Standards Board presented as a package
Submitted by: Andrew Webster, Chair of the Industry Interline Group, under the Plan Standards Board
Eric Wirth, Vice Chair of the Industry Interline Group, under the Plan Standards Board
Oana Savu, Senior Manager Future Interline, Secretary of the Industry Interline Group
Background
Resolution 009 allows items requiring Board endorsement to be presented as a package, as described in paragraph 2.6.4.4.
2.6.4.4 Where proposals to amend standards have been endorsed by the Board, they may be presented to the
Conference as a package to be voted on in a single action. Any Member voting on a package at Conference may
request any item is removed from a package to be voted on separately.
Under this provision, the Plan Standards Board present the following Items of the Interline Group to the Conference as a
single package. A single vote will be held at the Conference.
All other voting items submitted by the Plan Standards Board developed by the Interline Group are presented separately
and will be voted upon separately by the Conference.
Any member may request that any of these items is removed from the package to be voted upon separately. Such a request
should be made to the Secretary of the Conference no later than 25 September 2020, by email to standards@iata.org.
Item name (with links) Item number (with links)
Changes to MITA Agreements Attachment A_B4.2.1a/P
RP 1780a – Baseline Checklist and Reference document Attachment A_B4.2.1b/P
RP 1780b – New Framework for Interlining between ticketing with Attachment A_B4.2.1c/P
ticketless carriers
Action
Conference to adopt all items in package.

Item B4.2.1a/P
1 of 4
Item B4.2.1a/P: Changes to MITA Agreements (presented in

package)
References:
Resolution 780 Form of Interline Agreement - Passenger

Resolution 780e Interline Traffic Participation Agreement—Passenger
Recommended Practice 1780e Intermodal Interline Traffic Agreement—Passenger, 1780e Annex A Intermodal Interline
Baggage Agreement – City Terminals
Recommended Practice 1780f Interline Traffic Agreement for Enhanced Distribution Capability—Passenger
Interline Group Work Plan Item 13
Background
The Multilateral Interline Traffic Agreement (MITA) framework is a cornerstone of the interline system. The MITA is a single
interline Agreement under which IATA and non-IATA member airlines may concur to facilitate an interline relationship. This
Agreement establishes a legal framework for interline and describes liability provisions and general procedural obligations.
The MITA supports the three main customer benefits of traditional interlining, which are:
• A journey involving more than one airline, purchased under a single itinerary with a single payment.
• Processing of baggage across connecting flights, and provision of boarding passes across connecting flights.
• Service and re-accommodation in the event of a disruption.
The MITA Agreement is outlined in IATA Resolution 780 and 780e; and the MITA framework is also supported by an Intermodal
Agreement outlined in Recommended Practice 1780e. In 2015 an Agreement for Interlining using Enhanced Distribution was
adopted, as Recommended Practice 1780f.
The MITA framework has always added value by removing administrative burden, reducing duplication and supporting
consistent processes and a seamless customer experience. The MITA framework is used by over 350 airlines and supports
over 14,000 interline relationships.
The global COVID-19 pandemic has led to the closure of borders and most airlines suspending scheduled passenger
operations. New interline relationships will be a vital enabler of industry recovery, providing traffic for airlines and connectivity
for passengers. Airlines may need to pursue new and more varied relationships to support their networks as they recover,
and to allow them to serve more origin – destination markets as their operations restart on a limited basis.
The IATA Board of Governors requested an exploration by IATA to re-invigorate multi-lateral interlining to allow airlines to
establish new partnerships quickly and simply, and to explore different types of partnerships. The Board of Governors
endorsed three actions. This included an immediate package of work to amend the existing multilateral interline framework
to make the formation of new interline relationships simpler and faster. This work was mobilized under the Interline Group.
IATA ran a survey on possible areas of activity during the period 6 – 11 May 2020, to assist in the development of a work plan.
The results of the survey were discussed by the Interline Group, and a work plan was developed.

Item B4.2.1a/P
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A working group of the Interline Group was established to progress this work, with delegates from seven airlines.
American Airlines (Jonathan Peters)
British Airways (Florian Waldvogel)
Delta Air Lines (Steve Jensen)
KLM (Luuk de Greeff)
Hahn Air (Fred Nowotny)
IAG, representing Iberia (Andrew Webster)
United Airlines (Janet Tarver)
Scope Objectives of this exercise

The scope of this activity was to simplify the language of the existing MITA and explore simple enhancements. Substantive
changes to the fundamental operation of the Agreement will not pursued.
Changes to the MITA Agreements have been proposed that seek to fulfil the following objectives.
Objective Sections
impacted
Change archaic language so that terms are clearly understandable. All
Remove duplication. All
Consistently capitalize defined terms. All
Clarify that a MITA concurrence is required between parties to form a relationship, it is not New Article 10.4
sufficient that two airlines are both parties to the MITA. and new preamble
language on the
system of
concurrences.
Clarify that the issuing carrier must ensure that all successive participating carriers have an Article 10.4.3
interline relationship where required, and specifically that they are able to process passengers and
baggage in connecting itineraries.
This is particularly relevant to baggage, where two participating carriers may have no interline
relationship, and refuse to process baggage.
Create new paragraph to clarify that any term within the MITA can be altered by bilateral New article 2.
agreement between the parties with whom a concurrence has been formed. Remove all the
duplicated sections where similar language occurs throughout the Agreement.
Consistently refer to (and add hyperlinks within the IATA e-reader publications) the standards All
referred to within the MITA.
Consolidate and simplify verbiage to clarify the eligibility requirements for becoming a MITA New paragraph
member. 10.2 clarifying the
requirements to
Make existing verbiage around becoming a MITA party, and forming or withdrawing from remain a MITA
concurrences, easier to read. Remove references to processes that refer to postal party.
communications.
Clarify the circumstances in which IATA may terminate a party in the MITA. New paragraph
10.3 clarifying
Changes to existing section to allow an airline suspended from the IATA Clearing House to be immediate
terminated from the MITA Agreement. withdrawal and
voluntary
Allow the 30-day period of non-operation (that would allow IATA to terminate MITA participation) to withdrawal of
be extended in extraordinary circumstances impacting many carriers (noting that in any event entire Agreement.
individual MITA parties could choose to withdraw their concurrences with a party with 7 days
notice under the new text). Removal of all
existing
Reduce voluntary termination notice period to 7 days. paragraphs 10.2
and 10.4
Changes to Baggage section endorsed by Baggage Working Group. Article 3

Item B4.2.1a/P
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Paragraph 5.4
Remove the references to EMD in MITA that were inserted in 2016 to replace the references to All.
Prepaid Ticket Advice documents (PTAs).
These references refer to EMDs that can be later exchanged for tickets, and not other EMDs which
creates confusion. Removing all references to transportation EMDs and leaving the MITA
focussing only on transportation of passengers and baggage will make it clearer that all non-
transportation uses of EMDs require bilateral agreement.
Require all non-IATA member parties to MITA to be bound by all IATA passenger resolutions. 7.6
Currently this is limited to Resolutions 762, 735d, 700and RP 1720a.
Move section 2.1.2 (which describes process after a withdrawal) to the section describing Remove paragraph
withdrawals. 2.1.2
Remove section 2.2.3 which describes notification to IATA of electronic ticketing capability. Remove paragraph
2.2.3.
Note that IATA will continue to collate information on MITA concurrences, and also bilateral
electronic ticketing Agreements that occur outside of the MITA Agreement, but this does not
require reference within the MITA.
Simplify Article 6 (Interline Service Charge), to clarify that Interline Service Charge is deducted at Article 6
time of interline billing (as described in the RAM, which is incorporated into the Agreement in any
event).
Rename Article 7 to “Legal, Regulatory and Dispute Resolution” to clarify that these provisions Article 7.
have specific legal application. Move the existing arbitration clause to this renamed section.
Move paragraphs
Move the non-legally specific paragraphs of section 7 (Codeshare and General Agents) to a new 7.4 and 7.7 to new
article “General”. Article 8.
Remove reference to Associate IATA members, as this category of membership no longer exists. Remove paragraph
7.5.
Simplify the billing section with a consolidated reference to the RAM. Article 8
Remove references to non-ICH settlement, to establish that ICH is the default settlement
mechanism and other settlement procedures in any event must be agreed separately.
The following objectives were discussed by airlines as part of this exercise but were subsequently not pursued.
Objective Sections
impacted
In a codeshare situation, clarify that the validating carrier must have an interline relationship with 7.7
both the marketing and operating carrier; OR it must restrict the codeshare flights from being
ticketing where it does not.
Review by the Legal Advisory Council (LAC)

The Legal Advisory Council (LAC) is one of the nine advisory councils that report directly to the IATA Director General and
provide advice to IATA on industry issues. The Advisory Council structure sits alongside the Conference Structure in IATA’s
governance. The LAC advises “the Board of Governors, the Director General and General Counsel, as well as other Advisory
Councils and IATA bodies, on legal and compliance matters affecting member airlines or IATA”, and specifically provides
“advice on the legal and compliance aspects of the IATA conference system”. To this end, a small sub-group of the Legal
Advisory Council has reviewed the changes to the MITA framework contained in this proposal.
Due to the accelerated nature of this activity (related to the direction provided by the IATA Board of Governors), this review
was not completed before the final proposal was presented to the full Interline Group, but feedback was finalized prior to
the ballot of the Planning Standards Board. Accordingly, some small changes reflecting the feedback of the LAC have been
included in the proposal submitted for Planning Standards Board endorsement and have not further changed for the
Passenger Standards Conference submission.
These changes include:

Item B4.2.1a/P
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- Re-introducing of EMDs into the scope of the legal agency provision, to further protect airlines in any
circumstance where a legal agent is involved in the issuance of any document.
- Re-introducing of the word “tariff” in paragraphs where this term was removed for simplification, given the
specific legal meaning this term has in some jurisdictions.
- Editorial corrections of unnecessary cross reference in paragraph 5.2.2 of Resolution 780, and corresponding
paragraphs in the other Resolutions.
Review by the Plan Standards Board (PSB)
The following additional feedback has been received as a result of the Plan Standard Board review and has been
incorporated accordingly in the proposed changes. This includes:
- Amendment of all references to the 7 day notice period of IATA notifications in all agreements, replacing the
text “which will be at least 7 days from the date the notice is published” with the text “Such notification will be
issued with a minimum of 7 days prior notice.”
- Adding a new a new paragraph in section 10.5 in all agreements to restore the existing by outlining an airline’s
right to terminate a concurrence with immediate effect. The language would simply reflect the exist paragraph
10.4.2.1 which is already in effect:
“Any party may terminate a concurrence with immediate effect for commercial, operational or other reasons.
The terminating party must provide written notice to the other party to withdraw from their concurrence with
immediate effect. The notice may specify the reasons for withdrawal and a copy shall simultaneously be sent
to IATA, who shall circulate such notice (including the specific reasons stated therein) to all parties.”
Changes to be addressed at a later date
The following objectives were discussed by airlines as part of this exercise, but it was determined that the required changes
would be significant and require further analysis with legal and operational teams.
Accordingly, these changes will not be pursued as part of these changes to the MITA framework but will continue to be
explored across 2021.
Objectives Section
Impacted
Remove procedural detail on baggage processes, as no other processes (ticketing, reservations,
interline billing etc.) are described in the same level of detail within the Agreement. The suggestion
was to remove processes already described in existing Resolutions (and simply reference the
Resolution) or move detail to existing or new baggage Resolutions.
An initial assessment indicated that most of this verbiage is not captured in other Resolutions, so
that more detailed analysis and drafting would be required.
Further suggestions were also made by the LAC which would require further discussion. These suggestions involve
introducing changes to commercial/operational processes or involve introducing new provisions into the agreements.
These areas of exploration will be further reviewed by the business owning groups together with the LAC later this year.
These changes include:
- Additional drafting to clarify processes around the selection of baggage provisions in interline itineraries.
- Additional drafting to clarify requirements around tariff disclosure to customers.
- Further review and simplification of Definitions section, and definition of new terms. Further review of
capitalisation of terms.
- Simplification of indemnities section, and suggested drafting changed to the codeshare paragraph for clarity.
Action
Conference to adopt changes to PSC Resolution 780 as outlined in Attachment A_B4.2.1b/P; Resolution 780e as outlined
in Attachment B_B4.2.1a/P; Recommended Practice 1780e and 1780e Annex A as outlined in Attachment C_B4.2.1b/P;
Recommended Practice 1780f as outlined in Attachment D_B4.2.1b/P.

Item B4.2.1a/P
Attachment A_B4.2.1a/P
1 of 17
RESOLUTION 780
Form of Interline Traffic Agreement—Passenger and Baggage
PSC(41)(42)780 Expiry: Indefinite
Type: B
RESOLVED that:
Where the carriers desire to exchange passenger traffic, the Standard Interline Traffic Agreement—Passenger and Baggage
set forth in Attachment ‘A’ hereto shall be used, except in any case where the carriers concerned mutually agree not to require
execution of such standard interline traffic Agreement.
IATA INTERLINE TRAFFIC AGREEMENT—PASSENGER AND BAGGAGE
WHEREAS, the parties hereto operate scheduled air transportation services and desire to enter into arrangements under
which each party may sell transportation over the routes of the others,
WHEREAS, the parties hereto mutually desire to agree upon the terms and conditions relating to passenger interline
carriage the handling of interline baggage,
WHEREAS, interline transportation is authorized on the basis of a system of concurrences between the parties;
NOW THEREFORE, in consideration of the mutual covenants and agreements herein contained, the parties agree as follows:
Article 1—Definitions
[Note: The proposed changes to this Definitions section effect the order in which the definitions should appear. The
definitions will be re-ordered to following correct alphabetical order and will be renumbered. These changes have not
been made below to assist in reviewing the proposal, but will be made at time of publication.]
For the purpose of this Agreement, the following definitions will apply:
1.1 “AIRLINE, CARRYING AIRLINE” is a party hereto over whose routes a passenger and his or her baggage are transported
or are to be transported.
1.2 “AIRLINE, DELIVERING AIRLINE” is a carrying airline Carrying Airline over whose routes a passenger and his or her
baggage are transported or are to be transported from the point of origin or stopover Stopover or a transfer point, to the
next interline connecting point Connecting Point.
1.3 “AIRLINE, ISSUING AIRLINE” is a party hereto which issues a ticket or electronic miscellaneous document for
transportation over the routes of another party(ies) one or more parties to this Agreement.
1.4 “AIRLINE, ORIGINATING AIRLINE” is a party upon whose services the interline transportation of a passenger and his or
her baggage either commences at the original place of departure or continues from place of stopover Stopover.
1.5 “AIRLINE, RECEIVING AIRLINE” is a party over whose routes the interline transportation of a passenger Passenger and
his or her baggage Baggage is continued from a connecting point Connecting Point.
1.6 “A4A” means Airlines for America.
1.7 “BAGGAGE” means the property, as defined in applicable tariffs, of a passenger, carried in connection with the trip for
which the passenger has purchased a ticket and which has been checked in accordance with applicable tariffs.
1.8 “BAGGAGE, CHECKED BAGGAGE” means baggage Baggage placed in the care and custody of an airline, for which that
airline has issued an interline baggage tag Baggage Tag.

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1.9 “BAGGAGE, INTERLINE BAGGAGE” means checked baggage Checked Baggage to be transported over the lines of two
or more parties hereto.
1.10 “INTERLINE BAGGAGE TAG, INTERLINE” is the tag form currently approved by the A4A and/or IATA for interline use
and issued by or on behalf of the Originating Airline by the originating airline for the identification of through checked
interline baggage. The tag must always include operating flight numbers on all sectors of the ticketed journey.
1.11 “CLAIM” is a paper or electronic written demand for compensation, prepared and/or acknowledged by or on behalf of
the passenger. In the case of baggage, the claim shall contain itemised list and value of goods for which compensation is
being requested.
1.12 “CLAIM PARTICIPATING AIRLINE” is a revenue participating airline who shares in the settlement of a claim for the
passenger's checked baggage Checked Baggage.
1.13 “CLAIM RECEIVING AIRLINE” is a revenue participating/carrying airline who receives and processes the passenger's
written demand for compensation for lost, damaged or delayed baggage Baggage.
1.14 “CONNECTING POINT” means an intermediate point in an itinerary at which the passenger deplanes from one flight
and boards another flight either on the same airline, or at which he transfers from the flight of one airline to a flight of
another airline for continuation of the journey.
1.15 “DELAY” means a piece (or pieces) of baggage Baggage which that fails to arrive at the airport of destination on the
same flight as the passenger, but is subsequently delivered.
1.16 “DAMAGE” means physical damage to baggage Baggage and/or its contents.
1.17 “EVIDENCE OR PROOF OF PAYMENT” is a written paper or electronic document that supports a claim being subject to
a request for prorate, containing passenger's name, reason for payment, date and final amount paid.
Evidence of Payment could be: This may include an airline indemnity form acknowledged by passenger's signature; a copy
of a bank transfer or cheque payment and/or , print screen from airline's internal financial accounting system and/or proof
of replacement or repair of the Baggage received by passenger in case of Damage.
1.18 “IATA” means International Air Transport Association.
1.19 “INTERIM EXPENSES” means costs paid or authorised by an airline for a passenger whose to baggage Baggage has
been delayed upon arrival. These are also referred to as “first needs”, “Out-of-Pocket Expenses (OPE)” or “Temporary
Settlement”.
1.20 “LOSS” means a piece (or pieces) of baggage Baggage which is irretrievably lost.
1.21 “ELECTRONIC MISCELLANEOUS DOCUMENT (EMD)” is an electronic miscellaneous document corresponding to the
form described in IATA Resolutions 725f, 725g and 725h and A4A Resolutions 20.63, 20.64 and 20.66, issued by a party
hereto which that provides for the issuance of ticket(s) and/or other services in exchange for such order.
1.22 “MISHANDLED BAGGAGE” means baggage Baggage to which is damaged, delayed, lost or pilfered. Damage, Delay,
Loss, or Pilferage occurs.
1.23 “PASSENGER” is a person to whom a ticket Ticket covering through transportation over the services of two or more
parties hereto has been issued.
1.24 “PILFERAGE/SHORTAGE” means where items are reported or known to be missing from a piece (or pieces) of baggage
Baggage.
1.25 “SALE” is the issuance of a ticket Ticket or EMD.
1.26 “SETTLING AIRLINE” means the airline settling the claim Claim with the passenger Passenger or other person acting
on his/her behalf.

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1.27 “STOPOVER”, equivalent to a break of journey, means a deliberate interruption of a journey by the passenger
Passenger, agreed to in advance by airline, at a point between the place of departure and the place of destination.
1.28 “TARIFFS” are the published fares, charges and/or related conditions of carriage of an airline.
1.29 “TICKET” is the accountable document described in the applicable IATA and A4A Resolutions and Recommended
Practices, issued by or on behalf of an Issuing Airline and including the “Conditions of Contract and Other Important
Notices” as set forth in Resolution 724.
Article 2—Issuance of Tickets and EMDs
2.1 ISSUANCE
2.1.1 Subject to Article 10.4, each Each party hereto is hereby authorised to issue or complete:
2.1.1.1 ticketsor EMDs exchangeable for tickets Tickets for transportation of passengers Passengers, all in the form
approved by, and in accordance with the tariffs Tariffs and the terms, provisions, and conditions of the tickets Tickets of the
party over whose routes the passenger Passenger is to be carried. No ticket Ticket or EMD will be issued or completed
providing for space on a particular flight unless an advance reservation (booking) shall have has been made for the
transportation, and the issuing airline Issuing Airline shall have received payment of the total charges payable therefore in
accordance with such tariffs Tariffs or shall have made arrangements satisfactory to the carrying airline Carrying Airline for
the collection of such charges.
2.1.1.2 Subject to Article 10.4, each party is further authorized to issue any other document that may be used for the
collection of Baggage charges where this is associated with the transportation described in 2.1.1.1, and where the form of
this document is prescribed by an IATA Resolution or has been bilaterally agreed between the parties.
2.1.2 Upon withdrawal from this Agreement, a party hereto agrees not to issue, sell or use any tickets or EMDs after the
effective date of such withdrawal, for transportation over any other party hereto, except as may be provided for under a
bilateral interline agreement between the parties.
2.2 ACCEPTANCE
2.2.1 Subject to Article 10.4, each Each party agrees to accept each such ticket Ticket, and to honour each EMD issued by
any other party hereto and to transport passengers Passengers and baggage Baggage as specified therein, subject to its
applicable tariffs and subject to the terms of this agreement Agreement. and applicable regulations and clearance
procedures of the IATA Clearing House.
2.2.2 Flight coupons shall be honoured in sequence.
2.2.3 Whereas certain parties to this agreement issue Tickets as defined in IATA Resolution 722f and Resolution 722g, any
other party which concurs with the Issuing Airline may accept such tickets. Any party which issues tickets shall notify the
IATA Head, Airline Distribution Standards. Any other party may agree to accept such tickets, and shall notify the IATA Head,
Airline Distribution Standards of which other party's tickets it will accept. The IATA Head, Airline Distribution Standards shall
publish in the MITA Manual a list of the parties which issue tickets, and the other parties which have agreed to accept each
other party's tickets.
2.2.4 2.2.3 Whereas certain parties to this agreement issue Electronic Miscellaneous Documents as defined in IATA
Resolution 725f and Resolution 725g EMDs, any other party which concurs with the Issuing Airline may accept such
electronic miscellaneous documents EMDs. Any party which electronic miscellaneous documents issues EMDs shall notify
IATA Head, Airline Distribution Standards. Any other party may agree to accept such electronic miscellaneous documents
EMDs, and shall notify the IATA Head, Airline Distribution Standards of which other party's electronic miscellaneous
documents EMDs it will accept. The IATA Head, Airline Distribution Standards shall publish in the MITA Manual a list of the
parties which issue electronic miscellaneous documents EMDs, and the other parties which have agreed to accept each
other party's electronic miscellaneous documents EMDs.
2.3 FURNISHING OF TARIFFS, ETC. SCHEDULES, FARES AND PRICING AUTOMATION DATA

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2.3.1 data furnish to each other party the tariffs and other information necessary for the sale, as contemplated hereunder,
of the transportation services currently being offered by it. In case any schedule, tariff, ticket or EMD of any party hereto
relating to transportation over its lines, shall be modified or amended at any time, or in case any service of any such party
shall be suspended, modified or cancelled, such party will notify each other party as far in advance as practicable, of the
effective date of any such modification, amendment, suspension or cancellation.
2.3.2 In the interest of ensuring the widest possible collection and dissemination of accurate fares pricing automation
information throughout the airline industry, each party is requested to provide furnish, or arrange to furnish, (possibly via
official sources such as SITA, Genesis, etc.) to ATPCO, interlineable fares and related conditions. (both domestic and
international fares). established other than through the IATA Tariff Coordinating Conferences. See Government
Reservations Section, United States.
2.3.3 In the interest of ensuring the widest possible collection and dissemination of accurate schedule information
throughout the airline industry, each party is requested to furnish, or arrange to furnish, their schedule and schedule change
information following SSIM formats. It is recommended that at least 360 days of advance schedules data, including
Minimum Connect Time data, should be distributed on an equal basis to all schedules aggregators, reservations and
ticketing systems in which a carrier participates, to maximise the efficiencies of such systems.
2.3.1 Each party shall publish to the relevant data aggregators accurate and current schedule, fare, and pricing automation
data for all services to be sold under this Agreement.
2.3.2 Each party shall ensure that all distribution systems involved in the sale of services under this Agreement have
access to all data described in 2.3.1 where such systems do not already have access through data aggregators.
2.3.3 Each party shall take into consideration Recommended Practice 1780a when determining the types of data that
require publication.
2.4 MINIMUM VALID FARES AND CHARGES
No party shall issue tickets, or EMDs covering interline transportation at less than the applicable through fares or charges.
Tickets or EMDs issued by each party including services of another party must be issued using valid fares and
charges, except in the case of a Ticket which has been issued to facilitate involuntary re-routing, within
circumstances where Resolution 735d applies.
2.5 CHANGES TO TRAFFIC DOCUMENTS TICKETS
In changing, reissuing or refunding any ticket Ticket or EMD issued by other parties hereto, the party taking such action
shall observe the procedures of the applicable IATA Resolution(s) governing such matters, as well as any restrictions
imposed by the original issuing party.
2.6 INVOLUNTARY REROUTING
In case of involuntary rerouting, each party hereto shall be bound by the provisions of Resolution 735d.
2.7 SUBSTITUTION OF AIRLINE
In the case where a party hereto is the receiving airline Receiving Airline, it shall ensure that the substitution of it by another
receiving airline Receiving Airline for any reason whatsoever is notified to the passenger(s) Passenger(s) affected as soon
as possible, but no later than the time of check-in, or boarding where no check-in is required, either by it or by that other
receiving airline Receiving Airline.
Article 3—Interline Checking of Baggage
3.1 Where a passenger’s Passenger’s continuous journey on one ticket, including conjunction tickets, involves connecting
transportation on two or more flights, the following procedures shall be used for the interline carriage of such passenger’s
Passenger’s baggage Baggage.

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Interline check-in of baggage on separate tickets should not be allowed unless a specific agreement between carriers
exists.
3.2 A connection between two scheduled flights, shall be deemed to exist when:
3.2.1 the delivering airline’s Delivering Airline’s flight is scheduled to arrive at the connecting point Connecting Point and
the receiving airline’s Receiving Airline’s flight is scheduled to depart from the connecting point Connecting Point on the
same day; or
3.2.2 the arrival of the delivering airline’s Delivering Airline’s flight on one day and receiving airline’s Receiving Airline’s flight
on the next day are within 12 hours, and the delivering airlines Delivering Airlines has clarified with the passenger Passenger
that the passenger Passenger wants the baggage Baggage checked through.
3.3 Each party hereto shall:
3.3.1 accept and transport over its services all interline baggage Interline Baggage as provided herein, except as may be
prohibited by applicable tariffs, regulatory restrictions or special baggage handling processes i.e. live animals, dangerous
goods, firearms etc. as described in Resolutions 745, 745a, 745b and IATA Live Animals Regulations. Live animals shall not
be checked as interline baggage in accordance with the subsequent paragraphs unless all receiving airline(s) have
confirmed acceptance of the animal as interline baggage at the time the reservation is made and provided the animal is in a
crate or container conforming to the IATA Live Animals Regulations;
3.3.2 endeavour to co-operate to develop common methods to ensure that they do not place or keep on board an aircraft
the baggage Baggage of passengers Passengers who have registered for an international flight departing from a country,
but who have failed to board that flight, without subjecting it to security control;
3.3.3 ensure that their handling Agents follow the methods developed above.
3.4 BAGGAGE ACCEPTANCE
The originating airline Originating Airline, prior to transportation of interline baggage Interline Baggage on its services will:
3.4.1 ensure that baggage Baggage is adequately secured to permit safe carriage with ordinary care. If baggage Baggage
has no family name and initials, the passenger Passenger shall affix such exterior identification to such baggage Baggage
prior to acceptance;
3.4.2 issue for each piece of such baggage Baggage an interline baggage tag Interline Baggage Tag;
3.4.3 indicate as the destination in the documents referred to in 3.4.2:
3.4.3.1 the first stopover Stopover point,
3.4.3.2 the point to which transportation has been confirmed or has already been requested with continuous connections,
3.4.3.3 a connecting point Connecting Point where transfer from one airport to another is necessary and where the
passenger Passenger is required to take possession of his or her baggage Baggage,
3.4.3.4 the final destination specified in the ticket Ticket including any tickets Tickets issued in conjunction therewith,
whichever occurs first.
3.4.4 upon returning the baggage Baggage identification tag(s) to the passenger Passenger, draw the passenger’s
Passenger’s attention to the baggage Baggage identification tag(s) and in particular to the destination where they need to
collect their bag. final destination to which the baggage has been checked.
3.4.5 For any baggage Baggage in excess of the free allowance which the originating airline Originating Airline has received
approval to apply to the place described in 3.4.4, it shall issue an EMD for excess baggage Baggage to that place and shall
charge for the excess baggage Baggage at the rate which the originating airline Originating Airline has received approval to
apply. If after commencement of journey, the passenger Passenger increases the amount of his baggage or her Baggage, it
shall be the duty of the airline at the point where the increase occurs to issue an EMD for such increase and collect the
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additional charges. Optionally and if facilities exist, the EMD coupons may be associated with the relevant flight coupons of
the ticket Ticket as described in Resolution 725f.
3.4.6 For baggage Baggage accepted for carriage, the Convention permits the passenger Passenger to increase the limit
of liability by declaring a higher value for carriage and paying a supplemental charge if required.
3.5 BAGGAGE CARRIAGE
In transferring baggage Baggage, it shall be the responsibility of the delivering airline Delivering Airline, without incurring any
liability for loss of revenue in cases of missed connections, to deliver such baggage Baggage to the next receiving airline
Receiving Airline, at such location and hours to be agreed upon in writing by the parties concerned. In the unloading, sorting
and delivering of baggage Baggage from flights, the delivering airline Delivering Airline shall give priority to transfer
baggage Baggage over terminating baggage Baggage.
3.5.1 It is recommended that interline and on-line connecting baggage Baggage shall be segregated from other baggage
Baggage, mail and cargo on all aircraft arriving non-stop or one-stop from the point of origin; however baggage Baggage
shall be segregated prior to commencement of delivery.
3.5.2 When it becomes necessary to leave baggage Baggage behind due to weight/space restrictions, each party to this
agreement Agreement shall give loading priority to transfer baggage Baggage.
3.5.3 Whenever baggage Baggage is to be transferred for onward transportation hereunder and completion of such
transportation necessitates compliance with the laws and regulations pertaining to importation and transit or exportation
and transit of the country of point of transfer, it shall be the responsibility of the delivering airline Delivering Airline to
comply with such laws and regulations and to deliver, where necessary, to the receiving airline Receiving Airline, prior to or
simultaneously with the transfer, proper evidence of compliance with that country's laws and regulations pertaining to such
importation and transit or exportation and transit; provided, however, that in any case where compliance with such laws and
regulations can be made only by the receiving airline Receiving Airline, it shall be the receiving airline’s Receiving Airline’s
responsibility to comply therewith and provided further that any two or more parties hereto may, by separate written
agreement, alter such responsibilities as between themselves.
3.5.4 In the event customs clearance or government-imposed security measures necessitates the physical presentation of
the interline passengers Passengers to the authorities concerned together with their interlined baggage Baggage (and
carry-on items) at an intermediate point en route where transfer of their interlined baggage Baggage will take place, and
such baggage Baggage meets the conditions listed in 3.4 the airline delivering baggage Baggage pursuant hereto shall be
responsible for informing the passenger Passenger before or on arrival at the point of transfer (preferably immediately after
disembarkation), but in any case prior to Government government clearance.
3.5.5 At the request of any airline delivering baggage Baggage pursuant hereto, the receiving airline Receiving Airline will
execute and deliver a signed receipt in a form to be agreed upon by the carriers concerned. Additionally, any receiving
carriers' interline baggage records that comply with the reconciliation requirements of ICAO Annex 17 and which satisfy
local government regulations, will be accepted as proof of transfer or non-transfer, provided this is agreed by the carriers
concerned.
3.5.6 Electronic time stamping and/or sending baggage Baggage processed messages described in Recommended
Practice 1745 will be accepted as proof of transfer of interline transfer bags described in Resolution 765.
3.6 If the passenger takes delivery of his baggage at a place other than one mentioned in 3.4.4, on resumption of the
journey the airline at such point will remove old tags and/or sortation labels, check and tag the baggage as provided in 3.4.
Article 4—Mishandled Baggage
4.1 Where baggage Baggage fails to accompany an interline passenger Passenger the following procedures shall apply.
4.1.1 The airline on which the passenger Passenger travelled to the point of stopover Stopover or final destination and
where the passenger Passenger is missing baggage Baggage, shall be responsible for raising a file, tracing the missing
baggage Baggage and for its delivery to the passenger Passenger in accordance with Resolution 743a. Nevertheless, at the
request of the passenger Passenger, any carrying airline Carrying Airline involved in the interline passenger journey shall
establish the tracing status from the carrier to whom the loss was originally reported. When a passenger Passenger reports
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missing baggage Baggage at the connecting point Connecting Point where the passenger Passenger is required to submit
through-checked baggage Baggage for customs clearance or government-imposed security check, without relieving the
final airline from its responsibility, the delivering airline Delivering Airline to such connecting point Connecting Point shall be
responsible for:
4.1.1.1 immediately initiating tracing for the missing baggage Baggage in accordance with current agreed procedures
provided that there is sufficient time to obtain and record the baggage Baggage and flight data required for tracing; and
4.1.1.2 informing the airline referred to in 4.1.1 of the baggage Baggage missing at the connecting point Connecting Point
and of the tracing initiated and its results; and
4.1.1.3 arranging for forwarding the missing baggage Baggage to the airline referred to in 4.1.1 for delivery to the
passenger Passenger.
4.1.2 When the address to which the baggage Baggage is to be delivered is on the routing shown in the ticket Ticket each
airline shall transport the baggage Baggage without charge in accordance with such routing.
4.1.3 When the address to which the baggage Baggage is to be delivered is not on the routing shown in the ticket Ticket the
baggage Baggage shall be forwarded to the airport nearest such address, and, at the expense of the airline responsible for
the mishandling (also covered in 4.1.6), re-forwarded from such point by appropriate transport means (including the service
of other carrier not originally involved in the interline passenger journey) to the delivery address.
4.1.4 Mishandled baggage Baggage shall be forwarded without charge by the fastest possible means using the services of
any Member, to the airport nearest to the passenger’s Passenger’s address. Forwarding of such expedite baggage
Baggage should not be restricted nor delayed at an interline connecting point Connecting Point for security reasons
provided:
4.1.4.1 it is identified by the forwarding airline that the bag was mishandled; or
4.1.4.2 it is established that a claim Claim for the bag has been made; or
4.1.4.3 it is electronically and/or physically screened.
Note: Some governments may require members to impose additional security controls.
4.1.5 At its airport of destination expedite baggage Baggage shall be delivered to the passenger Passenger:
4.1.5.1 by the Member on whose flight the passenger Passenger had travelled to the final destination or point of stopover
Stopover; or
4.1.5.2 in case that Member should not be represented at such place, by any IATA Member, preferably by the Member on
whose flight the expedite baggage Baggage arrived at such airport.
4.1.6 There is no prorating on delivery expenses. Delivery costs from such airport to the passenger Passenger may be
recharged by the delivering carrier (not the delivering vendor) to the Member responsible for the mishandling.
In the case of 4.1.5.2, the Member responsible for the mishandling shall be indicated in the box “Expense Of” on the
expedite tag.
When a Member delivers the baggage Baggage as handling Agent for another Member (principal) any recharging of delivery
costs by the handling Agent to the principal shall not be governed by this Resolution.
The amount recharged shall be supported by proof of the cost incurred, either the file reference to allow the receiving
airline Receiving Airline to check baggage tracing system files using the available transactions within the system, or if no
compatible system is used, and or a non-IATA Carrier a copy of the file report, or in the case of 4.1.5.2 by the original or
copy of the expedite tag.
4.1.7 Each party hereto agrees to assume responsibility for establishing procedures for tracing mishandled interline
baggage Mishandled Baggage and for the expedient processing and settlement of claims Claims as indicated in article 5.4
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of this resolution. It is recommended that parties use the tracing procedures shown in Recommended Practice 1743a and
make the relevant entries into an industry recognised computerised tracing system.
Article 5—Claims and Indemnities
5.1 GENERAL INDEMNITY
Each party hereto agrees to hold harmless and indemnify all other parties hereto from all claims, demands, costs, expenses
and liability arising from or in connection with the death of or injury to a passenger Passenger, or the loss Loss, damage
Damage to or delay Delay of baggage Baggage incurred while such passenger Passenger or baggage Baggage is, pursuant
to this Agreement, being transported by, or under the control or in the custody of such party.
5.2 INDEMNITY DUE TO DOCUMENTATION
5.2.1 The issuing airline Issuing Airline indemnifies the carrying airline Carrying Airline, its officers, employees and Agents
from and against all claims, demands, costs, expenses and liabilities arising from the improper issue of accountable
documents effected by the issuing airline Issuing Airline.
5.2.2 The carrying airline Carrying Airline, as principal, indemnifies the issuing airline Issuing Airline, including its officers,
employees or Agents, as Agent, from and against all claims, demands, costs, expenses and liabilities arising from the
carrying airline’s Carrying Airline’s provision of or failure to provide carriage pursuant to any ticket or EMD properly issued
by the issuing airline Issuing Airline, provided however no such indemnity shall apply in the event of termination of the
issuing airline's rights hereunder due to said airline's involvement in proceedings declaring it insolvent, bankrupt or seeking
relief under applicable bankruptcy or insolvency laws. , pursuant to 10.4.2 hereof.
5.3 INDEMNITY FOR BAGGAGE
5.3.1 Each party hereto shall indemnify and hold harmless all other parties hereto, including their officers, employees or
Agents, against all claims, demands and liability for loss Loss, damage Damage to or delay Delay of baggage Baggage,
arising from its failure to discharge its obligations or responsibilities as provided in Article 3.
5.3.2 An airline participating in the carriage of baggage Baggage at the request of another airline, shall not be held liable for
any loss Loss, damage Damage or delay Delay that might occur, provided such participating airline was not involved in the
original mishandling (meaning damage Damage, delay Delay loss Loss or pilferage Pilferage).
5.4 BAGGAGE CLAIMS AND PRORATION
5.4.1 A party receiving a baggage Baggage claim Claim, and having participated in the carriage of the passenger
Passenger, will process the claim to a conclusion, with the passenger Passenger, in accordance with the law of the country
of settlement. The tariff Tariff/policy of the claim-settling carrier Settling Airline will be applied to all baggage Baggage claim
Claim settlements. This covers interim expense policy, exclusion and liability. Such settlement will then be reimbursed to the
settling carrier Settling Airline in accordance with 5.4.2 or 5.4.3.
5.4.2 When it is established in which airline's custody the mishandling (meaning damage Damage, delay Delay loss Loss or
pilferage Pilferage) occurred, that airline will accept the claim settlement arising from such mishandling as incurred by the
settling carrier Settling Airline.
5.4.3 When it is not established which airline is responsible, each Carrying Airline that participated in the carriage of the
passenger Passenger shall share the claim Claim settlement on the basis of the flown mileage between all ticketed points of
each carrying airline Carrying Airline. Reason for loss codes and fault stations are for in house use only, they do not
constitute proof of error in proration claims and delivery charges.
Example of mileage calculation:
Passenger travels:
with Airline A from Station 1 to Station 2
with Airline B from Station 2 to Station 3

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with Airline B from Station 3 to Station 4
with Airline C from Station 4 to Station 5
Problem: the mishandling occurred at Station 4.
Solution: Airline C will share the claim Claim settlement based on flown mileage between Station 3 and Station 5.
5.4.4 When the weight of the bag(s) is not known, liability amounts may be determined by applying the table of weights
currently recommended by IATA for the settlement of interline baggage claims (see Recommended Practice 1751).
5.4.5 Within sixty (60) days of the date of payment the claim receiving airline Claim Receiving Airline will send a prorate
request to the other participating or responsible airline(s) at their baggage prorate office, providing them with relevant claim
settlement documents. The IATA currency exchange rate on the date of flight should be applied in the calculation of the
amount to prorate. No additional administration fees are subject of the request of payment sent by the claim receiving
airline Claim Receiving Airline.
When any type of marketing/commercial, partner, or code share agreement exists, the prorate request will be sent to the
operating carrier (provided that it is an IATA carrier and thus subject to proration) whose airline designator appears in the
carrier field of the ticketed flight coupon involved in the claim. The operating and marketing carrier may recharge the
operating carrier depending on their established agreements.
If such prorate notice is not given in time by the claim receiving airline Claim Receiving Airline, acceptance of any will be at
the discretion of the participating or responsible airline(s).
5.4.6 All prorate requests by the participating or responsible airlines and all correspondence consequent the prorate
request have to be answered within sixty (60) days from the date of the reception. Failure to respond will signify agreement
to the recharge.
5.4.7 Requests for prorate and provision of supporting documentation shall be made directly to the baggage prorate office,
not through the interline billing and settlement process, using the IATA Standard Prorate Notice, attaching the following
documents which are required to support any claim under this agreement Agreement including requests for 100%:
5.4.7.1 the passenger’s Passenger’s ticket Ticket number;
5.4.7.2 one copy of the baggage Baggage identification tag or its number;
5.4.7.3 one copy of the claim Claim prepared by the passenger Passenger, not required in connection with interim
expenses Interim Expenses;
5.4.7.4 either (1) full computerised file output from a Baggage Tracing System or (2) complete manual file together with
copies of evidence of adequate tracing action (e.g. print screens from internal tracing system), except when the prorated
shares amount to USD100.00 or less and/or in case of damage Damage or pilferage Pilferage.
5.4.7.5 evidence of payment to the passengers Passengers;
5.4.7.6 a statement showing the prorated share of each participating airline Participating Airline.
△ 5.4.7.7 Receipts justifying the value of goods are not part of mandatory supporting documentation of prorate request.
Each receiving airline Receiving Airline settles the claim Claim following their internal policies and relevant National Law.
5.4.7.8 Invoice billings to the responsible carrier(s) through the airline clearing house will be sent electronically following the
electronic billing process outlined in Article 8 and the IATA Clearing House procedures manual.
5.4.8 If the claim receiving airline Claim Receiving Airline uses transportation in lieu of cash to settle the total claim Claim,
such airline shall not request proration settlement from any other airline. If the claim receiving airline Claim Receiving Airline
uses transportation in lieu of cash to settle a portion of the claim Claim, such airline shall bill the other claim participating
airline(s) Claim Participating Airline its prorated share of the amount of the settlement not covered by transportation in lieu
of cash.
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5.4.9 The profiles contained in Resolution 754, are intended to assist baggage claims personnel in determining how to
prorate an interline claim, thus avoiding disputes between airlines and unnecessary correspondence. The profiles are based
on the rules outlined in Articles 3 and 5 of this Agreement.
5.4.10 The list of agreed settlements in the form of amounts payable by responsible airline(s) shall not be uploaded into the
IATA Clearing House to action the payment(s) until an agreement between respective baggage prorate offices of the
participating airline(s) Participating Airline(s)) has been made. The upload must have attached the related Baggage Tracing
System reference number(s), the Date of Flight(s), and the Agreement of acceptance between the respective baggage
prorate offices. In the event of a failure to respond by participating or responsible airline(s) within 60 days from the date of
request for payment, proof of the initial request or claim settlement sent by the claim receiving airline Claim Receiving
Airline may be uploaded in lieu of the Agreement of acceptance in order to action the proration of such claim.
5.5 In the event that any claim is made or suit is commenced against a party hereto, indemnified as above, such party shall
give prompt written notice to the appropriate other party hereto and shall furnish as requested all available
communications, legal processes, data, papers, records and other information, material to the resistance or defence of
such claim or suit.
Article 6—Interline Service Charge
6.1 RATE OF INTERLINE SERVICE CHARGE
No interline service charge shall be paid by one party to the other for any sale made pursuant to this Agreement except
such interline service charges as may be currently authorised by applicable Resolution of IATA or, if no applicable
Resolution of IATA is in effect, only such interline service charges as the parties hereto may otherwise agree to. Nothing in
this or any other Resolution shall prevent parties from entering into separate bilateral agreements on the payment of
interline service charges.
6.1 In the absence of an agreed rate of interline service charge, the rate described in Resolution 780b, 780c or 780d (as
applicable) shall apply.
6.2 CANCELLATION OR NON-USE
If the carrying airline or the passenger (or purchaser of a ticket, or EMD) for any reason cancels any booking or does not use
all or any portion of the transportation specified, neither the issuing airline nor its Agent shall claim or withhold any interline
service charge for the sale of transportation so cancelled or unused.
6.3 COLLECTED AND PAID-OVER
No interline service charge or other compensation shall be payable to the issuing airline in respect of sums not actually
collected and paid-over by it to the carrying airline, as evidenced by tickets or EMDs issued by the issuing airline, or with
respect to sums which shall be refunded, except as otherwise specifically authorised by the carrying airline.
6.2 Interline service charge billing will occur as described in the Revenue Accounting Manual, by deduction from billing
values prior to settlement. No interline service charge shall be payable on any Tickets or EMDs where an interline billing
does not occur due to refund, cancellation or non-use.
Article 7—General Legal, Regulatory and Dispute Resolution
7.1 CAPACITY OF ISSUING AIRLINE AS AGENT ONLY
On issuing tickets Tickets or EMDs for transportation over the routes of other parties hereto, the issuing airline shall be
deemed to act only as an Agent of the carrying airline(s) Carrying Airline(s)
7.2 AGENTS OF A PARTY
Any act which a party is authorised or permitted by this Agreement to take may be taken through an Agent agent of that
party.
7.3 REPRESENTATIONS
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Each party hereto agrees not to make any representations with regard to the tickets Tickets or EMDs of any other party
hereto, or of the flight or journey for which the same shall be these are sold or issued, except those representations
specifically authorised by such the other party.
7.4 GENERAL AGENTS
Whenever a sale by an issuing airline is made in the territory of a General Agent or General Sales Agent of a carrying airline,
the reservation and sale shall be handled in accordance with arrangements made between parties hereto. Each party will
advise each other party from time to time of the names and addresses of all General Agents or General Sales Agents of
such party located in the area where such other party has an office(s) for the sale of transportation and of the territory for
which each General Agent or General Sales Agent holds the General Agency or General Sales Agency.
7.5 ASSOCIATE MEMBERS
Where an issuing airline is an Associate Member of IATA, it shall comply with all the provisions of the IATA Resolution(s)
covering the sale of air transportation.
7.6 NON-IATA AIRLINES IATA RESOLUTIONS
7.6.1 Each non-IATA airline which is a party hereto shall
7.6.1.1 have an official airline designator established in accordance with Resolution 762 and a three-digit airline code
number, both of which shall be assigned by IATA or the Airlines for America (A4A). If at the time of application to become a
party to this Agreement, a non-IATA carrier has not been assigned either a designator or code number, such carrier shall
request the designator or code number at the same time as making the application to become a party hereto. The code
number assigned to a non-IATA carrier, shall appear as the first three digits of the document number on all interline
accountable passenger traffic documents issued by that carrier;
7.6.1.2 be bound by the provisions of Resolution 762;
7.6.1.3 be bound by the provisions of Recommended Practice 1720a.
7.6.2 In the acceptance and carriage of passengers with reduced mobility, each non-IATA carrier based outside the U.S. or
Canada, shall adhere to the provisions of Resolution 700.
Each party to this Agreement is bound by all IATA passenger Resolutions in effect. These Resolutions are hereby
incorporated by reference and form an integral part of this Agreement.
7.7 CODE SHARING
If any party advertises, by means of industry accepted methods (including publication in a CRS, internal reservation system,
or publicly available timetable), that it is providing transportation, that is instead provided by a non-party to this Agreement,
the advertising party shall be bound by the terms of this Agreement, as if it had provided the transportation.
7.8 DATA PROTECTION AND PRIVACY LAWS
Each party shall comply with all applicable data protection and privacy laws, including the EU General Data Protection
Regulation (Regulation (EU) 2016/679) where it applies. Each party shall ensure it observes its obligations regarding
technical and organizational measures for the security of personal data, appropriate consent, if required, and the transfer
and use of personal data. The Issuing Airline shall ensure passengers are provided with relevant information about the
transfer of personal data to each Carrying Airline, including the provision of notice that personal data will be processed by
such carriers as more fully described in each carrier's applicable privacy policy. Such notice may be given by reference to a
website address (Uniform Resource Locator) as specified in the IATA Resolutions. The parties may agree, by supplemental
instrument in writing, to further define the data protection and privacy provisions applicable between them. Where such an
instrument is concluded, it shall be incorporated by reference and have force under this Agreement.
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Any dispute or claim concerning the scope, meaning, construction or effect of this Agreement or arising therefrom shall be
referred to and finally settled by arbitration in accordance with the procedures set forth below and if necessary, judgement
on the award rendered may be entered in any court having jurisdiction thereof.
7.9.1 If the parties agree to the appointment of a single arbitrator, the arbitral tribunal shall consist of him alone. The
arbitrator may be appointed either directly by the parties or, at their request, by the IATA Director General.
7.9.2 If they do not so agree, the arbitral tribunal shall consist of three arbitrators appointed as hereinafter provided; if there
are only two parties involved in the dispute each party shall appoint one of the three arbitrators; should either party fail to
appoint its arbitrator such appointment shall be made by the IATA Director General. Should more than two parties be
involved in the dispute they shall jointly agree on the appointment of two of the arbitrators; failing unanimous agreement
thereon, such appointment shall be made by the IATA Director General. The two arbitrators appointed in the manner
provided above shall appoint the third arbitrator, who shall act as chair man. Should they fail to agree on the appointment of
the third arbitrator, such appointment shall be made by the Director General.
7.9.3 The IATA Director General may, at the request of any party concerned, fix any time limit he finds appropriate within
which the parties, or the arbitrators appointed by the parties, shall constitute the arbitral tribunal. Upon expiration of this
time limit, the IATA Director General shall take the action prescribed in the preceding Paragraph to constitute the tribunal.
7.9.4 When the arbitral tribunal consists of three arbitrators, its decision shall be given by a majority vote.
7.9.5 The arbitral tribunal shall settle its own procedure and if necessary shall decide the law to be applied. The award shall
include a direction concerning allocation of costs and expenses of and incidental to the arbitration (including arbitrator
fees).
7.9.6 The award shall be final and conclusively binding upon the parties.
Article 8—General
8.1 CODE SHARING
8.2 GENERAL AGENTS AND GENERAL SALES AGENTS
When a Sale by an Issuing Airline is made in the territory of a General Agent or General Sales Agent of a Carrying Airline, the
reservation and Sale shall be handled in accordance with arrangements made between parties. Each party will advise each
other party from time to time of the names and addresses of all General Agents or General Sales Agents of such party
located in the area where such other party has an office(s) for the Sale of transportation and of the territory for which each
General Agent or General Sales Agent holds the General Agency or General Sales Agency.
Article 8 Article 9—Interline Billing and Settlement
8.1 PAYMENT OF TRANSPORTATION CHARGES
9.1 Each issuing airline Issuing Airline agrees to pay to each carrying airline Carrying Airline the transportation charges
applicable to the transportation performed by such carrying airline Carrying Airline and any additional transportation or non-
transportation charges collected by the issuing airline Issuing Airline for the payment of which the carrying airline Carrying
Airline is responsible., in accordance with applicable regulations and current clearance procedures of the IATA Clearing
House, unless otherwise agreed by the issuing airline and the carrying airline.
8.2 BILLING AND SETTLEMENT
8.2.1 9.2 Billing of amounts payable pursuant to the Agreement shall be in accordance with the rules contained in the IATA
Revenue Accounting Manual as amended from time to time and the Manual of Regulations and Procedures of the IATA
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8.2.2 Unless otherwise agreed settlements of amounts payable pursuant to this Agreement between parties that are
members of the IATA Clearing House shall be in accordance with the Manual of Regulations and Procedures of the IATA
Clearing House.
9.3.3 Except as may otherwise be provided in other agreements, rules or regulations, the The right to payment hereunder
arises at the time such services are rendered by a party hereto or its Agent.
8.2.4 Except as provided in 8.2.5, settlements of transactions arising under the terms of this Agreement involving one or
more parties that are not members of the IATA Clearing House shall be in accordance with the following procedures:
8.2.4.1 settlements shall be made monthly;
8.2.4.2 each party shall issue a monthly statement of invoices and credit notes rendered by it. The monthly statements shall
be dispatched promptly but in any case not later than the 15th day of the month following that of the billing month, e.g. for
billing month January, not later than the 15th of February;
8.2.4.3 settlement shall be effected promptly after the monthly statements are exchanged by offset of balances and cash
payment of the net balance in the national currency of the net creditor.
8.2.5 Parties may expressly agree to settle transactions in a manner other than the procedure described in 8.2.4.1–8.2.4.3.
Article 9—Arbitration
Any dispute or claim concerning the scope, meaning, construction or effect of this agreement or arising therefrom shall be
9.1 If the parties agree to the appointment of a single arbitrator, the arbitral tribunal shall consist of him alone. The arbitrator
may be appointed either directly by the parties or, at their request, by the IATA Director General.
9.2 If they do not so agree, the arbitral tribunal shall consist of three arbitrators appointed as hereinafter provided; if there
appoint his arbitrator such appointment shall be made by the IATA Director General. Should more than two parties be
9.3 The IATA Director General may, at the request of any party concerned, fix any time limit he finds appropriate within
9.4 When the arbitral tribunal consists of three arbitrators, its decision shall be given by a majority vote.
9.5 The arbitral tribunal shall settle its own procedure and if necessary shall decide the law to be applied. The award shall
fees).
9.6 The award shall be final and conclusively binding upon the parties.
Article 10—Administrative Provisions
10.1 TERMINATION OF PRIOR AGREEMENTS
This Agreement supersedes all previous interline traffic agreements pertaining to transportation of passengers Passengers
and/or baggage Baggage between and among the parties hereto.
10.2 APPLICATION TO BECOME A PARTY HERETO

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10.2.1 Any airline desiring to become a party to this Agreement shall make written application to IATA. 's Head, Airline
Distribution Standards Services by completing the application form shown in Appendix ‘A’ (published separately). The IATA
Head, Airline Distribution Standards shall mail to each party hereto a copy of such application on the first day of the month
subsequent to the date on which the written application is received.
10.2 ELIGIBILITY AS A PARTY AND EFFECTIVENESS DATE
10.2.1 Any airline desiring to become a party to this Agreement shall make a written application to IATA in such form as
IATA may prescribe from time to time. To be eligible as a party to this Agreement, a party shall
10.2.1.1 Hold a valid two character designator assigned by IATA under Resolution 762;
10.2.1.2 Hold a valid three digit accounting code, assigned by IATA under Resolution 767;
10.2.1.3 Be eligible to settle interline billing within the IATA Clearing House (including through participation in the Airlines
Clearing House), and be an active member in compliance with all IATA Clearing House rules (or Airlines Clearing House rules
if applicable); and
10.2.1.4 Operate scheduled air services as defined in Recommended Practice 1008 for passenger operations and have not
had operations suspended for more than 30 days for any reason.
10.2.2 In extraordinary circumstances where a significant number of airlines are unable to operate scheduled air services
for an extended period of time, IATA may exceptionally suspend Article 10.2.1.4 for a defined period of time. If this occurs,
IATA will notify all parties by written notice.
10.2.3 An airline becomes a party to this Agreement effective from the date that IATA notifies all other parties of this fact.
10.3 WITHDRAWAL FROM AGREEMENT
10.3.1 If any party to this Agreement no longer satisfies the requirements of Article 10.2.1, that party shall be deemed to
have withdrawn from this Agreement with respect to all other parties, effective from the date IATA notifies all other parties
of this fact.
10.3.2 If any party to this Agreement wishes to voluntarily withdraw from this Agreement it shall provide written notice to
IATA. Such a withdrawal becomes effective on the date specified by IATA when notifying all other parties of this fact and
such notification will be issued with a minimum of 7 days prior notice.
10.3.3 Upon the effective date of the withdrawal from the Agreement, the party agrees not to issue any Tickets or EMDs for
transportation over any other party unless provided for by a separate agreement.
10.4 CONCURRENCES
10.4.1 The parties agree that interline traffic under this Agreement is subject to a system of concurrences. In the absence
of a valid concurrence between two parties, no issuance or transportation shall be authorized for the purpose of this
Agreement.
10.4.2 A party wishing to establish a concurrence with another party shall provide written notice to IATA, in such form as
IATA may prescribe from time to time. A concurrence is effective from the date that IATA notifies all other parties of it in
writing.
10.4.3 Each party warrants that it shall not issue any Tickets or EMDs for transportation over any other party, unless:
10.4.3.1 a valid concurrence is in place with that party and each other relevant party to the ticketed transportation; or
10.4.3.2 such transportation is provided for by a separate agreement.
10.4.4. Parties that have established a concurrence between each other may separately agree to follow different
processes, or to amend any terms of this Agreement, as between them, in their discretion.

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10.5 WITHDRAWING A CONCURRENCE
10.5.1 A party wishing to withdraw from a concurrence with another party shall provide written notice to IATA, in such form
as IATA may prescribe from time to time. Such a withdrawal is effective on the date specified by IATA when notifying all
other parties of this withdrawal and such notification will be issued with a minimum of 7 days prior notice.
10.5.2 Upon the effective date of the withdrawal of a concurrence, each party agrees not to issue any Tickets or EMDs for
transportation over the other party unless provided for by a separate agreement.
10.5.3 Any party may terminate a concurrence with immediate effect for commercial, operational or other reasons. The
terminating party must provide written notice to the other party to withdraw from their concurrence with immediate effect.
The notice may specify the reasons for withdrawal and a copy shall simultaneously be sent to IATA, who shall circulate such
notice (including the specific reasons stated therein) to all parties.
10.2.2 Each party desiring to participate with the applicant in the Agreement, shall send its concurrence to the IATA Head,
Airline Distribution Standards, with a copy to the applicant.
10.2.3 Thirty (30) days after the date of the first notice, the IATA Head, Airline Distribution Standards shall mail to each party
and the applicant, a second notice stating which parties have concurred with the applicant. On the thirtieth (30th) day after
the date of such second notice, the applicant shall become a party, and this Agreement shall become binding between the
applicant and all parties which have concurred with the applicant.
10.2.4 Any additional concurrences received after the mailing of the second notice, will be circulated to each party hereto
by the IATA Head, Airline Distribution Standards on the first day of the month subsequent to the date on which the
concurrences were received. On the thirtieth (30th) day after the date of the notice of additional concurrences, this
Agreement shall become binding between the applicant and the additional parties which have concurred with the applicant.
A party to this Agreement (for the purpose of this provision to be known as a “later party”) cannot concur with another party
(for the purpose of this provision to be known as an “earlier party”) which became party to the Agreement prior to the later
party. However, an earlier party can concur with a later party at any time, and a copy of such concurrence which is sent to
the IATA Head, Airline Distribution Standards shall also be sent by the earlier party to the later party.
10.2.5 The concurrence procedures outlined above may be expedited in the following manner. The earlier party shall notify
the later party of its intent to concur on an expedited basis, by email addressed to mita@iata.org with a copy to the IATA
Head, Airline Distribution Standards. If no objection is received from the later party the concurrence shall be deemed to be
effective ten (10) days after the dispatch of the email addressed to mita@iata.org. The IATA Head, Airline Distribution
Standards will circulate a list of expedited concurrences in the regular transmittals.
10.2.6 Each year on the anniversary date of a non-IATA airline becoming a party to the agreement, the IATA Head, Airline
Distribution Standards shall dispatch by registered mail to such non-IATA party, the Annual Review Form contained in
Appendix ‘B’ (published separately). If the party advises that it is no longer operating scheduled services, or it does not
return the form within thirty (30) days of mailing, the IATA Head, Airline Distribution Standards shall have the party withdrawn
from the agreement under the provisions of 10.4.1.4.
10.3 10.6 AMENDMENTS TO THE AGREEMENT
10.3.1 Thirty (30) days prior to the effective date of any amendment to this Agreement, IATA adopted by an IATA Traffic
Conference, the IATA Head, Airline Distribution Standards shall mail to all parties hereto, the text and effective date of the
amendment by registered airmail. Each non-IATA party hereto shall then, in writing to the IATA Head, Airline Distribution
Standards concur in or dissent from such amendment. If no reply is received from a party by the thirtieth (30th) day from the
day of mailing, parties shall be deemed to have concurred in the amendment. Any party dissenting from the amendment
shall be deemed to have withdrawn from the agreement on the date the amendment becomes effective. Immediately after
the 30th day from the date of mailing, the IATA Head, Airline Distribution Standards shall notify all parties hereto of any
parties dissenting from the amendment.
10.6.1 This Agreement may be amended from time to time by unanimous vote of IATA member airlines within the IATA
Passenger Standards Conference. At least thirty (30) days prior to the effective date of any amendment to this Agreement,
IATA shall advise all parties of such changes in writing. Unless any parties notify IATA of their withdrawal from this
Agreement under Article 10.4, all parties shall be deemed to have agreed to the amendment on the effective date, and the
Agreement as amended shall bind all parties.
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10.3.2 Upon the effective date of the amendment, the latter shall become binding between all parties that have concurred
in the amendments as above provided.
10.4 WITHDRAWAL FROM THE AGREEMENT
10.4.1 Withdrawal by Thirty Day Notice
10.4.1.1 A party hereto may withdraw from this Agreement either with respect to all the parties or with respect to a
designated party, by giving thirty (30) days written notice of such withdrawal to the designated party and to the IATA Head,
Airline Distribution Standards who shall forthwith circulate such information to all the parties hereto; in the latter alternative
the agreement shall continue in force between the party giving such notice and all parties hereto except such designated
party.
10.4.1.2 A party hereto that ceases to operate scheduled services for thirty (30) or more days (other than due to a strike)
shall be deemed to have withdrawn from this Agreement with respect to all other parties hereto, effective thirty (30) days
after written notice of such cessation is circulated by the IATA Head, Airline Distribution Standards to all parties hereto.
10.4.1.3 In the event a party hereto or the IATA Secretariat has reason to believe that a party hereto has ceased to operate
scheduled services for thirty (30) days or more (other than due to a strike), IATA Head, Airline Distribution Standards may, by
registered letter, request such party to confirm that it is still operating scheduled services. No more than sixty (60) days
after dispatch of such registered letter the IATA Head, Airline Distribution Standards shall circulate any reply received. If
such reply is negative or if no reply is received the party(ies) shall be deemed to have withdrawn from this Agreement with
respect to all other parties hereto effective upon expiration of sixty (60) days as specified above.
10.4.1.4 In the event a non-IATA Airline which is a party to this Agreement does not return the Annual Review Form as
provided in 10.2.6 such party shall be deemed to have withdrawn from the Agreement with respect to all other parties
hereto effective upon expiration of sixty (60) days of mailing.
10.4.2 Withdrawal with Immediate Effect
10.4.2.1 Notwithstanding 10.4.1, if any party hereto becomes insolvent, suspends payments or fails to meet its contractual
obligations, or has become involved, voluntarily or involuntarily, in proceedings declaring or to declare it bankrupt or for
commercial, operational or other reason(s), any other party hereto may by written notice to such party, with immediate
effectiveness, withdraw from this Agreement with respect to the party notified. The notice may specify the reasons for
withdrawal and a copy shall simultaneously be sent to the IATA Head, Airline Distribution Standards, who shall circulate such
notice (including the specific reasons stated therein) to all the parties hereto. Any other party may thereafter advise the
IATA Head, Airline Distribution Standards in writing of its withdrawal with respect to the party notified, effective immediately.
The IATA Head, Airline Distribution Standards shall circulate this information to all parties.
10.4.2.2 Notwithstanding 10.4.1, if any party ceases to operate all of its scheduled services (other than due to a strike) any
other party hereto may submit to such party written notice of withdrawal, with immediate effectiveness, from the agreement
with respect to such party; in that event, such other party shall simultaneously submit details of such withdrawal to the IATA
Head, Airline Distribution Standards, who shall circulate such information to all parties hereto.
10.4.3 10.7 Prior Obligations
Withdrawal from this Agreement, or from a concurrence with any other party Such withdrawal does not relieve any of the
parties party from obligations or liabilities incurred hereunder before the date of effectiveness of such withdrawal.
Specifically, any Tickets or EMDs issued by either party for flights operated by any other party shall be honored by such
other party or parties as ticketed.
10.5 10.8 ANNUAL FEE
10.5.1 Non-IATA airlines party hereto agree to pay an annual subscription fee in an amount to be determined by the IATA
Head, Airline Distribution Standards. This amount is to cover administrative expenses. and one copy of the following (plus
amendments thereto) and any other IATA publications as may be determined by the IATA Head, Airline Distribution
Standards:
IATA Multilateral Interline Traffic Agreements Manual;

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IATA Passenger and/or Cargo Services Conference Resolutions Manual;
IATA Airline Coding Directory;
10.5.2 Failure to pay such fee within three (3) months of billing shall be deemed a withdrawal of such non-IATA airline from
this Agreement, effective thirty (30) days after notice thereof by the IATA Head, Airline Distribution Standards.
10.6 10.9 EXECUTION HEREOF AS AN AGREEMENT
10.6.1 This Agreement may be executed in any number of counterparts, all of which shall be taken to constitute one original
instrument. Such counterparts shall be deposited with the IATA Head, Airline Distribution Standards.
10.9.1 This Agreement may be executed by signing a counterpart and depositing it with IATA, through means of an
electronic platform or such other procedure that IATA may prescribe from time to time. The parties agree that an electronic
signature, recorded and transmitted in a durable format and accompanied by particulars of date, time and place of
execution shall be accorded the same force and effect as a physical signature. An electronic signature is agreed to mean
any electronic sound, symbol, or process attached to or logically associated with a counterpart and executed and adopted
by a party with the intent to sign such counterpart. All counterparts shall be taken to constitute one original instrument.
10.6.2 10.9.2 Notwithstanding any other provision the adoption and effectiveness of Resolution 780, being essentially a
consolidated version of prior Resolutions 850 (as to passenger) and Resolution 850a, shall in no event be deemed to
change, alter or vary in any way the existing contractual relationships of the parties thereto which shall continue in full force
and effect, nor shall such adoption or effectiveness be in any way construed to require re-execution or reconcurrence by
existing parties thereto.
(Name of Airline)
By
(Signature)
(Typed or Printed Name of Signer)
(Title or Capacity)
(Witness)
(Date)

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RESOLUTION 780e
Interline Traffic Participation Agreement—Passenger
PSC(40 42)780e Expiry: Indefinite

Type: B
RESOLVED THAT,
WHEREAS, the parties hereto operate scheduled air transportation services and desire to enter into arrangements under
which one party may sell transportation over the routes of the other,
WHEREAS, the parties hereto mutually desire to agree upon the terms and conditions relating to Passenger Interline Carriage
and the handling of interline baggage Interline Baggage,
WHEREAS, interline transportation is authorized on the basis of a system of concurrences between the parties;
1.1 “AIRLINE, CARRYING AIRLINE” is the airline over whose routes a passenger Passenger and his or her baggage Baggage
are transported or are to be transported.
1.2 “AIRLINE, DELIVERING AIRLINE” is a carrying airline Carrying Airline over whose routes a passenger Passenger and his
or her baggage Baggage are transported or are to be transported from the point of origin or stopover Stopover or a
transfer point, to the next interline connecting point Connecting Point.
1.3 “AIRLINE, ISSUING AIRLINE” is an airline which issues a ticket Ticket or electronic miscellaneous document for
transportation over the routes another party(ies) one or more parties to this Agreement.
1.4 “AIRLINE, ORIGINATING AIRLINE” is an airline upon whose services the interline transportation of a passenger
Passenger and his or her baggage Baggage either commences at the original place of departure or continues from place of
stopover Stopover.
1.5 “AIRLINE, PARTICIPATING AIRLINE” is an airline which has agreed to accept passengers Passengers and baggage
Baggage for interline transportation pursuant to this agreement Agreement but not to issue tickets Tickets or EMDs for
interline transportation pursuant to this agreement Agreement, but may issue an EMD over its own services.
1.6 “AIRLINE, RECEIVING AIRLINE” is an airline over whose routes the interline transportation of a passenger Passenger and
his or her baggage Baggage is continued from a connecting Connecting or Stopover Point point.
1.7 “A4A” means Airlines for America.
1.8 “BAGGAGE” means the property, as defined in applicable tariffs, of a passenger Passenger, carried in connection with
the trip for which the passenger Passenger has purchased a ticket Ticket and which has been checked in accordance with
applicable tariffs.
1.9 “BAGGAGE, CHECKED BAGGAGE” means baggage Baggage placed in the care and custody of an airline, for which that
airline has issued a baggage tag Baggage Tag.

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1.10 “BAGGAGE, INTERLINE BAGGAGE” means checked baggage Checked Baggage to be transported over the lines of two
or more parties hereto.
1.11 “BAGGAGE TAG, INTERLINE BAGGAGE TAG” is the tag form currently approved by the A4A and/or IATA for interline
use and issued by or on behalf of the originating airline Originating Airline for the identification of through checked interline
baggage Interline Baggage. The tag must always include operating flight numbers on all sectors of the ticketed journey.
1.12 “CLAIM” is a paper or electronic written demand for compensation, prepared and/or acknowledged by or on behalf of
the passenger Passenger. In the case of baggage Baggage, the claim Claim shall contain an itemised list and value of goods
for which compensation is being requested.
1.13 “CLAIM PARTICIPATING AIRLINE” is a revenue participating airline Participating Airline who shares in the settlement of
a claim Claim for the passenger’s Passenger's checked baggage Checked Baggage.
1.14 “CLAIM RECEIVING AIRLINE” is a revenue participating/carrying airline Participating/Carrying Airline who receives and
processes the passenger’s Passenger's written demand for compensation for lost, damaged or delayed baggage Baggage.
1.15 “CONNECTING POINT” means an intermediate point in an itinerary at which the passenger Passenger deplanes from
one flight and boards another flight either on the same airline, or at which he transfers from the flight of one airline to a flight
of another airline for continuation of the journey.
1.16 “DELAY” means a piece (or pieces) of baggage Baggage which that fails to arrive at the airport of destination on the
same flight as the passenger Passenger, and is subsequently delivered to the passenger Passenger.
1.18 “EVIDENCE OR PROOF OF PAYMENT” is a written paper or electronic document that supports a claim Claim being
subject to a request for prorate, containing passenger’s Passenger's name, reason for payment, date and final amount paid.
Evidence of Payment could be: This may include an airline indemnity form acknowledged by passenger’s Passenger's
signature; a copy of bank transfer or a cheque payment, and/or print screen from airline's internal financial accounting
system and/or proof of replacement or repair of the Baggage received by the passenger Passenger in case of Damage.
1.19 ELECTRONIC MISCELLANEOUS DOCUMENT (EMD)” is an electronic miscellaneous document corresponding to the
form described in the applicable IATA and A4A Resolutions and Recommended Practices, issued by an issuing airline
Issuing Airline which that provides for the issuance of ticket(s) Ticket(s) and/or other services in exchange for such order.
1.21 “LOSS” means a piece (or pieces) of baggage Baggage which is irretrievably lost.
1.22 “MISHANDLED BAGGAGE” means baggage Baggage to which is damaged, delayed, lost or pilfered. Damage, Delay,
Loss, or Pilferage occurs.
1.23 “PARTY” is any party to the IATA Interline Traffic Agreement—Passenger, or a Participating Airline.
1.25 “PILFERAGE/SHORTAGE” means where items are reported or known to be missing from a piece (or pieces) of baggage
Baggage.
1.26 “SALE” is the issuance of a ticket Ticket or EMD.
1.27 “SETTLING AIRLINE” means the airline settling the claim Claim with the passenger Passenger or other person acting
on his/her behalf.
Passenger, agreed to in advance by airline, at a point between the place of departure and the place of destination.

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1.29 “TARIFFS” are the published fares, charges and/or related conditions of carriage of an airline.
1.30 “TICKET” is the accountable document described in the applicable IATA and A4A and Recommended Practices, issued
by or on behalf of an Issuing Airline and including the “Conditions of contract and other Important Notices” as set forth in
Resolutions 724.
2.1 ISSUANCE
2.1.1 Subject to Article 10.4, The issuing airline Issuing Airline is hereby authorised to issue or complete:
2.1.1.1 tickets Tickets, or EMDs exchangeable for tickets, for transportation of passengers Passengers, all in the form
approved by, and in accordance with the tariffs Tariffs and the terms, provisions, and conditions of the tickets Tickets of the
party over whose routes the passenger Passenger is to be carried. No ticket Ticket or EMD will be issued or completed
providing for space on a particular flight unless an advance reservation (booking) shall have has been made for the
transportation, and the issuing airline Issuing Airline shall have received payment of the total charges payable therefore in
accordance with such tariffs Tariffs or shall have made arrangements satisfactory to the carrying airline Carrying Airline for
the collection of such charges.
2.1.2 Upon withdrawal from this Agreement, a party hereto agrees not to issue, sell or use any tickets or EMDs after the
effective date of such withdrawal, for transportation over any other party hereto, except as may be provided for under a
2.2 ACCEPTANCE
2.2.1 Subject to Article 10.4, the The participating airline Participating Airline agrees to accept each such ticket Ticket, and
to honour each EMD issued by the issuing airline Issuing Airline and to transport passengers Passengers and baggage
Baggage as as specified therein, subject to its applicable tariffs and subject to the terms of this agreement Agreement.
agreement and applicable regulations and clearance procedures of the IATA Clearing House if payment is to be made
through the clearing house system.
2.2.2 Flight coupons shall be honoured in sequence.
2.2.3 Whereas certain Issuing Airlines party to this agreement issue Tickets as defined in IATA Resolution 722f and
Resolution 722g, any Participating Airline which has agreed to accept the Issuing Airline's tickets, may accept such tickets.
Any Issuing Airline which issues tickets shall notify the IATA Head, Airline Distribution Standards. Any Participating Airline
may agree to accept such tickets, and shall notify the IATA Head, Airline Distribution Standards of which Issuing Airline's
tickets it will accept. The IATA Head, Airline Distribution Standards shall publish in the MITA Manual a list of the Issuing
Airlines which issue tickets, and the Participating Airlines which have agreed to accept the Issuing Airline's tickets.
2.2.4 2.2.3 Whereas certain Issuing Airlines party to this agreement Agreement Electronic Miscellaneous Documents as
defined in IATA Resolution 725f and Resolution 725g EMDs, any Participating Airline which has agreed to accept the Issuing
Airline's miscellaneous documents EMDs,, may accept such electronic miscellaneous documents EMDs. Any Issuing Airline
which issues electronic miscellaneous documents EMDs shall notify the IATA Head, Airline Distribution Standards. Any
Participating Airline may agree to accept such electronic miscellaneous documents EMDs, and shall notify the IATA Head,
Airline Distribution Standards of which Issuing Airline's electronic miscellaneous documents EMDs it will accept. The IATA
Head, Airline Distribution Standards shall publish in the MITA Manual a list of the Issuing Airlines which issue electronic
miscellaneous documents EMDs, and the Participating Airlines which have agreed to accept the Issuing Airline's electronic
miscellaneous documents EMDs.
The participating airline shall furnish to the issuing airline the tariffs and other information necessary for the sale, as
contemplated hereunder, of the transportation services currently being offered by it. In case any schedule, tariff, ticket or
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EMD of any party hereto relating to transportation over its lines, shall be modified or amended at any time, or in case any
service of any such party shall be suspended, modified or cancelled, such party will notify each other party as far in advance
as practicable, of the effective date of any such modification, amendment, suspension or cancellation. In the interest of
ensuring the widest possible collection and dissemination of accurate fares information throughout the airline industry,
each party is requested to furnish, or arrange to furnish, (possibly via official sources such as SITA, Genesis, etc.) to ATPCO,
interlineable fares and related conditions (both domestic and international fares) established other than through the IATA
Tariff Coordinating Conferences. This shall apply until such time as the “All Fares” product (currently being developed by
IATA and ATPCO) is recognized and agreed unanimously by the Passenger Services Conference as being the single source,
at which time the above reference to ATPCO will be deemed to read “All Fares”.
In the interest of ensuring the widest possible collection and dissemination of accurate schedule information throughout
the airline industry, each party is requested to furnish, or arrange to furnish, their schedule and schedule change
2.3.1 The Participating Airline shall publish to the relevant data aggregators accurate and current schedule, fare, and
pricing automation data for all services to be sold under this Agreement.
2.3.2 The Participating Airline shall ensure that all distribution systems involved in the sale of services under this
Agreement have access to all data described in 2.3.1 where such systems do not already have access through data
aggregators.
2.3.3 The Participating Airline shall take into consideration Recommended Practice 1780a when determining the types of
data that require publication.
The Issuing Airline shall not issue tickets, or EMDs covering interline transportation at less than the applicable through fares
or charges.
Tickets or EMDs issued by the Issuing Airline must be issued using valid fares and charges, except in the case of
a Ticket which has been issued to facilitate involuntary re-routing, within circumstances where Resolution 735d
applies.
3.1 Where a passenger’s Passenger’s continuous journey involves connecting transportation on two or more flights, the
following procedures shall be used for the interline carriage of such passenger’s Passenger’s baggage Baggage.
3.2.1 the delivering airline’s Delivering Airline’s flight is scheduled to arrive at the connecting point Connecting Point and
the receiving airline’s Receiving Airline’s flight is scheduled to depart from the connecting point Connecting Point on the
same day; or
3.2.2 the arrival of the delivering airline’s Delivering Airline’s flight on one day and the receiving airline’s Receiving Airline’s
flight on the next day are within 12 hours, and the delivering airline Delivering Airline has clarified with the passenger
Passenger that the passenger Passenger wants the baggage Baggage checked through.
3.3.1 accept and transport over its services all interline baggage Interline Baggage as provided herein, except as may be
prohibited by applicable tariffs, regulatory restrictions or special baggage Baggage handling processes i.e. live animals,
dangerous goods, firearms etc. as described in Resolutions 745, 745a, 745b and IATA Live Animals Regulations. Live
animals shall not be checked as interline baggage in accordance with the subsequent paragraphs unless all receiving
airline(s) have confirmed acceptance of the animal as interline baggage at the time the reservation is made and provided the
animal is in a crate or container conforming to the IATA Live Animals Regulations;

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3.3.3 ensure that its handling agents follow the methods developed above.
The originating airline Originating Airline, prior to transportation of interline baggage Interline Baggage on its services will:
3.4.3 indicate as the destination in the documents referred to in 3.4.2;
3.4.3.1 the first stopover Stopover point,
3.4.3.3 a connecting point Connecting Point where transfer from one airport to another is necessary and where the
passenger Passenger is required to take possession of his or her baggage Baggage, or
whichever occurs first;
3.4.4 upon returning the baggage Baggage identification tag(s) to the passenger Passenger, draw the passenger’s
Passenger’s attention to the baggage Baggage identification tag(s) and in particular to the final destination where they need
to collect their bag. to which the baggage has been checked;
3.4.5 for any baggage Baggage in excess of the free allowance which the Issuing Airline has received approval to apply to
the place described in 3.4.4, it shall issue an EMD for excess baggage Baggage to that place and shall charge for the excess
baggage Baggage at the rate which the Issuing Airline has received approval to apply. If after commencement of journey,
the passenger Passenger increases the amount of his or her baggage Baggage, it shall be the duty of the airline at the point
where the increase occurs to issue an EMD for such increase and collect the additional charges. Any excess baggage
Baggage charge assessed by the Participating Airline may only be for transportation on its own services. Optionally and if
facilities exist, the EMD coupons may be associated with the relevant flight coupons of the ticket Ticket as described in
Resolution 725f.
3.4.6 for baggage Baggage accepted for carriage, the Convention permits the passenger Passenger to increase the limit of
liability by declaring a higher value for carriage and paying a supplemental charge if required.
In transferring interline baggage Interline Baggage, it shall be the responsibility of the delivering airline Delivering Airline,
without incurring any liability for loss of revenue in cases of missed connections, to deliver such baggage Baggage to the
next receiving airline Receiving Airline, at such location and hours to be agreed upon in writing by the parties concerned. In
the unloading, sorting and delivering of baggage Baggage from flights, the delivering airline Delivering Airline shall give
priority to transfer baggage Baggage over terminating baggage Baggage.
3.5.1 It is recommended that interline and on-line connecting baggage Baggage shall be segregated from other baggage
3.5.2 When it becomes necessary to leave baggage Baggage behind due to weight/space restrictions, the receiving airline
Receiving Airline shall give loading priority to transfer baggage Baggage.

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comply with such laws and regulations and to deliver, where necessary, to the receiving airline Receiving Airline prior to or
regulations can be made only by the receiving airline Receiving Airline, it shall be the receiving airline’s Receiving Airline’s
responsibility to comply therewith.
the interline passengers Passengers to the authorities concerned together with their interlined baggage Baggage (and
carry-on items) at an intermediate point en route where transfer of their interlined baggage Baggage will take place, and
such baggage Baggage meets the conditions listed in 3.4.4, the airline delivering baggage Baggage pursuant hereto shall
be responsible for informing the passengers Passengers before or on arrival at the point of transfer (preferably immediately
after disembarkation), but in any case prior to Government clearance.
3.5.5 At the request of any airline delivering baggage Baggage pursuant hereto, the receiving airline Receiving Airline will
execute and deliver a signed receipt in a form to be agreed upon by the carriers concerned. Additionally, any Receiving
Airline's interline baggage Interline Baggage records that comply with the reconciliation requirements of International Civil
Aviation Organization (ICAO) Annex 17 and which satisfy local government regulations, will be accepted as proof of transfer
or non-transfer, provided this is agreed by the airlines concerned.
3.5.6 Electronic time stamping and/or sending baggage Baggage processed messages described in Recommended
Practice 1745 will be accepted as proof of transfer of interline transfer bags described in Resolution 765.
3.6 If the passenger takes delivery of his or her baggage at a place other than one mentioned in 3.4.4, on resumption of the
journey the airline at such point will remove old tags and/or sortation labels, check and tag the baggage as provided in 3.4.
4.1 Where baggage Baggage fails to accompany an interline passenger Passenger the following procedures shall apply.
4.1.1 The airline on which the passenger Passenger travelled to the point of Stopover stopover or final destination and
where the passenger Passenger is missing baggage Baggage, shall be responsible for raising a file, tracing the missing
baggage Baggage and for its delivery to the passenger Passenger in accordance with Resolution 743a. Nevertheless, at the
request of the passenger Passenger, any carrying airline Carrying Airline involved in the interline passenger journey shall
establish the tracing status from the carrier to whom the loss was originally reported. When a passenger Passenger reports
missing baggage Baggage at the connecting point Connecting Point where the passenger Passenger is required to submit
through-checked baggage Baggage for customs clearance or government-imposed security check, without relieving the
final airline from its responsibility, the delivering airline Delivering Airline to such connecting point Connecting Point shall be
responsible for:
4.1.1.2 informing the airline referred to in 4.1.1 of the baggage Baggage missing at the connecting point Connecting Point
and of the tracing initiated and its results; and
4.1.1.3 arranging for forwarding the missing baggage Baggage to the airline referred to in 4.1.1 for delivery to the
Carrying Airline shall transport the baggage Baggage without charge in accordance with such routing.
4.1.3 When the address to which the baggage Baggage is to be delivered is not on the routing shown in the ticket Ticket,
the baggage Baggage shall be forwarded to the airport nearest such address, and, at the expense of the airline responsible
for the mishandling (also covered in 4.1.6), reforwarded from such point by appropriate transport means (including the
service of other carrier not originally involved in the interline passenger journey) to the delivery address.

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4.1.4 Mishandled baggage Baggage shall be forwarded without charge by the fastest possible means to the airport nearest
to the passenger’s Passenger’s address. Forwarding of such expedite baggage Baggage should not be restricted nor
delayed at an interline connecting point Connecting Point for security reasons provided:
4.1.4.1 it is identified by the forwarding airline Forwarding Airline that the bag was mishandled; or
4.1.5 At its airport of destination, expedite baggage Baggage shall be delivered to the passenger Passenger:
4.1.5.1 by the Carrying Airline on whose flight the passenger Passenger had travelled to the final destination or point of
stopover Stopover; or
4.1.5.2 in case that Carrying Airline should not be represented at such place, by the Carrying Airline on whose flight the
expedite baggage Baggage arrived at such airport.
4.1.6 There is no prorating on delivery expenses. Delivery costs from such airport to the passenger Passenger may be
recharged by the delivering carrier Delivering Carrier (not the delivering vendor) to the Member responsible for the
mishandling.
In the case of 4.1.5.2, the Carrying Airline responsible for the mishandling shall be indicated in the box “Expense Of” on the
expedite tag.
When a Carrying Airline delivers the baggage Baggage as handling agent for another Carrying Airline (principal) any
recharging of delivery costs by the handling agent to the principal shall not be governed by this Resolution.
The amount recharged shall be supported by proof of the cost incurred, either the file reference to allow the receiving
airline Receiving Airline to check baggage Baggage tracing system files using the available transactions within the system,
or if no compatible system is used, and or a non-IATA Carrier a copy of the file report, or in the case of 4.1.5.2 by the original
or copy of the expedite tag.
baggage Mishandled Baggage and for the expedient processing and settlement of claims Claims as indicated in article 5.4
of this resolution. It is recommended that parties use the tracing procedures shown in Recommended Practice 1743a and
make the relevant entries into an industry recognised computerised tracing systems.
Each party hereto agrees to hold harmless and indemnify each other from all claims, demands, costs, expenses and liability
arising from or in connection with the death of or injury to a passenger Passenger, or the loss Loss, damage Damage to or
delay Delay of baggage Baggage incurred while such passenger Passenger or baggage Baggage is, pursuant to this
Agreement, being transported by, or under the control or in the custody of such party.
5.2.1 The issuing airline Issuing Airline indemnifies the carrying airline Carrying Airline, its officers, employees and agents
from and against all claims, demands, costs, expenses and liabilities arising from the improper issue, of accountable
documents effected by the issuing airline Issuing Airline.
5.2.2 The carrying airline Carrying Airline, as principal, indemnifies the issuing airline Issuing Airline, including its officers,
employees or agents, as agent, from and against all claims, demands, costs, expenses and liabilities arising from the
carrying airline’s Carrying Airline’s provision of or failure to provide carriage pursuant to any ticket Ticket or EMD properly
issued, completed or delivered by the issuing airline Issuing Airline, provided however no such indemnity shall apply in the
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event of termination of the issuing airline’s Issuing Airline’s rights hereunder due to said airline's involvement in proceedings
declaring it insolvent, bankrupt or seeking relief under applicable bankruptcy or insolvency laws, pursuant to 10.4.2 hereof.
5.3.1 Each party hereto shall indemnify and hold harmless each other, including their officers, employees or agents, against
all claims, demands and liability for loss Loss, damage Damage to or delay Delay of baggage Baggage, arising from its
failure to discharge its obligations or responsibilities as provided in Article 3.
5.3.2 An airline participating in the carriage of baggage Baggage at the request of another airline, shall not be held liable for
any loss Loss, damage Damage or delay Delay that might occur, provided such participating airline was not involved in the
original mishandling (meaning damage Damage, delay Delay, loss Loss or pilferage Pilferage).
of settlement. The tariff Tariff/policy of the claim-settling carrier Claim Settling Carrier will be applied to all baggage
Baggage claim Claim settlements. This covers interim expense policy, exclusion and liability. Such settlement will then be
reimbursed to the settling carrier Settling Airline in accordance with 5.4.2 or 5.4.3.
5.4.2 When it is established in which airline's custody the mishandling (meaning damage Damage, delay Delay, loss Loss or
pilferage Pilferage) occurred, that airline will accept the claim Claim settlement arising from such mishandling as incurred by
the settling airline Settling Airline.
5.4.3 When it is not established which airline is responsible, each Carrying Airline that participated in the carriage of the
passenger Passenger shall share the claim Claim settlement on the basis of the flown mileage between all ticketed points of
each carrying airline Carrying Airline. Reason for loss codes and fault stations are for in-house use only, they do not
currently recommended by IATA for the settlement of interline baggage claims Interline Baggage Claims (see
Recommended Practice 1751).
5.4.5 Within sixty (60) days of the date of payment, the claim receiving airline Claim Receiving Airline will send a request for
payment to the other participating or responsible airline(s) at their baggage prorate office, providing them with relevant
claim Claim settlement documents. The IATA currency exchange rate on the date of flight should be applied in the
calculation of the amount to prorate. No additional administration fees are subject of the request of payment sent by the
claim receiving airline Claim Receiving Airline.
When any type of marketing/commercial, partner, or code share agreement exists, the request for payment will be sent to
the operating carrier (provided that it is an IATA carrier and thus subject to proration) whose airline designator appears in
the carrier field of the ticketed flight coupon involved in the claim. The operating and marketing carrier may recharge the
operating carrier depending on their established agreements. If such prorate notice is not given in time by the claim
receiving airline Claim Receiving Airline, acceptance of any will be at the discretion of the participating or responsible
airline(s).
5.4.6 All prorate requests by the participating or responsible airlines and all correspondence consequent the prorate
request have to be answered within sixty (60) days from the date of the reception. Failure to respond will signify agreement
to the recharge.
5.4.7 Requests for prorate and provision of supporting documentation shall be made to the baggage prorate office, not
through the interline billing and settlement process, using the IATA Standard Prorate Notice, attaching the following
documents which are required to support any claim under this agreement Agreement including requests for 100%.
5.4.7.1 the passenger’s Passenger’s ticket Ticket number;

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5.4.7.4 either (1) full computerised file output from a Baggage Tracing System or (2) complete manual file together with
copies of evidence of adequate tracing action (e.g. print screens from internal tracing system), except when the prorated
shares amount to USD100.00 or less;
5.4.7.5 evidence of payment to the Passenger passenger;
5.4.7.6 a statement showing the prorated share of each participating airline Participating Airline.
such airline shall not request proration settlement from any other airline. If the claim receiving airline Claim Receiving Airline
uses transportation in lieu of cash to settle a portion of the claim Claim, such airline shall bill the other claim participating
airline(s) Claim Participating Airline its prorated share of the amount of the settlement not covered by transportation in lieu
of cash.
5.4.9 The profiles contained in Resolution 754, are intended to assist baggage claims Baggage Claims personnel in
determining how to prorate an interline claim, thus avoiding disputes between airlines and unnecessary correspondence.
The profiles are based on the rules outlined in Articles 3 and 5 of this Agreement.
5.4.10 The list of agreed settlements in the form of amounts payable by responsible airline(s) shall not be uploaded into the
IATA Clearing House to action the payment(s) until an agreement between respective baggage prorate offices of the
participating airline(s) Participating Airline(s) has been made. The upload must have attached the related Baggage Tracing
System reference number(s), the Date of Flight(s), and the Agreement of acceptance between the respective baggage
prorate offices. In the event of a failure to respond by participating or responsible airline(s) within 60 days from the date of
request for payment, proof of the initial request or claim settlement sent by the claim receiving airline Claim Receiving
Airline may be uploaded in lieu of the Agreement of acceptance in order to action the proration of such claim.
5.5 In the event that any claim is made or suit is commenced against a party hereto, indemnified as above, such party shall
give prompt written notice to the appropriate other party hereto and shall furnish as requested all available
communications, legal processes, data, papers, records and other information, material to the resistance or defence of
such claim or suit.
No interline service charge shall be paid to the Issuing Airline for any sale made pursuant to this Agreement except such
interline service charge as may be currently authorised by applicable Resolution of IATA or, if no applicable Resolution of
IATA is in effect, only such interline service charge as the parties hereto may otherwise agree. Nothing in this agreement or
any other resolution shall prevent both parties from entering into a bilateral agreement upon the payment of interline
service charges.
6.1 In the absence of an agreed rate of interline service charge, the rate described in Resolution 780b, 780c or 780d (as
applicable) shall apply.
If the participating airline or the passenger (or purchaser of a ticket, or EMD) for any reason cancels any booking or does not
use all or any portion of the transportation specified, neither the issuing airline nor its Agent shall claim or withhold any
interline service charge for the sale of transportation so cancelled or unused.

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collected and paid-over by it to the participating airline, as evidenced by tickets or EMDs issued by the issuing airline, or
with respect to sums which shall be refunded, except as otherwise specifically authorised by the carrying airline.
Article 7— General Legal, Regulatory and Dispute Resolution
On issuing or completing tickets Tickets or EMDs for transportation over the routes of other parties hereto, the issuing
airline Issuing Airline shall be deemed to act only as an Agent of the participating airline Participating Airline.
party.
7.3 REPRESENTATIONS
Each Participating Airline agrees not to make any representations with regard to the tickets Tickets or EMDs of any other
party hereto, or of the flight or journey for which the same shall be these are sold or issued, except those representations
specifically authorised by such the other party.
7.4 GENERAL AGENTS
Whenever a sale by the Issuing Airline is made in the territory of a General Agent or General Sales Agent of a carrying airline,
the reservation and sale shall be handled in accordance with arrangements made between the parties hereto. Each party
will advise each other party from time to time of the names and addresses of all General Agents or General Sales Agents of
such party located in the area where such other party has an office(s) for the sale of transportation and of the territory for
which each General Agent or General Sales Agent holds the General Agency or General Sales Agency.
Renumber accordingly
7.5 CHANGE OF LOCATION/OWNERSHIP
The participating airline Participating Airline shall notify IATA's Head, Airline Distribution Standards of any changes of
principal place of business, or of any major change of ownership.
7.6 AIRLINE DESIGNATOR
Each Participating Airline shall have an official airline designator established in accordance with Resolution 762 and a three-
digit airline code number in accordance with Resolution 767, both of which shall be assigned by IATA or the Airlines for
America (A4A) and it shall adhere to the provisions of these resolutions. If at the time of application to become a party to
this Agreement, the Participating Airline has not been assigned either a designator or code number, such Airline shall
request the designator or code number at the same time as making the application to become a party hereto.
7.7 7.4 PASSENGERS WITH REDUCED MOBILITY
In the acceptance and carriage of passengers Passengers with reduced mobility, each participating airline Participating
Airline based outside the U.S. or Canada should adhere to the provisions of Resolution 700.
7.8 CODE SHARING
7.8 7.5 IATA RESOLUTIONS

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Each party to this Agreement is bound by all IATA passenger Passenger Resolutions in effect. These Resolutions are
hereby incorporated by reference and form an integral part of this Agreement.
7.9 7.6 DATA PROTECTION AND PRIVACY LAWS
and use of personal data. The Issuing Airline shall ensure passengers Passengers are provided with relevant information
about the transfer of personal data to each Carrying Airline, including the provision of notice that personal data will be
processed by such carriers as more fully described in each carrier's applicable privacy policy. Such notice may be given by
reference to a website address (Uniform Resource Locator) as specified in the IATA Resolutions. The parties may agree, by
supplemental instrument in writing, to further define the data protection and privacy provisions applicable between them.
Where such an instrument is concluded, it shall be incorporated by reference and have force under this Agreement.
7.7 ARBITRATION
provided above shall appoint the third arbitrator, who shall act as chairman. Should they fail to agree on the appointment of
fees).
Article 8—General
8.1 CODE SHARING
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The Issuing Airline agrees to pay to the Participating Airline the transportation charges applicable to the transportation
performed by such participating airline Participating Airline and any additional transportation or non-transportation charges
collected by the issuing airline Issuing Airline for the payment of which the participating airline Participating Airline is
responsible, in accordance with applicable regulations and current clearance procedures of the IATA Clearing House,
unless otherwise agreed by the issuing airline Issuing Airline and the participating airline Participating Airline.
8.2 9.2 BILLING AND SETTLEMENT
8.2.1 9.2 Billing of amounts payable pursuant to this Agreement shall be in accordance with the rules contained in the IATA
Revenue Accounting Manual as amended from time to time and the Manual of Regulations and Procedures of the IATA
Clearing House.
Clearing House.
8.2.3 9.3 Except as may otherwise be provided in other agreements, rules or regulations, the The right to payment
hereunder arises at the time such services are rendered by a party hereto or its agent.
8.2.4 Except as provided in 8.2.5, settlements of transactions arising under the terms of this Agreement involving a party
that is not a member of the Airline Clearing House or IATA Clearing House shall be in accordance with the following
procedures:
8.2.4.2 each Participating Airline shall issue a monthly statement of invoices and credit notes rendered by it. The monthly
statements shall be dispatched promptly but in any case not later than twenty-five (25) days after the end of the billing
month;
are only two parties involved in the dispute, each party shall appoint one of the three arbitrators; should either party fail to
appoint his or her arbitrator, such appointment shall be made by the IATA Director General. Should more than two parties be
involved in the dispute, they shall jointly agree on the appointment of two of the arbitrators; failing unanimous agreement

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fees).
This Agreement between the Participating and the Issuing Airline concurring with it supersedes all previous interline traffic
agreements pertaining to transportation of passengers Passengers and/or baggage Baggage between the Participating
Airline and the issuing airline Issuing Airline concurring with it.
10.2.1 Any airline which is a party to the IATA Multilateral Interline Traffic Agreement—Passenger (MITA), desiring to
become an Issuing Airline in this Agreement, may become an Issuing Airline by making written application to IATA's Head,
Airline Distribution Standards. The IATA's Head, Airline Distribution Standards will notify all other parties to this Agreement
and the airline will become an Issuing Airline thirty days following such notification.
10.2.2 Any airline desiring to become a Participating Airline in this Agreement may become such a Participating Airline by
making written application to IATA's Head, Airline Distribution Standards and completing the application form provided by
him. The IATA Head, Airline Distribution Standards shall mail to each Issuing Airline a copy of such application on the first
day of the month subsequent to the date on which the written application is received.
10.2.3 Each Issuing Airline desiring to participate with the applicant in this Agreement, shall send its concurrence to the
IATA Head, Airline Distribution Standards, with a copy to the applicant.
10.2.4 Thirty (30) days after the date of the first notice, the IATA Head, Airline Distribution Standards shall mail to each
Issuing Airline and the applicant to become a Participating Airline, a second notice stating which Issuing Airlines have
concurred with the applicant. On the thirtieth (30th) day after the date of such second notice, the applicant shall become a
party, and this Agreement shall become binding between the applicant and all Issuing Airlines which have concurred with
the applicant.
10.2.5 Any additional concurrences received after the mailing of the second notice, will be circulated to each Issuing Airline
Agreement shall become binding between the applicant and the additional Issuing Airlines which have concurred with the
applicant.
10.2.6 The concurrence procedures outlined above may be expedited in the following manner. An Issuing Airline shall notify
a Participating Airline of its intent to concur on an expedited basis, by email addressed to mita@iata.org with a copy to the
IATA Head, Airline Distribution Standards. If no objection is received from the Participating Airline, the concurrence shall be
deemed to be effective ten (10) days after the dispatch of the email addressed to mita@iata.org. The IATA Head, Airline
Distribution Standards will circulate a list of expedited concurrences in the regular transmittals.
10.2.1 Any airline which is a party to the IATA Multilateral Interline Traffic Agreement—Passenger (MITA), desiring to
become an Issuing Airline in this Agreement, shall make a written application to IATA in such form as IATA may prescribe
from time to time. To be eligible as an Issuing Airline in this Agreement, the party shall remain a party to the IATA Multilateral
Interline Traffic Agreement – Passenger.
10.2.2 Any airline desiring to become a Participating Airline in this Agreement, shall make a written application to IATA in
such form as IATA may prescribe from time to time. To be eligible as a Participating Airline party to this Agreement, a party
shall
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if applicable); and
of this fact.
10.3.2 If any party to this Agreement wishes to voluntarily withdraw from this Agreement it shall provide written notice to
10.4 CONCURRENCES
Agreement.
writing.

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10.3.1 Thirty (30) days prior to the effective date of any amendment to this Agreement adopted by an IATA Traffic
Conference, the IATA Head, Airline Distribution Standards shall mail to all parties hereto (including the participating airline
and all parties concurring with participating airline), the text and effective date of the amendment by registered airmail. Each
non-IATA party hereto shall then, in writing to the IATA Head, Airline Distribution Standards concur in or dissent from such
amendment. If no reply is received from a party by the thirtieth (30th) day from the day of mailing, such party shall be
deemed to have concurred in the amendment. Any party dissenting from the amendment shall be deemed to have
withdrawn from the agreement on the date the amendment becomes effective. Immediately after the 30th day from the
date of mailing, the IATA Head, Airline Distribution Standards shall notify all parties hereto of any parties dissenting from the
amendment.
10.3.2 Upon the effective date of the amendment, the latter shall become binding between all parties that have concurred
10.6.1 This Agreement may be amended from time to time by unanimous vote of IATA member airlines within the IATA
Passenger Standards Conference. At least thirty (30) days prior to the effective date of any amendment to this Agreement,
IATA shall advise all parties of such changes in writing. Unless any parties notify IATA of their withdrawal from this
Agreement under Article 10.4, all parties shall be deemed to have agreed to the amendment on the effective date, and the
Agreement as amended shall bind all parties.
Airline Distribution Standards, who shall forthwith circulate such information to all the parties hereto; in the latter alternative
party.
10.4.1.2 A party hereto that ceases to operate all of its scheduled services for thirty (30) or more days (other than due to a
strike) shall be deemed to have withdrawn from this Agreement with respect to all other parties hereto, effective thirty (30)
days after written notice of such cessation is circulated by the IATA Head, Airline Distribution Standards to all parties
hereto.
registered letter, request such party to confirm that it is still operating scheduled services. No more than sixty (60) days
such reply is negative or if no reply is received, the party(ies) shall be deemed to have withdrawn from this Agreement with
respect to all other parties hereto effective upon expiration of sixty (60) days as specified above.

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10.4.2.2 Notwithstanding 10.3.1, if any party ceases to operate all of its scheduled services (other than due to a strike) any
other party hereto may submit to such party written notice of withdrawal, with immediate effectiveness, from the
Agreement with respect to such party; in that event, such other party shall simultaneously submit details of such withdrawal
to the IATA Head, Airline Distribution Standards, who shall circulate such information to all parties hereto.
10. 3 10.7 Prior Obligations
10.5.1 Each Participating Airline agrees to pay an annual subscription fee in an amount to be determined by the IATA Head,
Airline Distribution Standards. This amount is to cover administrative expenses. and one copy of the following (plus
amendments thereto), and any other IATA publications as may be determined by the IATA Head, Airline Distribution
Standards:
10.5.2 Failure to pay such fee within three (3) months of billing shall be deemed a withdrawal of such participating airline
Participating Airline from this Agreement, effective thirty (30) days after notice thereof by the IATA Head, Airline Distribution
Standards.
This Agreement may be executed in any number of counterparts, all of which shall be taken to constitute one original
This Agreement may be executed by signing a counterpart and depositing it with IATA, through means of an electronic
platform or such other procedure that IATA may prescribe from time to time. The parties agree that an electronic signature,
recorded and transmitted in a durable format and accompanied by particulars of date, time and place of execution shall be
accorded the same force and effect as a physical signature. An electronic signature is agreed to mean any electronic
sound, symbol, or process attached to or logically associated with a counterpart and executed and adopted by a party with
the intent to sign such counterpart. All counterparts shall be taken to constitute one original instrument.
(Name of Airline)
By
(Signature)
(Title or Capacity)
(Witness)
(Date)

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RECOMMENDED PRACTICE 1780e

IATA Intermodal Interline Traffic Agreement—Passenger
PSC(40) (42)1780e Expiry: Indefinite
Type: B
RECOMMENDED that:
WHEREAS, the parties hereto operate transportation services and desire to enter into arrangements under which one party
may sell transportation over the routes of the other,
WHEREAS, Interline transportation is authorized on the basis of a system of concurrences between the Parties;
Note:
If the parties wish to include the intermodal transfer of passengers' Passengers' baggage Baggage, this will be covered by
Annex A hereto.
1.1 “AIRLINE, DELIVERING AIRLINE” is a carrying airline Carrying Airline over whose routes a passenger Passenger is
transported or is to be transported to or from a connecting Connecting or stopover Stopover point
1.2 “AIRLINE, ISSUING AIRLINE” is an airline which issues a ticket Ticket, or electronic miscellaneous document for
transportation over the routes of another party(ies) one or more parties to this Agreement.
1.3 “AIRLINE, ORIGINATING AIRLINE” is an airline upon whose services the interline transportation of a passenger either
commences at the original place of departure or continues from place of stopover Stopover.
1.4 “CONNECTING POINT” means an intermediate point in an itinerary at which the passenger Passenger transfers from
one transportation service and boards another transportation service either on the same company, or at which he transfers
from the services of one transportation provider to the services on another transportation provider for continuation of the
journey.
1.5 “ELECTRONIC MISCELLANEOUS DOCUMENT (EMD)” is an electronic miscellaneous document corresponding to the
form described in the applicable IATA and A4A Resolutions and Recommended Practices, issued by an issuing airline which
that provides for the issuance of ticket(s) and/or other services in exchange for such order.
1.7 “PARTY” is any party to this Agreement.
1.9 “SALE” is the issuance of a ticket or EMD.
Passenger, agreed to in advance by the transportation provider, at a point between the place of departure and the place of
destination.

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1.11 “TARIFFS” are the published fares, charges and/or related conditions of carriage of a party.
1.12 “TICKET” is the ticket described in the applicable IATA Resolutions and Recommended Practices (or A4A Resolutions
where the A4A rules apply), issued by or on behalf of an Issuing Airline and including the “Conditions of Contract and Other
Important Notices” as set forth in Resolution 724.
1.13 “CARRYING TRANSPORTATION PROVIDER, CARRYING” is the transportation provider over whose routes a passenger
Passenger is transported or is to be transported.
1.14 “PARTICIPATING TRANSPORTATION PROVIDER, PARTICIPATING” is a company which has agreed to accept
passengers Passengers for interline transportation pursuant to this agreement but not to issue tickets Tickets or EMDs for
interline transportation pursuant to this agreement.
1.15 “RECEIVING TRANSPORTATION PROVIDER, RECEIVING” is a company over whose routes the interline transportation
of a passenger Passenger is performed to or from a connecting Connecting or stopover Stopover point Point.
2.1 ISSUANCE
2.1.1 Subject to Article 8.4 the Issuing Airline The airlines will be able to issue tickets over the surface transportation
provider (but not the other way around). The issuing airline Issuing Airline is hereby authorised to issue or complete:
2.1.1.1 tickets, or EMDs exchangeable for tickets, Tickets for transportation of passengers Passengers by parties,
2.1.1.2 all other documents necessary or appropriate for such transportation;
all in the form approved by, and in accordance with the tariffs Tarrifs and the terms, provisions, and conditions of the tickets
Tickets, and other documents of the party over whose routes the passenger Passenger is to be carried. No ticket Ticket or
EMD will be issued or completed providing for space on a particular transportation service unless an advance reservation
(booking) shall have has been made for the transportation (when required), and the issuing airline Issuing Airline shall have
received payment of the total charges payable therefore in accordance with such tariffs Tarrifs or shall have made
arrangements satisfactory to the participating transportation provider Participating Transportation Provider for the
collection of such charges.
2.1.2 Upon withdrawal from this Agreement, the issuing airline agrees not to issue, sell or use any tickets or EMDs after the
effective date of such withdrawal, for transportation over the other party hereto, except as may be provided for under a
2.2 ACCEPTANCE
2.2.1 Subject to Article 8.4, The participating transportation provider Participating Transportation Provider agrees to accept
each such ticket Ticket, and to honour each EMD issued by the issuing airline Issuing Airline and to transport passengers
Passengers as specified therein, subject to its applicable tariffs Tarrifs and subject to the terms of this agreement
Agreement and applicable regulations and clearance procedures of the IATA Clearing House if payment is to be made
through the clearing house system.
2.2.2 Flight and/or transportation coupons shall be honoured in sequence.
The participating transportation provider shall furnish to the issuing airline the tariffs and other information necessary for
the sale, as contemplated hereunder, of the transportation services currently being offered by it. In case any schedule,
tariff, accountable document(s) of any party hereto relating to transportation over its lines, shall be modified or amended at
any time, or in case any service of any such party shall be suspended, modified or cancelled, such party will notify each
other party as far in advance as practicable, of the effective date of any such modification, amendment, suspension or
cancellation.

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In the interest of ensuring the widest possible collection and dissemination of accurate schedule information throughout
the airline industry, each party is requested to furnish, or arrange to furnish, their schedule and schedule change
2.3.1 Each party shall publish to the relevant data aggregators accurate and current schedule, fare, and pricing automation
data for all services to be sold under this Agreement.
2.3.2 Each party shall ensure that all distribution systems involved in the sale of services under this Agreement have
access to all data described in 2.3.1 where such systems do not already have access through data aggregators.
2.3.3 Each party shall take into consideration Recommended Practice 1780a when determining the types of data that
require publication.
The Issuing Airline shall not issue tickets, or EMDs covering interline transportation at less than the applicable fares or
charges for the transportation covered by such ticket or EMD. The applicable fares or charges for the transportation
covered by such ticket or EMD shall be bilaterally negotiated between the parties to this Agreement.
Tickets or EMDs issued by each party including services of another party must be issued using valid fares and
charges.
3.1.1 Each party hereto agrees to hold harmless and indemnify each other from all claims, demands, costs, expenses and
liability arising from or in connection with the death of or injury to a passenger Passenger, or the loss Loss, damage Damage
to or delay Delay of baggage Baggage incurred while such passenger Passenger or baggage Baggage is, pursuant to this
Agreement, being transported by, or under the control or in the custody of such party.
3.2.1 The issuing airline Issuing Airline indemnifies the carrying transportation provider Carrying Transportation Provider,
its officers, employees and agents from and against all claims, demands, costs, expenses and liabilities arising from the
improper issue of accountable documents effected by the issuing airline Issuing Airline.
3.2.2 The carrying transportation provider Carrying Transportation Provider, as principal, indemnifies the issuing airline
Issuing Airline, including its officers, employees or agents, as agent, from and against all claims, demands, costs, expenses
and liabilities arising from the carrying transportation provider’s Carrying Transportation Provider's provision of or failure to
provide carriage pursuant to any ticket Ticket or EMD properly issued, completed or delivered by the issuing airline Issuing
Airline, provided however no such indemnity shall apply in the event of termination of the issuing airline’s Issuing Airline’s
rights hereunder due to said airline's involvement in proceedings declaring it insolvent, bankrupt or seeking relief under
applicable bankruptcy or insolvency laws, pursuant to 8.4.2 hereof.
4.1 No interline service charge shall be paid to the issuing airline for any sale made pursuant to this Agreement except such
interline service charge the parties hereto may bilaterally agree.
If the participating transportation provider or the passenger (or purchaser of a ticket, or EMD) for any reason cancels any
booking or does not use all or any portion of the transportation specified, neither the issuing airline nor its Agent shall claim
or withhold any interline service charge for the sale of transportation so cancelled or unused.
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collected and paid-over by it to the participating transportation provider, as evidenced by accountable document(s) issued
by the issuing airline, or with respect to sums which shall be refunded, except as otherwise specifically authorised by the
carrying transportation provider.
Interline service charge billing will occur as described in the Revenue Accounting Manual, by deduction from billing values
prior to settlement. No interline service charge shall be payable on any Tickets or EMDs where an interline billing does not
occur due to refund, cancellation or non-use.
Article 5—General Legal, Regulatory and Dispute Resolution
On issuing or completing tickets Tickets or EMDs for transportation over the routes of other parties hereto, the issuing
airline shall be deemed to act only as an Agent of the participating transportation provider Participating Transportation
Provider.
party.
5.3 REPRESENTATIONS
Each participating transportation provider agrees not to make any representations with regard to tickets Tickets or EMDs
of any other party hereto, or of the journey for which the same shall be these are sold or issued, except those
representations specifically authorised by such the other party.
5.4 GENERAL AGENTS
Whenever a sale by the issuing airline is made in the territory of a General Agent or General Sales Agent of a carrying
transportation provider, the reservation and sale shall be handled in accordance with arrangements made between the
parties hereto. Each party will advise each other party from time to time of the names and addresses of all General Agents
or General Sales Agents of such party located in the area where such other party has an office(s) for the sale of
transportation and of the territory for which each General Agent or General Sales Agent holds the General Agency or
General Sales Agency.
5.5 5.4 CHANGE OF LOCATION/OWNERSHIP
Each party shall notify IATA's Head, Airline Distribution Standards of any changes of principal place of business, or of any
major change of ownership.
5.6 5.5 AIRLINE DESIGNATOR
Each participating transportation provider shall have an official designator established in accordance with Resolution 762
and it shall adhere to the provisions of that resolution. If at the time of application to become a party to this Agreement, the
participating transportation provider Participating Transportation Provider has not been assigned a designator, such
participating transportation provider Participating Transportation Provider shall request the designator at the same time as
making the application to become a party hereto.
5.7 5.6 PASSENGERS WITH REDUCED MOBILITY
In the acceptance and carriage of passengers Passengers with reduced mobility, each party based outside the U.S. or
Canada should adhere to the provisions of Resolution 700.
5.8 CODE SHARING

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If any party holds out, by means of a code or otherwise, that it is providing transportation, and such transportation is
provided by another transportation provider which is not a party to this Agreement, the transportation provider which is a
party to this Agreement shall be bound by the terms of this Agreement as if it had provided the transportation.
and use of personal data. The Issuing Airline shall ensure passengers are provided with relevant information about the
such carriers as more fully described in each carrier’s applicable privacy policy. Such notice may be given by reference to a
website address (Uniform Resource Locator) as specified in the IATA Resolutions. The parties may agree, by supplemental
5.8 ARBITRATION
fees).
Article 6—General
6.1 CODE SHARING

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7.1 The Each Issuing Airline agrees to pay to the participating transportation provider Participating Transportation Provider
the transportation charges applicable to the transportation performed by such the participating transportation provider
Participating Transportation Provider and any additional transportation or non-transportation charges collected by the
issuing airline Issuing Airline for the payment of which the participating transportation provider Participating Transportation
Provider is responsible., in accordance with applicable regulations and current clearance procedures of the IATA Clearing
House, unless otherwise agreed by the issuing airline and the participating transportation provider.
7.2 6.2.1 Billing of amounts payable pursuant to this Agreement shall be in accordance with the rules contained in the IATA
Revenue Accounting Manual as amended from time to time, and the Manual of Regulations and Procedures of the IATA
Clearing House. unless otherwise agreed by the issuing airline and the participating transportation provider.
6.2.2 Unless otherwise agreed, settlements of amounts payable pursuant to this Agreement between parties that are
Clearing House.
7.3 6.2.3 Except as may otherwise be provided in other agreements, rules or regulations, the The right to payment
hereunder arises at the time such services are rendered by a party hereto or its agent.
6.2.4 Except as provided in 6.2.5, settlements of transactions arising under the terms of this Agreement involving a party
that is not a member of the Airline Clearing House or IATA Clearing House shall be in accordance with the following
procedures:
6.2.4.2 each participating transportation provider shall issue a monthly statement of invoices and credit notes rendered by
it. The monthly statements shall be dispatched promptly but in any case not later than twenty-five (25) days after the end of
the billing month;
are only two parties involved in the dispute, each party shall appoint one of the three arbitrators; should either party fail to
appoint its arbitrator, such appointment shall be made by the IATA Director General. Should more than two parties be
involved in the dispute, they shall jointly agree on the appointment of two of the arbitrators; failing unanimous agreement

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fees).
This Agreement between the participating transportation provider Participating Transportation Provider and the issuing
airline Issuing Airline concurring with it supersedes all previous interline traffic agreements pertaining to transportation of
passengers Passengers between the participating transportation provider Participating Transportation Provider and the
issuing airline Issuing Airline concurring with it.
8.2.1 Any airline which is a party to the IATA Multilateral Interline Traffic Agreement—Passenger (MITA), desiring to become
an issuing airline in this Agreement, may become an issuing airline by making written application to IATA's Head, Airline
Distribution Standards. The IATA's Head, Airline Distribution Standards will notify all other parties to this Agreement and the
airline will become an issuing airline thirty days following such notification.
an Issuing Airline in this Agreement, shall make a written application to IATA in such form as IATA may prescribe from time
to time. To be eligible as an Issuing Airline in this Agreement, the party shall remain a party to the IATA Multilateral Interline
Traffic Agreement – Passenger.
8.2.2 Any other non-airline party desiring to become a Participating Transport Provider party to this Agreement shall make a
written application to IATA in such form as IATA may prescribe from time to time.
8.2.3 An applicant becomes a party to this Agreement effective from the date that IATA notifies all other parties of this fact.
8.3.1 If any party to this Agreement no longer satisfies the requirements of Article 8.2, that party shall be deemed to have
withdrawn from this Agreement with respect to all other parties, effective from the date IATA notifies all other parties of this
fact.
8.3.2 If any party to this Agreement wishes to voluntarily withdraw from this agreement it shall provide written notice to
8.4 CONCURRENCES
8.4.1 The parties agree that interline traffic under this Agreement is subject to a system of concurrences. In the absence of
a valid concurrence between two parties, no issuance or transportation shall be authorized for the purpose of this
Agreement.

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8.4.2 A party wishing to establish a concurrence with another party shall provide written notice to IATA, in such form as IATA
may prescribe from time to time. A concurrence is effective from the date that IATA notifies all other parties of it in writing.
8.4.3 The Issuing Airline warrants that it shall not issue any Tickets or EMDs for transportation over any other party, unless:
8.4.4. Parties that have established a concurrence between each other may separately agree to follow different processes,
or to amend any terms of this Agreement, as between them, in their discretion.
8.5.1 A party wishing to withdraw from a concurrence with another party shall provide written notice to IATA, in such form as
IATA may prescribe from time to time. Such a withdrawal is effective on the date specified by IATA when notifying all other
parties of this withdrawal and such notification will be issued with a minimum of 7 days prior notice. published.
8.5.2 Upon the effective date of the withdrawal of a concurrence, the Issuing Airline agrees not to issue any Tickets or
EMDs for transportation over the other party unless provided for by a separate agreement.
8.2.2 Any transportation provider desiring to become a participating transportation provider in this Agreement may
become such a participating transportation provider by making written application to IATA's Head, Airline Distribution
Standards and completing the application form provided by him. The IATA Head, Airline Distribution Standards shall mail to
each issuing airline a copy of such application on the first day of the month subsequent to the date on which the written
application is received.
8.2.3 Each issuing airline desiring to participate with the applicant in this Agreement, shall send its concurrence to the IATA
Head, Airline Distribution Standards, with a copy to the applicant.
Issuing Airline and the applicant to become a participating transportation provider, a second notice stating which issuing
airlines have concurred with the applicant. On the thirtieth (30th) day after the date of such second notice, the applicant
shall become a party, and this Agreement shall become binding between the applicant and all issuing airlines which have
concurred with the applicant.
8.2.5 Any additional concurrence received after the mailing of the second notice, will be circulated to each issuing airline by
the IATA Head, Airline Distribution Standards on the first day of the month subsequent to the date on which the
concurrence were received. On the thirtieth (30th) day after the date of the notice of additional concurrence, this
Agreement shall become binding between the applicant and the additional issuing airlines which have concurred with the
applicant.
8.2.6 The concurrence procedures outlined above may be expedited in the following manner. An issuing airline shall notify a
participating transportation provider of its intent to concur on an expedited basis, by email addressed to mita@iata.org with
a copy to the IATA Head, Airline Distribution Standards. If no objection is received from the Participating transportation
provider, the concurrence shall be deemed to be effective ten (10) days after the dispatch of the email addressed to
mita@iata.org. The IATA Head, Airline Distribution Standards will circulate a list of expedited concurrence in the regular
transmittals.
Conference, the IATA Head, Airline Distribution Standards shall mail to all parties hereto (including the participating
transportation provider and all parties concurring with participating transportation provider), the text and effective date of
the amendment by registered airmail. Each non-IATA party hereto shall then, in writing to the IATA Head, Airline Distribution
day of mailing, such party shall be deemed to have concurred in the amendment. Any party dissenting from the amendment

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This Agreement may be amended from time to time by unanimous vote of IATA member airlines within the IATA Passenger
Standards Conference. At least thirty (30) days prior to the effective date of any amendment to this Agreement, IATA shall
advise all parties of such changes in writing. Unless any parties notify IATA of their withdrawal from this agreement under
Article 8.4, all parties shall be deemed to have agreed to the amendment on the effective date, and the Agreement as
amended shall bind all parties.
8.3.2 Upon the effective date of the amendment, the latter shall become binding between all parties that have concurred in
the amendments as above provided.
Airline Distribution Standards, who shall forthwith circulate such information to all the parties hereto; in the latter alternative
party.
8.4.1.2 A party hereto that ceases to operate all of its transportation services for thirty (30) or more days (other than due to
a strike) shall be deemed to have withdrawn from this Agreement with respect to all other parties hereto, effective thirty (30)
days after written notice of such cessation is circulated by the IATA Head, Airline Distribution Standards to all parties
hereto.
transportation services for thirty (30) days or more (other than due to a strike), IATA Head, Airline Distribution Standards
may, by registered letter, request such party to confirm that it is still operating transportation services. No more than sixty
(60) days after dispatch of such registered letter the IATA Head, Airline Distribution Standards shall circulate any reply
received. If such reply is negative or if no reply is received, the party(ies) shall be deemed to have withdrawn from this
Agreement with respect to all other parties hereto effective upon expiration of sixty (60) days as specified above.
8.4.2.2 Notwithstanding 8.3.1, if any party ceases to operate all of its transportation services (other than due to a strike) any
other party hereto may submit to such party written notice of withdrawal, with immediate effectiveness, from the
Agreement with respect to such party; in that event, such other party shall simultaneously submit details of such withdrawal
to the IATA Head, Airline Distribution Standards, who shall circulate such information to all parties hereto.
8.7 8.4.3 Prior Obligations
8.5 8.8 ANNUAL FEE

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8.5.1 8.8.1 Each party agrees to pay an annual subscription fee in an amount to be determined by the IATA Head, Airline
Distribution Standards. This amount is to cover administrative expenses. and one copy of the following (plus amendments
thereto), and any other IATA publications as may be determined by the IATA Head, Airline Distribution Standards:
IATA Passenger Standards Conference Manual;
8.5.2 8.8.2 Failure to pay such fee within three (3) months of billing shall be deemed a withdrawal of such participating
transportation provider from this Agreement, effective thirty (30) days after notice thereof by the IATA Head, Airline
Distribution Standards.
(Name of Participating Transportation Provider)
By
(Signature)
(Title or Capacity)
(Address)
(Address)
(Witness)
(Date)

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RECOMMENDED PRACTICE 1780e Annex ‘A’

IATA INTERMODAL BAGGAGE AGREEMENT—CITY TERMINALS
WHEREAS RP 1780e provides guidelines for intermodal ticketing and passenger handling,
RECOMMENDED that:
At airports where intermodal transportation provides links to city terminal(s) where custom facilities are available, the following
guidelines be used for handling baggage on journeys for which the ticket may not include the surface transportation at the time
of ticket issuance.
For the purposes of this Recommended Practice, the following definitions will apply:
1.1 “DELIVERING AIRLINE, DELIVERING” is a carrying airline Carrying Airline over whose routes a passenger Passenger is
transported or is to be transported to an airport offering surface transportation to a city terminal.
1.2 “ISSUING AIRLINE, ISSUING” is an airline which issues a baggage tag for transportation over the routes of a surface
transportation provider operating airport to city terminal service.
1.3 “ORIGINATING AIRLINE, ORIGINATING” is an airline upon whose services the interline transportation of a passenger
Passenger either commences at the original place of departure or continues from place of stopover Stopover.
1.4 “BAGGAGE” means the property of a passenger Passenger , carried in connection with an intermodal trip to a city
terminal.
1.5 “CHECKED BAGGAGE, CHECKED” means baggage Baggage placed in the care and custody of an airline, for which that
airline has issued a baggage tag Baggage Tag for intermodal transportation to a city terminal.
1.6 “INTERMODAL BAGGAGE, INTERMODAL” means checked baggage Checked Baggage to be transported over the lines
of a carrier and surface transportation provider.
1.7 “INTERMODAL BAGGAGE TAG, INTERMODAL” is the tag form shown in Resolution 740 and issued by the originating
airline Originating Airline for the identification of through checked Checked intermodal baggage Intermodal Baggage.
1.8 “CLAIM” is a written demand for compensation, prepared and signed by or on behalf of the passenger Passenger, and in
the case of baggage Baggage, containing an itemised list and value of goods for which compensation is being requested.
1.10 “DELAY” means a piece (or pieces) of baggage Baggage which that fails to arrive at the city terminal of destination as
the passenger Passenger , but is subsequently delivered.
1.11 “ PARTICIPATING SURFACE TRANSPORTATION PROVIDER, PARTICIPATING” means a rail, ferry or bus providing
service between an airport and a city terminal.
Article 2—Baggage Acceptance
2.1 Where a passenger's Passenger's final destination is a city terminal, the following procedures shall be used for
intermodal carriage of such passenger's Passenger's baggage Baggage.
2.2.1 accept and transport over its services all intermodal baggage Intermodal Baggage as provided herein. Live animals
shall not be checked as intermodal baggage Intermodal Baggage.
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2.3 The originating airline Originating Airline, prior to transportation of intermodal baggage Intermodal Baggage on its
services will:
2.3.1 ensure that baggage Baggage is adequately packed to permit safe carriage with ordinary care. If baggage Baggage
2.3.2 record in the appropriate fields of the ticket Ticket, the number of pieces and the weight of baggage Baggage to be
accepted as checked baggage Checked Baggage for the passengers Passengers;
2.3.3 issue for each piece of baggage Baggage a baggage tag Baggage Tag ;
2.3.4 indicate as the destination, the city terminal which is the passenger's Passenger's s final destination,
2.3.5 At the request of any airline delivering intermodal baggage Intermodal Baggage pursuant thereto, the receiving
surface transportation provider Surface Transportation Provider will execute and deliver a signed receipt in a form to be
agreed upon by the parties concerned. Additionally, any receiving surface transportation provider Surface Transportation
Provider intermodal baggage Intermodal Baggage records will be accepted as proof of transfer or non transfer, provided
that this is agreed by the delivering airline Delivering Airline and surface transportation provider Surface Transportation
Provider .
3.1 Where baggage Baggage fails to accompany an intermodal passenger Passenger the following procedures shall apply.
3.1.1 The surface transportation provider Surface Transportation Provider on which the passenger Passenger travelled to
the city terminal and where the passenger Passenger is missing baggage Baggage , shall be responsible for tracing the
missing baggage Baggage and for its delivery to the passenger Passenger in accordance with Resolution 743a.
Nevertheless, at the request of the passenger Passenger, any carrying airline Carrying Airline shall establish the tracing
status from the carrier to whom the loss was originally reported.
3.1.1.1 such party shall immediately initiate tracing for the missing baggage Baggage in accordance with agreed
procedures provided that there is sufficient time to obtain and record the baggage and flight data required for tracing; and
3.1.1.2 informing the airline or surface transportation provider of the baggage Baggage missing at the city terminal and of
the tracing initiated and its results; and
3.1.1.3 arranging for forwarding the missing baggage Baggage to the airline or surface transportation provider referred to
in 3.1.1 for delivery to the passenger Passenger.
airline or surface transportation provider Surface Transportation Provider shall transport the baggage Baggage without
charge in accordance with such routing.
baggage Baggage shall be forwarded to the airport nearest such address, and, at the expense of the party responsible for
the mishandling, re-forwarded from such point by appropriate transport means to the delivery address.
any Member, to the airport nearest to the passenger's Passenger's address. Forwarding of such expedite baggage
Baggage should not be restricted nor delayed at an interline connecting point for security reasons provided:
3.1.4.1 it is identified by the forwarding airline Forwarding Airline that the bag was mishandled; or
Note: Some governments may require Members to impose additional security controls.
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Stopover; or
3.1.5.2 in case that Member should not be represented at such place, by the Member on whose flight the expedite baggage
Baggage arrived at such airport.
3.1.6 Delivery costs from such airport to the passenger Passenger may only be recharged to the party responsible for the
mishandling by the delivering carrier Delivering Carrier or its contracted delivery company if they are in excess of US$25 or
its equivalent per delivery. In the case of 3.1.5.2, the party responsible for the mishandling shall be indicated in the box
“Expense Of” on the expedite tag. When a Member delivers the baggage Baggage as handling agent for another Member
(principal) any recharging of delivery costs by the handling agent to the principal shall not be governed by this Resolution.
The amount recharged shall be supported by proof of the cost incurred, and by a copy of the PIR, or in the case of 3.1.5.2,
by the original or a copy of the expedite tag.
baggage Baggage and for the expedient processing and settlement of claims Claims. It is recommended that parties use
the tracing procedures shown in Recommended Practice 1743a and make the relevant entries into an industry recognised
computerised tracing system.
Each party hereto agrees to hold harmless and indemnify all other parties hereto from all claims, demands, costs, expenses
and liability arising from or in connection with or the loss loss, damage Damage to or delay Delay of baggage Baggage
incurred while such baggage Baggage is, pursuant to this Agreement, being transported by, or under the control or in the
custody of such party.
Each party hereto shall indemnify and hold harmless all other parties hereto, including their officers, employees or agents,
against all claims, demands and liability for loss loss, damage Damage to or delay Delay of baggage Baggage, arising from
its failure to discharge its obligations or responsibilities.
4.3 BAGGAGE CLAIMS
of settlement. Such settlement will then be reimbursed to the settling carrier Settling Airline.
4.3.2 When it is established in which airline or surface transportation provider's custody the mishandling (meaning damage
Damage, delay Delay loss Loss or pilferage Pilferage) occurred, that airline or surface transportation provider will accept the
claim settlement arising from such mishandling as incurred by the settling carrier Settling Airline .
4.3.3 When it is not established which airline or surface transportation provider is responsible (baggage transfer records do
not count as proof of transfer/no transfer unless this is agreed on between the airlines or surface transportation providers
ParticiapatingSurface Transportation Providers concerned), each party that participated in the carriage of the passenger
Passenger shall share the claim Claim settlement on the basis to be agreed bilaterally between the parties.
Article 5—Location Identifiers
Location identifiers are assigned to city terminals under the provisions of Resolution 763.
Article 6—Application to Become a Party Hereto
an issuing airline in this Agreement, may become an issuing airline by making written application to IATA's Head, Airline
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Distribution Standards. The IATA's Head, Airline Distribution Standards will notify all other parties to this Agreement and the
airline will become an issuing airline thirty days following such notification.
6.1.2 Any surface transportation provider desiring to become a participating surface transportation provider in this
Agreement may become such a participating transportation provider by making written application to IATA's Head, Airline
Distribution Standards and completing the application form provided by him. The IATA Head, Airline Distribution Standards
shall mail to each issuing airline a copy of such application on the first day of the month subsequent to the date on which
the written application is received.
6.1.3 Each issuing airline desiring to participate with the applicant in this Agreement, shall send its concurrence to the IATA
Head, Airline Distribution Standards, with a copy to the applicant.
Issuing Airline and the applicant to become a participating surface transportation provider, a second notice stating which
issuing airlines have concurred with the applicant. On the thirtieth (30th) day after the date of such second notice, the
applicant shall become a party, and this Agreement shall become binding between the applicant and all issuing airlines
which have concurred with the applicant.
6.1.5 Any additional concurrence received after the mailing of the second notice, will be circulated to each issuing airline by
the IATA Head, Airline Distribution Standards on the first day of the month subsequent to the date on which the
concurrence were received. On the thirtieth (30th) day after the date of the notice of additional concurrence, this
Agreement shall become binding between the applicant and the additional issuing airlines which have concurred with the
applicant.
6.1.6 The concurrence procedures outlined above may be expedited in the following manner. An issuing airline shall notify a
participating surface transportation provider of its intent to concur on an expedited basis, by email addressed to
mita@iata.org with a copy to the IATA Head, Airline Distribution Standards. If no objection is received from the Participating
transportation provider, the concurrence shall be deemed to be effective ten (10) days after the dispatch of the email
addressed to mita@iata.org. The IATA Head, Airline Distribution Standards will circulate a list of expedited concurrence in
the regular transmittals.
Article 7—Amendments to the Agreement
Conference, the IATA Head, Airline Distribution Standards shall mail to all parties hereto (including the participating surface
transportation provider and all parties concurring with participating transportation provider), the text and effective date of
the amendment by registered airmail. Each non-IATA party hereto shall then, in writing to the IATA Head, Airline Distribution
day of mailing, such party shall be deemed to have concurred in the amendment. Any party dissenting from the amendment
7.1.2 Upon the effective date of the amendment, the latter shall become binding between all parties that have concurred in
the amendments as above provided.
Article 8—Withdrawal from the Agreement
8.1 WITHDRAWAL BY THIRTY DAY NOTICE
8.1.1 A party hereto may withdraw from this Agreement either with respect to all the parties or with respect to a designated
party, by giving thirty (30) days written notice of such withdrawal to the designated party and to the IATA Head, Airline
Distribution Standards, who shall forthwith circulate such information to all the parties hereto; in the latter alternative the
agreement shall continue in force between the party giving such notice and all parties hereto except such designated party.
A party hereto that ceases to operate all of its transportation services for thirty (30) or more days (other than due to a strike)
shall be deemed to have withdrawn from this Agreement with respect to all other parties hereto, effective thirty (30) days
after written notice of such cessation is circulated by the IATA Head, Airline Distribution Standards to all parties hereto.

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8.1.3 In the event a party hereto or the IATA Secretariat has reason to believe that a party hereto has ceased to operate air
or surface transportation services for thirty (30) days or more (other than due to a strike), IATA Head, Airline Distribution
Standards may, by registered letter, request such party to confirm that it is still operating transportation services. No more
than sixty (60) days after dispatch of such registered letter the IATA Head, Airline Distribution Standards shall circulate any
reply received. If such reply is negative or if no reply is received, the party(ies) shall be deemed to have withdrawn from this
Agreement with respect to all other parties hereto effective upon expiration of sixty (60) days as specified above.
8.2 WITHDRAWAL WITH IMMEDIATE EFFECT
8.2.1 If any party hereto becomes insolvent, suspends payments or fails to meet its contractual obligations, or has become
involved, voluntarily or involuntarily, in proceedings declaring or to declare it bankrupt or for commercial, operational or
other reason(s), any other party hereto may by written notice to such party, with immediate effectiveness, withdraw from
this Agreement with respect to the party notified. The notice may specify the reasons for withdrawal and a copy shall
simultaneously be sent to the IATA Head, Airline Distribution Standards, who shall circulate such notice (including the
specific reasons stated therein) to all the parties hereto. Any other party may thereafter advise the IATA Head, Airline
Distribution Standards in writing of its withdrawal with respect to the party notified, effective immediately. The IATA Head,
Airline Distribution Standards shall circulate this information to all parties.
8.2.2 if any party ceases to operate all of its transportation services (other than due to a strike) any other party hereto may
submit to such party written notice of withdrawal, with immediate effectiveness, from the Agreement with respect to such
party; in that event, such other party shall simultaneously submit details of such withdrawal to the IATA Head, Airline
Distribution Standards, who shall circulate such information to all parties hereto.
8.3 PRIOR OBLIGATIONS
8.3.1 Such withdrawal does not relieve any of the parties from obligations or liabilities incurred hereunder before the date
of effectiveness of such withdrawal.
This Agreement between the Participating Transportation Provider and Issuing Airline concurring with it supersedes all
previous agreements pertaining to Baggage transfer.
an Issuing Airline in this Agreement, shall make a written application to IATA in such form as IATA may prescribe from time
to time. To be eligible as an Issuing Airline in this Agreement, the party shall remain a party to the IATA Multilateral Interline
Traffic Agreement – Passenger.
6.2.2 Any other non-airline party desiring to become a Participating Transport Provider party to this Agreement shall make a
written application to IATA in such form as IATA may prescribe from time to time.
6.2.3 An applicant becomes a party to this Agreement effective from the date that IATA notifies all other parties of this fact.
6.3.1 If any party to this Agreement no longer satisfies the requirements of Article 8.2, that party shall be deemed to have
withdrawn from this Agreement with respect to all other parties, effective from the date IATA notifies all other parties of this
fact.
6.4 CONCURRENCES

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6.4.1 The parties agree that interline traffic under this Agreement is subject to a system of concurrences. In the absence of
a valid concurrence between two parties, no transportation shall be authorized for the purpose of this Agreement.
6.4.2 A party wishing to establish a concurrence with another party shall provide written notice to IATA, in such form as IATA
may prescribe from time to time. A concurrence is effective from the date that IATA notifies all other parties of it in writing.
6.4.3 The Issuing Airline warrants that it shall not issue any Tickets or EMDs for transportation over any other party, unless:
6.4.4. Parties that have established a concurrence between each other may separately agree to follow different processes,
or to amend any terms of this Agreement, as between them, in their discretion.
6.5.1 A party wishing to withdraw from a concurrence with another party shall provide written notice to IATA, in such form as
IATA may prescribe from time to time. Such a withdrawal is effective on the date specified by IATA when notifying all other
parties of this withdrawal and such notification will be issued with a minimum of 7 days prior notice.
6.5.2 Upon the effective date of the withdrawal of a concurrence, the Issuing Airline agrees not to issue any Tickets or EMDs
for transportation over the other party unless provided for by a separate agreement.
6.5.3. Any party may terminate a concurrence with immediate effect for commercial, operational or other reasons. The
6.6 AMENDMENTS TO THE AGREEMENT
6.7 Prior Obligations
Withdrawal from this Agreement, or from a concurrence with any other party does not relieve any party from obligations or
liabilities incurred before the date of effectiveness of such withdrawal. Specifically, any Tickets or EMDs issued by either
party for flights operated by any other party shall be honored by such other party or parties as ticketed.
Article 9— 6.8 Annual Fee
9.1 6.8.1 Each party agrees to pay an annual subscription fee in an amount to be determined by the IATA Head, Airline
Distribution Standards. This amount is to cover administrative expenses as may be determined by the IATA Head, Airline
Distribution Standards:.
9.2 6.8.2 Failure to pay such fee within three (3) months of billing shall be deemed a withdrawal of such participating
transportation provider from this Agreement, effective thirty (30) days after notice thereof by the IATA Head, Airline
Distribution Standards.
6.9 EXECUTION HEREOF AS AN AGREEMENT

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(Name of Participating Transportation Provider)
By
(Signature)
(Title or Capacity)
(Address)
(Address)
(Witness)
(Date)

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RECOMMENDED PRACTICE 1780f

IATA Interline Traffic Agreement for Enhanced Distribution Capability—Passenger and Baggage
PSC(40) (41)(42)1780f Expiry: Indefinite
Type: B
WHEREAS, the Parties hereto operate scheduled air transportation services and desire to enter into arrangements under
which each Party may sell transportation over the routes of the others,
WHEREAS, the Parties hereto mutually desire to agree upon the terms and conditions relating to Passenger Interline carriage
the handling of Interline Baggage,
WHEREAS, Resolution 787 describes an enhanced distribution model allowing more real time dynamic interaction between
Airlines,
WHEREAS, the Parties hereto mutually desire to enter into arrangements under which both Parties may use enhanced
distribution capability to request flights and services from others, to obtain settlement values for such flights and services, and
to sell such services on behalf of others,
NOW THEREFORE, in consideration of the mutual covenants and agreements herein contained, the Parties agree as follows:
“A4A” means Airlines for America.
“BAGGAGE” means the property, of a Passenger, carried in connection with the trip for which the Passenger
has purchased a Ticket.
“CHECKED BAGGAGE, CHECKED” means Baggage placed in the care and custody of an Airline, for which that
Airline has issued an Interline baggage tag Baggage Tag.
“CLAIM” is a written demand for compensation, prepared and signed by or on behalf of the Passenger, and in
the case of Baggage, containing an itemized list and value of goods for which compensation is being
requested.
“CLAIM PARTICIPATING AIRLINE” is an Offer Responsible Airline or Participating Offer Airline who shares in the
settlement of a claim for the Passenger's Checked Baggage Checked Baggage.
“CLAIM RECEIVING AIRLINE” is an Offer Responsible Airline or Participating Offer who receives and processes
the Passenger's written demand for compensation for lost, damaged or delayed Baggage.
“CONNECTING POINT” means an intermediate point in an itinerary at which the Passenger deplanes from one
flight and boards another flight either on the same Airline, or at which he transfers from the flight of one Airline
to a flight of another Airline for continuation of the journey.
“DAMAGE” means physical damage to Baggage Baggage and/or its contents.

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“DELAY” means a piece (or pieces) of Baggage Baggage which that fails to arrive at the airport of destination on
the same flight as the Passenger, but is subsequently delivered.
“AIRLINE, DELIVERING AIRLINE” is a carrying Airline Carrying Airline over whose routes a Passenger and his or
her Baggage are transported or are to be transported from the point of origin or Stopover Stopover or a
transfer point, to the next Interline Connecting Point Connecting Point.
“ELECTRONIC MISCELLANEOUS DOCUMENT (EMD)” is the form described in IATA Resolutions 725f, and A4A
Resolutions 20.63, issued by a Party hereto which provides for the issuance of Ticket(s) and/or other services
in exchange for such order.
“IATA” means International Air Transport Association.
“BAGGAGE, INTERLINE BAGGAGE” means Checked Baggage Checked Baggage to be transported over the
lines of two or more Parties hereto.
“INTERLINE BAGGAGE TAG, INTERLINE” is the tag form currently approved by the A4A and/or IATA for Interline
use and issued by or on behalf of the originating Airline Originating Airline for the identification of through
checked Interline Baggage..
“AIRLINE, ISSUING AIRLINE” is a Party hereto which issues a Ticket or EMD for transportation over the routes of
another Party(ies) one or more Parties to this Agreement. This Airline is the Offer Responsible Airline, or an
Airline engaged by them to issue documents on their behalf.
“LOSS” means a piece (or pieces) of Baggage which is irretrievably lost.
“MISHANDLED BAGGAGE” means Baggage to which is damaged, delayed, lost or pilfered Damage, Delay, Loss
or Pilferage occurs.
“OFFER RESPONSIBLE AIRLINE” means the Carrier Carrier who returns a combined offer Offer to a customer,
using enhanced distribution capability, of one or more flights or services in response to a request from a
customer. Such a request may be initiated by an agent or any other entity authorized by the Airline
“ORDER” means a uniquely identified record containing details of all flights and/or services, together with
specified terms and conditions, which have been offered by one Party and accepted by the other.
“AIRLINE, ORIGINATING AIRLINE” is a Party upon whose services the Interline transportation of a Passenger
and his or her Baggage either commences at the original place of departure or continues from place of
stopover Stopover.
“PARTICIPATING OFFER AIRLINE” means the Carrier who offers, using enhanced distribution capability, one or
more flights and/or services in response to a request from another Airline.
“PASSENGER” is a person to whom a Ticket covering through transportation over the services of two or more
Parties hereto has been issued.
“PILFERAGE/SHORTAGE” means where items are reported or known to be missing from a piece (or pieces) of
Baggage.
“AIRLINE, RECEIVING AIRLINE” is a Party over whose routes the Interline transportation of a Passenger
Passenger and his or her Baggage Baggage is continued from a Connecting Point Connecting Point.
“SALE” is the issuance of a Ticket or EMD.

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“SETTLING AIRLINE” means the Airline settling the claim Claim with the Passenger or other person acting on
his/her behalf.
“SETTLEMENT VALUE” means a value proposed by a Participating Offer Airline and accepted by an Offer
Responsible Airline for the provision of a flight or services.
“STOPOVER”, equivalent to a break of journey, means a deliberate interruption of a journey by the Passenger,
agreed to in advance by Airline, at a point between the place of departure and the place of destination.
“TICKET” is the Ticket described in the applicable IATA and A4A Resolutions and Recommended Practice,
issued by or on behalf of an Issuing Airline and including the “Conditions of Contract and Other Important
Notices” as set forth in Resolution 724.
2.1 ISSUANCE
2.1.1 Subject to Article 10.4, each Each party hereto is hereby authorised to issue or complete:
2.1.1.1 Tickets, or EMDs exchangeable for Tickets for transportation of Passengers, all in the form approved by, and in
accordance with the terms, provisions, and conditions of the Tickets, and of the Party over whose routes the Passenger is
to be carried. No Ticket or EMD will be issued or completed providing for space on a particular flight unless an offer for the
particular flights has been accepted and a confirmed Order is held for the transportation.
2.1.2 Upon withdrawal from this Agreement, a Party hereto agrees not to issue, sell or use any Tickets or EMDs after the
effective date of such withdrawal, for transportation over any other Party hereto, except as may be provided for under a
bilateral Interline agreement between the Parties.
2.2 ACCEPTANCE
2.2.1 Subject to Article 10.4, each Each Party agrees to accept each such Ticket, and to honor each EMD issued by any
other Party hereto and to transport Passengers and Baggage as specified therein, subject to the conditions contained in
the confirmed Order, and subject to the terms of this agreement Agreement. and applicable regulations and clearance
procedures of the IATA Clearing House.
2.2.2 Flight coupons shall be honored in sequence.
2.3 CHANGES TO TRAFFIC DOCUMENTS
The authority to perform any actions on traffic Traffic documents e.g. refund, exchange, resides solely with the Offer
Responsible Airline, unless the Offer Responsible Airline permits other Parties to perform these actions on their behalf. In
changing, reissuing or refunding any Ticket issued by other Parties hereto, the Party taking such action shall observe the
procedures of the applicable IATA Resolution(s) governing such matters, as well as any restrictions imposed by the original
issuing Original Issuing Party.
2.4 INVOLUNTARY REROUTING
In case of involuntary rerouting, each Party hereto shall be bound by the provisions of Resolution 735d.
2.5 SUBSTITUTION OF AIRLINE
In the case where a Party hereto is the receiving Receiving Airline, it shall ensure that the substitution of it by another
receiving Receiving Airline for any reason whatsoever is notified to the Passenger(s) affected as soon as possible, but no

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later than the time of check-in, or boarding where no check-in is required, either by it or by that other receiving Receiving
Airline.
3.1 Where a Passenger's continuous journey involves connecting transportation on two or more flights, the following
procedures shall be used for the Interline carriage of such Passenger's Baggage.
3.2.1 the delivering Delivering Airline's flight is scheduled to arrive at the Connecting Point Connecting Point and the
receiving Receiving Airline's flight is scheduled to depart from the Connecting Point Connecting Point on the same day; or
3.2.2 the arrival of the delivering Delivering Airline's flight on one day and the receiving Receiving Airline's flight on the next
day are within 12 hours, and the delivering Airline has clarified with the passenger Passenger that the passenger Passenger
wants the baggage Baggage checked through.
3.3 Each Party hereto shall:
3.3.1 accept and transport over its services all interline baggage Interline Baggage as provided herein. Live animals shall
not be checked as Interline Baggage in accordance with the subsequent paragraphs unless all receiving Airline(s) have
confirmed acceptance of the animal as Interline Baggage at the time the Order is confirmed and provided the animal is in a
crate or container conforming to the IATA Live Animals Regulations;
3.3.3 ensure that their handling agents follow the methods developed above.
The originating Originating Airline, prior to transportation of interline baggage Interline Baggage on its services will:
3.4.3 indicate as the destination in the documents referred to in 3.4.2:
3.4.3.1 the first stop over Stopover point,
3.4.3.3 a Connecting Point Connecting Point where transfer from one airport to another is necessary and where the
passenger Passenger is required to take possession of his baggage Baggage,
whichever occurs first.
3.4.4 upon returning the Baggage identification tag(s) to the Passenger, draw the Passenger's attention to the Baggage
identification tag(s) and in particular to the final destination to which the Baggage has been checked. destination where they
need to collect their bag.
3.4.5 For any baggage Baggage in excess of the free allowance which the originating Originating Airline has received
approval to apply to the place described in 3.4.4, it shall issue an EMD for excess baggage Baggage to that place and shall
charge for the excess baggage Baggage at the rate which the originating Originating Airline has received approval to apply.
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If after commencement of journey, the passenger Passenger increases the amount of his baggage Baggage, it shall be the
duty of the airline at the point where the increase occurs to issue an EMD for such increase and collect the additional
charges. Optionally and if facilities exist, the EMD coupons may be associated with the relevant flight coupons of the Ticket
as described in Resolution 725f.
3.4.6 For baggage Baggage accepted for carriage, the Convention permits the passenger Passenger to increase the limit
of liability by declaring a higher value for carriage and paying a supplemental charge if required.
In transferring Baggage, it shall be the responsibility of the delivering airline Delivering Airline, without incurring any liability
for loss of revenue in cases of missed connections, to deliver such baggage Baggage to the next receiving airline Receiving
Airline, at such location and hours to be agreed upon in writing by the Parties concerned. In the unloading, sorting and
delivering of baggage Baggage from flights, the delivering airline Delivering Airline shall give priority to transfer baggage
Baggage over terminating baggage Baggage.
3.5.1 It is recommended that Interline and on-line connecting baggage Baggage shall be segregated from other baggage
3.5.2 When it becomes necessary to leave baggage Baggage behind due to weight/space restrictions, each Party to this
agreement Agreement shall give loading priority to transfer Baggage.
comply with such laws and regulations and to deliver, where necessary, to the receiving airline Receiving Airline, prior to or
regulations can be made only by the receiving airline Receiving Airline, it shall be the receiving airline’s Receiving Airline's
responsibility to comply therewith and provided further that any two or more Parties hereto may, by separate written
agreement, alter such responsibilities as between themselves.
the Interline passengers to the authorities concerned together with their Interlined baggage Baggage (and carry-on items)
at an intermediate point en route where transfer of their Interlined baggage Baggage will take place, and such baggage
Baggage meets the conditions listed in 3.4.4, the Airline delivering Baggage pursuant hereto shall be responsible for
informing the passenger Passenger before or on arrival at the point of transfer (preferably immediately after
disembarkation), but in any case prior to Government government clearance.
3.5.5 At the request of any Airline delivering baggage Baggage pursuant hereto, the receiving airline Receiving Airline will
execute and deliver a signed receipt in a form to be agreed upon by the Carriers concerned. Additionally, any receiving
Carriers' Interline Baggage records that comply with the reconciliation requirements of ICAO Annex 17 and which satisfy
local government regulations, will be accepted as proof of transfer or non-transfer, provided this is agreed by the Carriers
concerned.
3.5.6 Optionally and if facilities exist, electronic Electronic time stamping and/or sending baggage Baggage processed
messages described in Recommended Practice 1745 will be accepted as proof of transfer of Interline transfer bags
described in Resolution 765, section 3.3.6.
3.6 If the Passenger takes delivery of his Baggage at a place other than one mentioned in 3.4.4, on resumption of the
journey the Airline at such point will remove old tags and/or sortation labels, check and tag the Baggage as provided in 3.4.
4.1 Where baggage Baggage fails to accompany an Interline passenger Passenger the following procedures shall apply.
4.1.1 The Airline on which the passenger Passenger travelled to the point of Stopover or final destination and where the
passenger Passenger is missing baggage Baggage, shall be responsible for raising a Property Irregularity Report (PIR),
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tracing the missing Baggage and for its delivery to the Passenger in accordance with Resolution 743a. Nevertheless, at the
request of the Passenger, any Participating Offer airline Airline involved in the Interline passenger Passenger journey shall
establish the tracing status from the Carrier to whom the loss was originally reported. When a passenger Passenger reports
missing baggage Baggage at the Connecting Point where the passenger Passenger is required to submit through-Checked
baggage Baggage for customs clearance or government-imposed security check, without relieving the final Airline from its
responsibility, the delivering ailrine Delivering Airline to such Connecting Point shall be responsible for:
4.1.1.2 informing the Airline referred to in 4.1.1 of the Baggage missing at the connecting point Connecting Point and of the
tracing initiated and its results; and
4.1.1.3 arranging for forwarding the missing baggage Baggage to the Airline referred to in 4.1.1 for delivery to the
airline shall transport the baggage Baggage without charge in accordance with such routing.
baggage Baggage shall be forwarded to the airport nearest such address, and, at the expense of the Airline responsible for
the mishandling, re-forwarded from such point by appropriate transport means (including the service of other carrier not
originally involved in the interline passenger journey) to the delivery address.
any Member, to the airport nearest to the passenger’s Passenger’s address. Forwarding of such expedite baggage
Baggage should not be restricted nor delayed at an interline connecting point Interline Connecting Point for security
reasons provided:
4.1.4.1 it is identified by the forwarding Airline that the bag was mishandled; or
Stopover; or
4.1.5.2 in case that Member should not be represented at such place, by any IATA Member, preferably by the Member on
whose flight the expedite baggage Baggage arrived at such airport.
4.1.6 There is no prorating on delivery expenses. Delivery costs from such airport to the passenger Passenger may only be
recharged by the delivering Carrier (not the delivering vendor) to the member responsible for the mishandling if they are in
excess of US$25 or its equivalent per delivery.
In the case of 4.1.5.2, the Member responsible for the mishandling shall be indicated in the box “Expense Of” on the
expedite tag.
When a Member delivers the baggage Baggage as handling agent for another Member (principal) any recharging of delivery
costs by the handling agent to the principal shall not be governed by this Resolution.
The amount recharged shall be supported by proof of the cost incurred, either the PIR reference to allow the receiving
Receiving Airline to check baggage Baggage tracing system files using the available transactions within the system, or if no
compatible system is used, and or a non-IATA Carrier a copy of the PIR report, or in the case of 4.1.5.2 by the original or
copy of the expedite tag.
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4.1.7 Each Party hereto agrees to assume responsibility for establishing procedures for tracing mishandled Interline
baggage mishandled interline Baggage and for the expedient processing and settlement of claims Claims as indicated in
article 5.4 of this resolution. It is recommended that Parties use the tracing procedures shown in Recommended Practice
1743a and make the relevant entries into an industry recognized computerized tracing system.
Each Party hereto agrees to hold harmless and indemnify all other Parties hereto from all claims, demands, costs, expenses
and liability arising from or in connection with the death of or injury to a Passenger, or the loss, damage to or delay Loss,
Damage or Delay of baggage Baggage incurred while such passenger Passenger or baggage Baggage is, pursuant to this
Agreement, being transported by, or under the control or in the custody of such Party.
5.2.1 The issuing airline Issuing Airline indemnifies the Participating Offer Airline, its officers, employees and agents from
and against all claims, demands, costs, expenses and liabilities arising from the improper issue of accountable documents
effected by the issuing airline Issuing Airline.
5.2.2 The Participating Offer Airline, as principal, indemnifies the issuing airline Issuing Airline, including its officers,
employees or agents, as agent, from and against all claims, demands, costs, expenses and liabilities arising from the
Participating Offer Airline's provision of or failure to provide carriage pursuant to any Ticket or EMD properly issued by the
issuing airline Issuing Airline, provided however no such indemnity shall apply in the event of termination of the issuing
Airline's rights hereunder due to said Airline's involvement in proceedings declaring it insolvent, bankrupt or seeking relief
under applicable bankruptcy or insolvency laws, pursuant to Article 10. 10.4.2 hereof.
5.3.1 Each Party hereto shall indemnify and hold harmless all other Parties hereto, including their officers, employees or
agents, against all claims, demands and liability for loss, damage to or delay Loss, Damage or Delay of Baggage, arising from
its failure to discharge its obligations or responsibilities as provided in Article 3.
5.3.2 An Airline participating in the carriage of baggage Baggage at the request of another Airline, shall not be held liable for
any loss, damage to or delay Loss, Damage or Delay that might occur, provided such participating Airline was not involved
in the original mishandling (meaning loss, damage to or delay Loss, Damage, Delay, or pilferage Pilferage).
5.4.1 A Party receiving a Baggage claim Claim, and having participated in the carriage of the passenger Passenger, will
process the claim to a conclusion, with the passenger Passenger, in accordance with the law of the country of settlement.
The policy of the claim-settling carrier Settling Airline will be applied to all baggage claim Baggage Claim settlements. This
covers interim expense policy, exclusion and liability. Such settlement will then be reimbursed to the claim-settling carrier
Settling Airline in accordance with 5.4.2 or 5.4.3.
5.4.2 When it is established in which Airline's custody the mishandling (meaning meaning loss, damage to or delay Loss,
Damage, Delay, or pilferage Pilferage) occurred, that Airline will accept the claim Claim settlement arising from such
mishandling as incurred by the claim-settling carrier Settling Airline.
5.4.3 When it is not established which Airline is responsible, each Participating Offer Airline that participated in the carriage
of the passenger Passenger shall share the claim Claim settlement on the basis of the flown mileage between all Ticketed
points of each Participating Offer Airline. Baggage transfer records do not count as proof of transfer/no transfer unless this
is agreed on between the Airlines concerned. Reason for loss codes and fault stations are for in house use only, they do not
currently recommended by IATA for the settlement of Interline Baggage claims (see Recommended Practice 1751).

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5.4.5 Within sixty (60) days of the date of the claim Claim settlement the claim receiving airline Claim Receiving Airline will
send a request for payment to the other participating or responsible Airline(s) at their Baggage prorate office, providing
them with relevant claim settlement documents. The IATA currency exchange rate on the date of flight should be applied in
the calculation of the amount to prorate.
When any type of marketing/commercial, partner, or code share agreement exists, the request for payment will be sent to
the operating carrier (provided that it is an IATA carrier and thus subject to proration) whose airline designator appears in
the carrier field of the ticketed flight coupon involved in the claim. The operating and marketing carrier may recharge the
operating carrier depending on their established agreements. If such prorate notice is not given in time by the claim
receiving airline Claim Receiving Airline, acceptance of any will be at the discretion of the participating or responsible
airline(s).
5.4.6 All requests for claim settlement shall be paid by the participating or responsible Airline(s) within sixty (60) days from
the date of request for payment. Failure to respond will signify agreement to the recharge.
5.4.7 Requests for prorate and provision of supporting documentation shall be made directly to the Baggage prorate office,
not through the Interline billing and settlement process, using the format shown in Appendix ‘C’ “PRORATE NOTICE”
(published separately) as a cover sheet for the following documents which are required to support any claim under this
agreement including requests for 100%:
5.4.7.1 the passenger’s ticket Passenger’s Ticket number;
5.4.7.4 either (1) full computerised PIR output from a Baggage Tracing System or (2) complete manual Property Irregularity
Report together with copies of evidence of adequate tracing action (e.g. print screens from internal tracing system), except
when the prorated shares amount to US$100 or less and/or in case of damage Damage or pilferage Pilferage;
5.4.7.5 evidence of payment to the passenger Passenger
5.4.7.6 a statement showing the prorated share of each participating Airline.
5.4.7.7 Invoice billings to the responsible carrier(s) through the Airline clearing house Airline Clearing House will be sent
electronically following the electronic billing process outlined in Article 8 and the IATA Clearing House procedures manual.
such Airline shall not request proration settlement from any other Airline. If the claim receiving airline Claim Receiving
Airline uses transportation in lieu of cash to settle a portion of the claimClaim, such Airline shall bill the other claim receiving
airline(s) Claim Receiving Airline(s) its prorated share of the amount of the settlement not covered by transportation in lieu
of cash.
5.4.9 The profiles contained in Resolution 754 of typical Interline Baggage claims, are intended to assist Baggage claims
personnel in determining how to prorate an Interline claim, thus avoiding disputes between Airlines and unnecessary
correspondence. The profiles are based on the rules outlined in Articles 3 and 5 of this Agreement.
5.5 In the event that any claim is made or suit is commenced against a Party hereto, indemnified as above, such Party shall
give prompt written notice to the appropriate other Party hereto and shall furnish as requested all available
communications, legal processes, data, papers, records and other information, material to the resistance or defense of
such claimClaim or suit.

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6.1 No Interline service charge shall be paid by one Party to the other for any sale made pursuant to this Agreement except
such Interline service charges as the Parties hereto may otherwise agree to. Nothing in this or any other Resolution shall
prevent Parties from entering into separate bilateral agreements on the payment of Interline service charges.
Where the Parties do agree that such Interline service charges shall apply, if the Participating Offer Airline or the Passenger
(or purchaser) for any reason cancels their Order or does not use all or any portion of the transportation specified, neither
the issuing Airline nor its Agent shall claim or withhold any Interline service charge for the sale of transportation so
cancelled or unused.
No Interline service charge or other compensation shall be payable to the issuing Airline in respect of sums not actually
settled by it to the Participating Offer Airline, or with respect to sums which shall be refunded, except as otherwise
specifically authorized by the Participating Offer Airline.
Article 7— General Legal, Regulatory and Dispute Resolution
On issuing or completing tickets Tickets, or EMDs for transportation over the routes of other Parties hereto, the issuing
Issuing Airline shall be deemed to act only as an Agent of the Participating Offer Airline(s).
Any act which a Party is authorized or permitted by this Agreement to take may be taken through an Agent agent of that
Party.
7.3 REPRESENTATIONS
Each Party hereto agrees not to make any representations with regard to the tickets Tickets or EMDs of any other Party
hereto, or of the flight or journey for which the same shall be these are sold or issued, except those representations
specifically authorized by such the other party.
7.4 GENERAL AGENTS
Whenever a sale by an issuing Airline is made in the territory of a General Agent or General Sales Agent of a Participating
Offer Airline, the reservation and sale shall be handled in accordance with arrangements made between Parties hereto.
Each Party will advise each other Party from time to time of the names and addresses of all General Agents or General Sales
Agents of such Party located in the area where such other Party has an office(s) for the sale of transportation and of the
territory for which each General Agent or General Sales Agent holds the General Agency or General Sales Agency.
7.5 ASSOCIATE MEMBERS
Where an issuing Airline is an Associate Member of IATA, it shall comply with all the provisions of the IATA Resolution(s)
covering the sale of air transportation.
7.6 NON-IATA AIRLINES IATA RESOLUTIONS
Each party to this Agreement is bound by all IATA passenger Resolutions in effect. These Resolutions are hereby
incorporated by reference and form an integral part of this Agreement.
7.6.1 Each non-IATA Airline which is a Party hereto shall:

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7.6.1.1 have an official Airline designator established in accordance with Resolution 762 and a three-digit Airline code
number, both of which shall be assigned by IATA or the Airlines for America (A4A). If at the time of application to become a
Party to this Agreement, a non-IATA Carrier has not been assigned either a designator or code number, such Carrier shall
request the designator or code number at the same time as making the application to become a Party hereto. The code
number assigned to a non-IATA Carrier, shall appear as the first three digits of the document number on all Interline
accountable Passenger traffic documents issued by that Carrier;
7.6.1.2 be bound by the provisions of Resolution 762;
7.6.1.3 be bound by the provisions of Recommended Practice 1720a
7.6.2 In the acceptance and carriage of Passengers with reduced mobility, each non-IATA Carrier based outside the U.S. or
Canada, shall adhere to the provisions of Resolution 700.
7.7 CODE SHARING
If any Party advertises, by means of industry accepted methods (including publication in a CRS, internal reservation system,
or publicly available timetable), that it is providing transportation, that is instead provided by a non-Party to this Agreement,
the advertising Party shall be bound by the terms of this Agreement, as if it had provided the transportation.
Each Party shall comply with all applicable data protection and privacy laws, including the EU General Data Protection
Regulation (Regulation (EU) 2016/679) where it applies. Each Party shall ensure it observes its obligations regarding
and use of personal data. The Issuing Airline shall ensure Passengers are provided with relevant information about the
such Carriers as more fully described in each Carrier’s applicable privacy policy. Such notice may be given by reference to a
website address (Uniform Resource Locator) as specified in the IATA Resolutions. The Parties may agree, by supplemental
7.9 7.5 ARBITRATION
fees).

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Article 8—General
8.1 CODE SHARING
8.2.1 Notwithstanding paragraph 8.1, billing of amounts payable pursuant to the Agreement shall otherwise be in
accordance with the rules contained in the IATA Revenue Accounting Manual as amended from time to time.
Clearing House.
8.2.3 Except as may otherwise be provided in other agreements, rules or regulations, the right to payment hereunder arises
at the time such services are rendered by a party hereto or its agent.
8.2.4 Except as provided in 8.2.5, settlements of transactions arising under the terms of this Agreement involving one or
more parties that are not members of the IATA Clearing House shall be in accordance with the following procedures:
8.2.4.2 each party shall issue a monthly statement of invoices and credit notes rendered by it. The monthly statements shall
be dispatched promptly but in any case not later than the 15th day of the month following that of the billing month, e.g. for
billing month January, not later than the 15th of February;
Article 9 – Interline Billing And Settlement
9.1 The Issuing Airline agrees to pay to the Participating Airline the transportation charges applicable to the transportation
performed by such Participating Airline and any additional transportation or non-transportation charges collected by the
Issuing Airline for the payment of which the Participating Airline is responsible.
9.2 Billing of amounts payable pursuant to this Agreement shall be in accordance with the rules contained in the IATA
Revenue Accounting Manual and the Manual of Regulations and Procedures of the IATA Clearing House.
9.3 The right to payment hereunder arises at the time such services are rendered by a party or its agent.

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9.1 If the Parties agree to the appointment of a single arbitrator, the arbitral tribunal shall consist of him alone. The arbitrator
may be appointed either directly by the Parties or, at their request, by the IATA Director General.
are only two Parties involved in the dispute each Party shall appoint one of the three arbitrators; should either Party fail to
appoint his arbitrator such appointment shall be made by the IATA Director General. Should more than two Parties be
9.3 The IATA Director General may, at the request of any Party concerned, fix any time limit he finds appropriate within
which the Parties, or the arbitrators appointed by the Parties, shall constitute the arbitral tribunal. Upon expiration of this
fees).
9.6 The award shall be final and conclusively binding upon the Parties.
This Agreement supersedes all previous interline traffic agreements pertaining to transportation of passengers Passengers
and/or baggage Baggage between and among the parties hereto.
10.2.1 Any Airline desiring to become a Party to this Agreement shall make written application to IATA's Head, Airline
Distribution Standards Services by completing the application form shown in Appendix ‘A’ (published separately). The IATA
Head, Airline Distribution Standards shall mail to each Party hereto a copy of such application on the first day of the month
subsequent to the date on which the written application is received.
10.2.2 Each Party desiring to participate with the applicant in the Agreement, shall send its concurrence to the IATA Head,
Airline Distribution Standards, with a copy to the applicant.
10.2.3 Thirty (30) days after the date of the first notice, the IATA Head, Airline Distribution Standards shall mail to each Party
and the applicant, a second notice stating which Parties have concurred with the applicant. On the thirtieth (30th) day after
the date of such second notice, the applicant shall become a Party, and this Agreement shall become binding between the
applicant and all Parties which have concurred with the applicant.
10.2.4 Any additional concurrences received after the mailing of the second notice, will be circulated to each Party hereto
Agreement shall become binding between the applicant and the additional Parties which have concurred with the applicant.
A Party to this Agreement (for the purpose of this provision to be known as a “later Party”) cannot concur with another Party
(for the purpose of this provision to be known as an “earlier Party”) which became Party to the Agreement prior to the later
Party. However, an earlier Party can concur with a later Party at any time, and a copy of such concurrence which is sent to
the IATA Head, Airline Distribution Standards shall also be sent by the earlier Party to the later Party.

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10.2.5 The concurrence procedures outlined above may be expedited in the following manner. The earlier Party shall notify
the later Party of its intent to concur on an expedited basis, by email addressed to mita@iata.org with a copy to the IATA
Head, Airline Distribution Standards. If no objection is received from the later Party the concurrence shall be deemed to be
effective ten (10) days after the dispatch of the email addressed to mita@iata.org. The IATA Head, Airline Distribution
Standards will circulate a list of expedited concurrences in the regular transmittals.
10.2.6 Each year on the anniversary date of a non-IATA Airline becoming a Party to the agreement, the IATA Head, Airline
Distribution Standards shall dispatch by registered mail to such non-IATA Party, the Annual Review Form contained in
Appendix ‘B’ (published separately). If the Party advises that it is no longer operating scheduled services, or it does not
return the form within thirty (30) days of mailing, the IATA Head, Airline Distribution Standards shall have the Party withdrawn
from the agreement under the provisions of 10.4.1.4.
10.2.1 Any airline desiring to become a party to this Agreement shall make a written application to IATA in such form as
IATA may prescribe from time to time. To be eligible as a party to this Agreement, a party shall
if applicable); and
of this fact.
10.4 CONCURRENCES
Agreement.

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writing.
Conference, the IATA Head, Airline Distribution Standards shall mail to all Parties hereto, the text and effective date of the
amendment by registered airmail. Each non-IATA Party hereto shall then, in writing to the IATA Head, Airline Distribution
Standards concur in or dissent from such amendment. If no reply is received from a Party by the thirtieth (30th) day from the
day of mailing, such Party shall be deemed to have concurred in the amendment. Any Party dissenting from the amendment
the 30th day from the date of mailing, the IATA Head, Airline Distribution Standards shall notify all Parties hereto of any
Parties dissenting from the amendment.
10.3.2 Upon the effective date of the amendment, the latter shall become binding between all Parties that have concurred
10.4.1.1 A Party hereto may withdraw from this Agreement either with respect to all the Parties or with respect to a
designated Party, by giving thirty (30) days written notice of such withdrawal to the designated Party and to the IATA Head,
Airline Distribution Standards who shall forthwith circulate such information to all the Parties hereto; in the latter alternative
the agreement shall continue in force between the Party giving such notice and all Parties hereto except such designated
Party.
10.4.1.2 A Party hereto that ceases to operate scheduled services for thirty (30) or more days (other than due to a strike)
shall be deemed to have withdrawn from this Agreement with respect to all other Parties hereto, effective thirty (30) days
after written notice of such cessation is circulated by the IATA Head, Airline Distribution Standards to all Parties hereto.
10.4.1.3 In the event a Party hereto or the IATA Secretariat has reason to believe that a Party hereto has ceased to operate
registered letter, request such Party to confirm that it is still operating scheduled services. No more than sixty (60) days
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such reply is negative or if no reply is received the Party(ies) shall be deemed to have withdrawn from this Agreement with
respect to all other Parties hereto effective upon expiration of sixty (60) days as specified above.
10.4.1.4 In the event a non-IATA Airline which is a Party to this Agreement does not return the Annual Review Form as
provided in 10.2.6 such Party shall be deemed to have withdrawn from the Agreement with respect to all other Parties
hereto effective upon expiration of sixty (60) days of mailing.
10.4.2.1 Notwithstanding 10.4.1, if any Party hereto becomes insolvent, suspends payments or fails to meet its contractual
commercial, operational or other reason(s), any other Party hereto may by written notice to such Party, with immediate
effectiveness, withdraw from this Agreement with respect to the Party notified. The notice may specify the reasons for
notice (including the specific reasons stated therein) to all the Parties hereto. Any other Party may thereafter advise the
IATA Head, Airline Distribution Standards in writing of its withdrawal with respect to the Party notified, effective immediately.
The IATA Head, Airline Distribution Standards shall circulate this information to all Parties.
10.4.2.2 Notwithstanding 10.4.1, if any Party ceases to operate all of its scheduled services (other than due to a strike) any
other Party hereto may submit to such Party written notice of withdrawal, with immediate effectiveness, from the agreement
with respect to such Party; in that event, such other Party shall simultaneously submit details of such withdrawal to the IATA
Head, Airline Distribution Standards, who shall circulate such information to all Parties hereto.
10.4.3 10.7 Prior Obligations
Parties Party from obligations or liabilities incurred hereunder before the date of effectiveness of such withdrawal.
Specifically, any Tickets or EMDs issued by either party for flights operated by any other party shall be honoured by such
other party or parties as ticketed
10.8.1 10.5.1 Non-IATA Airlines Party hereto agree to pay an annual subscription fee in an amount to be determined by the
IATA Head, Airline Distribution Standards. This amount is to cover administrative expenses and one copy of the following
(plus amendments thereto) and any other IATA publications as may be determined by the IATA Head, Airline Distribution
Standards:
10.8.2 10.5.2 Failure to pay such fee within three (3) months of billing shall be deemed a withdrawal of such non-IATA Airline
from this Agreement, effective thirty (30) days after notice thereof by the IATA Head, Airline Distribution Standards.
10.6.1 This Agreement may be executed in any number of counterparts, all of which shall be taken to constitute one original

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10.6.2 Notwithstanding any other provision the adoption and effectiveness of Resolution 780, being essentially a
consolidated version of prior Resolutions 850 (as to Passenger) and Resolution 850a, shall in no event be deemed to
change, alter or vary in any way the existing contractual relationships of the Parties thereto which shall continue in full force
and effect, nor shall such adoption or effectiveness be in any way construed to require re-execution or re-concurrence by
existing Parties thereto.

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Item B4.2.1b/P: Baseline checklist for implementing new

interline partnerships - Passenger (presented in package)
References:
New Recommended Practice 1780a
Background
The global COVID-19 pandemic has led to most airlines suspending scheduled passenger operations. New interline
relationships will be a vital enabler of industry recovery, providing traffic for airlines and connectivity for passengers. Airlines
may need to pursue new and more varied relationships to support their networks as they recover, and to allow them to serve
more origin – destination markets as their operations restart on a limited basis.
The IATA Board of Governors requested an exploration by IATA to re-invigorate multi-lateral interlining to allow airlines to
IATA ran a survey on possible areas of activity ran 6 – 11 May 2020, to assist in the development of work plan. The results of
the survey were discussed by the Interline Group and a work plan was developed.
Part of activities included in this working plan it has been identified the need to offer a baseline checklist that airlines can use
when the forming of a new interline partnership with another carrier.
A working group of the Interline Group was established to progress this work, with delegates from seven organizations.
IAG (Andrew Webster),

American Airlines (Jonathan Peters)
Hahn Air (Fred Nowotny)
United Airlines (Janet Tarver)
Vueling (Nick Ashton)
British Airways (Florian Waldvogel)
Amadeus (Corinne Landra)
Scope and Objectives of this exercise

The objective of this activity is to identify and propose a baseline checklist including recommendations and procedures that
carriers can use and follow when implementing new interline partnerships. This baseline checklist is to be presented and
detailed in a new Recommended Practice 1780a.
The output would not be a legal interline agreement, although it is noted that the Recommended Practice would be
published and could be referred to in a legal agreement as required. A guidance document for airlines on baseline checklist
when forming a new interline partnership has also been published and made available here.
Action
Conference to adopt the new PSC Recommended Practice 1780a (Baseline checklist for implementing new interline
partnerships (Passenger)) as outlined in Attachment A_B4.2.1b/P and note the Baseline Checklist Guidance document for
airlines.

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Attachment A_B4.2.1b/P
RECOMMENDED PRACTICE 1780a

Baseline checklist for implementing new interline partnerships - Passenger
PSC (422)1780a Expiry: Indefinite
Type: B
RECOMMENDED that, for the purpose of forming and establishing a new interline partnership Members use the
guidelines outlined in the Baseline Interline Partnership Checklist published at iata.org/interline. This Checklist captures the
issues and procedures that a carrier needs to discuss and arrange with a new interline partner when negotiating an interline
agreement.
Carriers should make sure that the teams involved in establishing interline processes know about, and comply with, applicable
regulations (such as data protection and privacy laws or competition laws) in relevant jurisdictions.
This Checklist is developed under the authority of Plan Standards Board.

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Item B4.2.1c/P: Framework for simplified interline with

ticketless carriers (presented in package)
References:
New Recommended Practice 1780b
Background
The multilateral interline framework and “ticketless” carriers
The IATA multilateral interline framework comprises of IATA standards, multilateral agreements and platforms such as the
IATA Clearing House (ICH). The Multilateral Interline Traffic Agreement (MITA) framework is a cornerstone of the interline
system. The MITA is a single interline agreement under which IATA and non-IATA member carriers may concur to facilitate
an interline relationship.
The existing multilateral interline framework has been designed around a set of existing processes that are typically used by
IATA member carriers and drive established distribution processes today. These processes are often described in IATA
Resolutions and other standards. These include:
- Publishing fare and rule data with data aggregators, for the use of third-party pricing engines
- Managing availability and reservation processes separately from pricing, payment and ticketing processes.
- Using IATA standard ticket numbers, and processes which establish the “ticket” as a record separate from a
reservation.
- Using a ticket to record confirmation of payment, passenger entitlement to receive services, consumption of
services and to facilitate settlement between interline partners.
- Allowing travel agents to use third-party distribution systems to separately access schedules, availability, and fare
data to construct passenger itineraries and price offers for customers, using the IATA standard neutral ticketing
processes to issue tickets and facilitate settlement between agents and carriers using the IATA BSP.
- The participation in through-fares, and proration of through-fares between interline partners.
- Through tagging of bags, through-checking of passengers and re-accommodation in disruption on interline

journeys.
However, many carriers have emerged which may not use these processes. These carriers may only distribute through travel
agents using offer management processes for example, an API connection where a shopping request is responded to with a
priced offer. They may not manage a separate ticketing process, and instead manage reservations, payment, passenger
entitlement to receive services, and consumption of services within a single record.
These carriers are often described as “ticketless” because they do not use IATA standard ticketing processes to manage
passenger processes. The term “Low cost carrier” or LCC is often used interchangeably to refer to the same group of carriers,
regardless of the comparative cost bases of the carriers being described. The term ticketless carrier may also apply to a
transport operator that is not a carrier, for example a rail operator.
Because of the significant differences in process, interline relationships between ticketless carriers and traditional carriers
have essentially not been facilitated under the IATA multilateral framework.

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The global COVID-19 pandemic has led to closure of borders and most carriers suspending scheduled passenger operations.
New interline relationships will be a vital enabler of industry recovery, providing traffic for carriers and connectivity for
passengers. Carriers may need to pursue new and more varied relationships to support their networks as they recover, and
to allow them to serve more origin – destination markets as their operations restart on a limited basis. This may include
relationships with ticketless carriers.
IATA Board of Governors request to reinvigorate multilateral interline

The IATA Board of Governors requested an exploration by IATA to re-invigorate multilateral interlining to allow carriers to
IATA ran a survey on possible areas of activity during the period 6 – 11 May 2020, to assist in the development of work plan.
The results of the survey were discussed by the Interline Group, and a work plan was developed.
This activity relates to the work plan item to develop a “framework for simplified interline with ticketless carriers within
the existing distribution environment”.
A working group of the Interline Group was established to progress this work, with delegates from five carriers and two system
providers. These delegates were.
Hahn Air (Chris Allison)

Hawaiian (Michael Chock, Dan Collins)
IAG, representing Iberia, (Andrew Webster)
Lufthansa Group, representing SWISS (Eric Wirth)
Vueling (Nick Ashton)
Amadeus (Yann Colliva, Corinne Landra)
Navitaire (Robin Aborn)
Scope of this activity

The scope of this activity is to develop a “framework for simplified interline with ticketless carriers within the existing
distribution environment”.
The existing distribution environment has been defined as the processes typically used by IATA member carriers within
interline relationships and described in IATA Resolutions and Recommended Practices. This includes publishing schedules,
processing reservations, determining pricing based on published fares and rules, issuing and honouring tickets, through-
checking baggage, prorating through-fares and performing interline billing using the IATA Clearing House.
A ticketed carrier is defined as any carrier which has capability to carry out all of these processes, and typically uses these
processes to distribute their content and interact with interline partners.
A ticketless carrier is defined as any carrier which does not have the capability to use some or all of these processes.
Specifically, this Recommended practice would focus on ticketless carriers that use a single record to manage a customer
order, instead of separate reservation and ticket records.
This Recommended Practice may provide a starting point for establishing interline processes between IATA Members and
ticketless carriers. It would describe recommendations of aspects that could be defined and agreed, and a set of model
processes that may be followed.
By using the checklist, the carriers will not form an actual interline agreement, although the Recommended Practice will be
published and can be referred in the final agreement entered into by the carriers. It is also noted that the Standard Retailer
Supplier Interline Agreement (SRSIA) that was under development within the Interline Group (but which has not yet been
adopted as an industry standard) may eventually be used as a basis for establishing an agreement between carriers.
Action
Conference to adopt the new PSC Recommended Practice 1780b (Interline Framework between Ticketed and Ticketless
Carriers) as outlined in Attachment A_B4.2.1c/P.

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RECOMMENDED PRACTICE 1780b

Interline Framework between Ticketed and Ticketless Carriers
PSC (422)1780b Expiry: Indefinite
Type: B
RECOMMENDED that, when IATA Members plan to enter into bilateral interline arrangements the following guidelines may be
followed.
1. INTRODUCTION
The IATA multilateral interline framework comprises of IATA standards, multilateral agreements and platforms. The
Multilateral Interline Traffic Agreement (MITA) described in Resolution 780 is a cornerstone of the interline system. The MITA
is a single interline agreement under which IATA and non-IATA member carriers may concur to facilitate an interline
relationship. The existing multilateral interline framework utilises a set of existing processes that are typically used by IATA
member carriers. These processes include publishing schedules, processing reservations, determining pricing based on
published fares and rules, issuing and honouring tickets, through-checking baggage, prorating through-fares and performing
interline billing using the IATA Clearing House.
However, some carriers do not have the capability to use some or all these processes. These are often referred to as
“ticketless” carriers because they do not use IATA standard ticketing processes.
Carriers engaging in interline relationships with ticketless carriers typically establish specific processes on a bilateral and
separate basis, outside of an IATA standard.
2. SCOPE
This Recommended Practice is intended to lay out the issues that need to be discussed and/or addressed when negotiating
new interline partnerships and establishing interline processes between ticketed carriers and ticketless carriers. It lists
recommendations of aspects that should be discussed, defined and agreed, and refers in some circumstances to a set of
model processes that may be followed.
For the purposes of this Recommended Practice, a “Ticketed Carrier” is a carrier with the capability to use processes
described in IATA Resolutions and Recommended Practices, including publishing schedules, processing reservations,
determining pricing based on published fares and rules, issuing and honouring tickets, through-checking baggage, prorating
through-fares and performing interline billing using the IATA Clearing House. A “ticketless carrier” may be any carrier which
does not have the capability to use some or all of these processes.
This Recommended Practice uses the terminology of “Retailer” to describe the carrier with whom the customer interacts to
purchase services, and “Supplier” to describe other carriers that may deliver services to the customer. Either the ticketed
carrier or the ticketless carrier may act as a retailer or a supplier (or both) within an interline relationship. The terms “validating
carrier” and “participating carrier” are specific to interactions involving traditional ticketing processes; they are used within
this Recommended Practice to describe general roles.
This Recommended Practice does not constitute a multilateral interline agreement. Furthermore, by using this document, the
carriers will not form an actual interline agreement. A separate bilateral agreement, negotiated and agreed upon by the
relevant carriers, is required. This Recommended Practice may be referred to in the agreement entered into by the carriers.

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This Recommended Practice refers to processes used between carriers regardless of the distribution channel used by the
customer. Accordingly, it may describe processes used within indirect distribution, or used by a carrier engaging with a
customer directly through their own sales channels.
This Recommended Practice refers to processes used in any interline scenario, where one carrier is selling a service or
services to a customer, and where another carrier is delivering some or all of those services. This may involve services sold
in connection (where a passenger connects from the flight of one carrier onto the flight of another carrier), or point-to-point
services for example where a passenger travels outbound on one carrier, and separately travels inbound on another carrier.
This Recommended Practice does not refer to processes where two separate travel arrangements are presented to a
customer together by an intermediary, but where an interline relationship does not exist between the two carriers.
3. PURPOSE
The purpose of this Recommended Practice is to remove duplication and streamline the establishment of interline
relationships between ticketed and ticketless carriers, to
• Ensure interline relationships between ticketed and ticketless carriers provide a seamless experience for
customers;
• Make new interline partnerships easier to form;
• Remove the administrative burden of separately establishing processes between ticketed and ticketless carriers;
• Provide awareness as to the aspects of interline relationships that should be discussed, defined and agreed, to
ensure agreements are comprehensive and robust.
4. DEFINITIONS
A “ticketed carrier” is a carrier with capability to use all of the processes described in IATA Resolutions and Recommended
Practices concerning publishing schedules, processing reservations, determining pricing based on published fares and rules,
issuing and honouring tickets, processing through-checked baggage, and performing interline billing using the IATA Clearing
House.
A “ticketless carrier” is any carrier without the capability to use some of or all of the processes described in IATA Resolutions
and Recommended Practices concerning publishing schedules, processing reservations, determining pricing based on
published fares and rules, issuing and honouring tickets, processing through-checked baggage, and performing interline
billing using the IATA Clearing House.
A “Retailer” may be either a ticketed or ticketless carrier selling Products and Services to customers, directly or through
agents. These Products and Services may be obtained from the supplier and sold to the customer, either individually or as
part of a bundle, at a price determined by the Retailer.
A “Supplier” means either a ticketed or ticketless carrier that is supplying Products and Services to a Retailer and is
responsible for the delivery of those Products and Services to the customer.
5. ESTABLISHING AN INTERLINE RELATIONSHIP
5.1 General considerations for establishing an interline relationship
Interline relationships involve many functions and activities that outside of interline may not exist. Some of these activities
may be considered as stand-alone, in that they relate purely to interline relationships: for example, negotiating and managing
interline agreements with partners. However, many other activities closely align with general non-interline business functions
managed by established teams.
Carriers should determine whether interline functions are to be managed in a centralised model, by a dedicated team, or in a
decentralised model, by business units also managing non-interline related functions.
5.2 Understanding the specificities of ticketed carriers

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Current processes followed by ticketed carriers often reflect processes used in paper-based distribution. In paper-based
distribution processes, carriers published schedules and fares, which specialist organisations would then aggregate and
distribute. Travel agents or ticketing offices could then refer to these schedules to construct an itinerary, and would need to
manually contact each carrier in an itinerary to secure a reservation for each flight segment. Once reservations were
confirmed, publish fares could be combined to price the total itinerary. If suitable for the customer, the itinerary and price
would be recorded on a single ticket, issued in the name of one carrier, the validating carrier. The travel agent would then
report ticket issuance to the carrier and settle the payment collected from the customer with that carrier. Beyond the initial
contact to secure a reservation, carriers participating in the itinerary may essentially have had no information of the fare
collected, the customer, or the itinerary until the customer presented the flight coupon to board the flight. The flight coupon
would then be used by the participating carrier to bill the validating carrier for their share of the fare.
As technology evolved, these processes were replicated within computer systems, and interactions were automated through
industry standards. Despite this, the process flow has remained largely unchanged. Today, most of these processes are
managed by Global Distribution System (GDS) or Passenger Service System (PSS) providers. These systems still typically
follow a workflow of itinerary building from a neutral display, obtaining unpriced reservations from each carrier within the
itinerary, pricing the entire itinerary using published fares and then ticketing and reporting.
Separate reservation and ticket records, and pricing constructed from published content are important specificities that
should be understood by ticketless carriers when interacting with ticketed carriers.
While every carrier’s business model is determined on an individual and independent basis, ticketed carriers (due to their
history) often have a wider network of interline partnerships, actively use third-party distribution systems in indirect sales
channels, and typically have experience offering a wide variety of origin and destination itineraries by combining their own
services and the services of their partners.
5.3 Understanding the specificities of ticketless carriers
Ticketless carriers often focus on commercial models favouring direct distribution, and accordingly have adopted simpler
processes typically involving offering priced segments (instead of constructed prices using filed fares), and single
reservation records that contain all the information and do not require separate reservation and ticketing process. This
typically bypasses the need for separate processes around availability, reservations, ticket issuance, departure control and
revenue accounting. From a distribution perspective, many ticketless carriers interact with third parties using application
programming interface (API) processes, where a request for content is responded to directly.
Because of these specificities, ticketless carriers are typically not equipped to interact seamlessly with processes centred
around traditional tickets and reservations.
While every carrier’s business model is determined on an individual and independent basis, ticketless carriers may have a
more limited number of interline relationships, and may tend to focus on direct distribution. They may also tend to focus on
point-to-point operations and not focus on offering a variety of origin and destination itineraries by combining their own
services and the services of partners.
5.4 Differences in system architecture
Because of the differences in process, and different approaches with regards to external interactions (with both interline
partners and also with e.g. third-party distribution systems in indirect distribution), ticketed carriers and ticketless carriers
often have very different system architectures. Ticketed carriers typically have a complex array of separate but connected
systems supporting different processes. These systems may be operated directly by the airline, or by one or several system
providers. This system environment is commonly referred to as the Passenger Service System or PSS.
IATA standards often define expected behaviours between parties, and data exchange processes between systems. These
standards may then influence the internal design and structure of certain records within separate systems.
While it is important to carefully agree on business processes between interline partners, an understanding of system
architecture may be useful to grasp the specificities of each interline partner and the possible limitations these could
represent.
5.5 Legal agreement

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Carriers should make sure that the teams involved in establishing interline processes know about, and comply with, applicable
regulations (such as data protection and privacy laws or competition laws) in relevant jurisdictions.
Entering into an agreement defining the rights and obligations of each party is an important step for building an interline
relationship. An agreement should define the rights and obligations of each party and include provisions on matters such as
liability, termination or dispute resolution clauses.
In the existing distribution environment, many carriers form a legal interline agreement by concurring to the IATA Multilateral
Interline Traffic Agreement (MITA).
6. PROCESSES TO SUPPORT INTERLINE
6.1 Customer interactions
Carriers should clearly establish which carrier may contact the customer directly. This would include contact before, during
and after the delivery of services. As a general principal, customer contact should be initiated by the Retailer carrier.
If the customer contacts the Supplier directly, it should be clearly established as to whether the Supplier should direct the
customer to the Retailer, or in which circumstances the Supplier should process the customer’s request.
Where either carrier is unable to provide products or services that have been confirmed to the customer, it is important to
clearly agree who will be responsible for informing the customer and managing the changes.
Within the existing distribution environment and standards that govern interline between ticketed carriers, a booking source
(which may be a travel agent, or an airline) manages all contact with the customer with regards to the customer’s reservation.
Once a ticket is issued the issuing carrier manages all contact with the customer. However, under existing standards,
participating carriers may respond to customer queries and manage changes to a customer’s itinerary within certain
parameters. An important caveat to this principle is during times of irregular operations. When an irregular operation occurs,
under existing standards it is the carrier who has caused the disruption that manages customer communication and manages
re-accommodation of the customer to their next point of stop over.
Ticketless carriers may have specificities that prevent them from being able to provide the same level of information, or the
same capability to service customers where they act as a Supplier. Ticketless carrier business processes may also be built
around direct customer interactions, and processes that require the suppression of customer contact in some
circumstances (such as when another carrier is acting as a Retailer). These differences may require some process change or
adaptation. For instance, in an irregular operation scenario, ticketless carriers may not have sufficient information on the full
itinerary of interline customers to allow them to completely manage re-accommodation.
Carriers should clearly acknowledge and manage differences in processes that may limit a ticketless carrier from
suppressing customer contact where required, from communicating via a booking source, or from managing customer
queries where they are a booking source.
6.2 Determining what can be sold
Carriers should determine what can be sold within an interline relationship and by whom. This covers the journeys across the
carriers that can be sold, which of the carriers can sell them and the products that can be sold for those journeys. Either the
ticketed carrier or the ticketless carrier could act as a Retailer or a Supplier (or both) within an interline relationship. This
should be clearly defined, and processes clearly agreed for each of set of circumstances.
6.2.1 Schedule data
Carriers should determine the itineraries that may be sold within the relationship. This will then require Carriers to exchange
schedule data. This information includes the flight schedules themselves, schedule change information and Minimum
Connecting Time data. Establishing a timely data exchange is essential to ensure that customers can be kept up to date with
any changes to their journey times. Underpinning this is the expectation that both carriers in a relationship will have an IATA-
issued airline designator, and publish flight numbers following IATA standards. If carriers are engaged in indirect distribution,
then they will have some method for publishing their schedule information to the distribution channels that require the
information.

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In the current distribution environment, ticketed carriers publish schedules in a Standard Schedules Information Manual
(SSIM) format to schedule aggregators who then make that information available to the other parties who require it.
Ticketless carriers may not follow the same process generating or consuming SSIM data files.
Carriers should agree on how each carrier will obtain access to schedule data. The approach taken may differ between the
two carriers. For example, the ticketed carrier may continue to share SSIM files that the ticketless carrier is able to process.
Ticketless carrier may only be able to generate a bespoke-format data file that the ticketed carrier will have to process
separately.
Where the Retailer uses indirect distribution channels, it may be important that a full set of schedule data including the
Supplier’s flights is published externally. If the Supplier carrier does not typically publish schedule data externally, then they
may agree for the Retailer to file schedules on their behalf to allow itineraries to be constructed within indirect distribution
systems.
6.2.2 Other considerations
Carriers should also determine exactly what product is being sold to the customer. Carriers will need to explore if the products
they can offer include the flight itself (transportation), seat selection, baggage allowance, and/or ancillary services. Carriers
should also determine the flexibility associated with the product such as the ability to change or refund.
This will establish the correct expectation that can be communicated to a customer in terms of the service they can expect
as part of their interline journey, what is included, what changes are permitted and what can or cannot be purchased as
additional products.
Within the existing distribution environment, many of these aspects are included in the fare filing, rule and pricing automation
data. Where ticketless carriers manage these considerations independently of filed fare data, these considerations should
be clearly communicated between interline partners.
6.3 Confirming services (reservations)
6.3.1 Processes for requesting and confirming services, and minimum information
Carriers should determine the process by which the Retailer can request services from the Supplier, and the process by which
the Supplier can respond with services that are available. Where a customer wishes to proceed with a booking, a process
should also be established as to how the customer’s request can be communicated by the Retailer to the Supplier and
confirmed by the Supplier to the Retailer. Carriers should also determine the minimum set of information that is required when
a booking is created.
In the traditional distribution environment, a booking source obtains information from individual ticketed airlines around
inventory that is available (with reference to reservation booking designators, or RBDs). It then makes a booking request by
requesting seats in specific RBDs from each participating carrier. Existing reservation standards describe these processes
and establish the data exchange formats for these request and response messages. Segment statuses are used to confirm
that inventory has been successfully held on the required service operated by each carrier. The reservation standards
describe a minimum set of information that is required at the time a booking is made, which is typically a passenger’s name,
telephone number, itinerary, the ticketing arrangement and from whom the booking request has been received. It is important
to note that within the traditional distribution environment, a confirmed reservation typically only suggests that inventory is
held. Such reservations may be changed at any time and are not considered confirmed until ticket issuance.
Ticketless carriers may support requests sent in these standards formats or may use bespoke data exchange standards for
requests and responses. The method used for these interactions, and the data required by each carrier, may be slightly
different.
To align processes between ticketed and ticketless carriers, carriers should carefully determine what requests will be made
and what responses are expected. Carriers should also establish the minimum set of information that should be provided
when a booking is requested.
There are two primary options.

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Option 1: If the carriers are filing their own schedules and distributing their own availability, it is the responsibility of the
booking source building the itinerary (for example a third-party distribution system used by a travel agent, or the carrier’s own
reservations system responding to a customer request) to initiate the reservations process with each carrier, and ensure
inventory is held on each carrier.
In this scenario, assuming the carrier in question already has an implementation with these reservation systems, existing
reservation processes will be followed.
In this scenario, it is the responsibility of the booking source (and the system used by the booking source) to ensure they are
building a valid itinerary, such as ensuring that the carriers are allowed to combine, and that any minimum connect times are
taken into account.
Option 2: Another option is for the Retailer to file the schedules and distribute the availability of the Supplier on their behalf.
Typically, this would mean that the reservations are made with the Retailer for all segments (perhaps for both those of the
ticketed and ticketless carrier), and the Supplier’s segment would be booked as under a flight number filed by the Retailer.
This may involve industry standards to facilitate codeshare (with an identified marketing and operating carrier).
The reservations process would then be a bilateral implementation between the Retailer and Supplier, where the Retailer’s
reservation system receives a reservation request from the booking source and effectively cascades that reservation
request to the Supplier using a bespoke process.
The carriers should establish whether the Retailer can immediately return the segment status to the booking, or whether it
will wait for the segment status in the response from the Supplier.
6.3.2 Disclosure considerations
The point at which reservations are being made is essentially the first point of contact between the Retailer and the customer.
This is the point at which any disclosures required by law should be made by the Retailer. This may include the operating
carrier, the carrier with whom the customer must check in, the baggage provisions and documentation requirements. Where
these disclosure requirements exist, carriers should ensure enough information is available from the Supplier to allow the
Retailer to fulfil its obligations. Much of this data may be available to the Retailer already through schedule filing, fare filing, or
internal data, and ultimately displayed as part of the ticket and itinerary receipt. Where this data is not readily available, it is
the responsibility of the Retailer to obtain this data from the Supplier.
6.3.3 Sending information on full itinerary (or connecting segments) to Suppliers
It may be important for the Supplier to have full information about the customer’s entire itinerary. This may be especially
important where the Supplier’s segment forms part of a connecting itinerary.
Within the existing distribution environment, the Retailer will typically share details of the other Products and Services that
will be delivered to the customer using existing reservation standards so that this information is contained within the PNR
issued by the Supplier. If the full itinerary is not provided, at a minimum information on the proceeding segment and the
onward segment may be provided to allow the Supplier to manage around flight disruptions and manage processes for
ensuring passengers and baggage connect between flights. This information is also important for the through-checking of
bags or through-checking of passengers. Where a bag is to be through-tagged to the point where it will be claimed, or where
a passenger is to be through-checked, the segments across which the through-check or through-tagging occurs may need
to be present in the reservation record of the Supplier to facilitate this.
Ticketless carriers may have processes designed around point-to-point processing of passengers and bags, and reservation
records that contain only online segments.
Carriers should ensure that they clearly establish what information should be exchanged between Retailer and Supplier at
time of reservation. Carriers should also clearly establish what processes should be employed by the Supplier within the
operational environment where they may not have a full set of information on the itinerary.
6.3.4 Information required to be sent to regulators
There may be mandatory data such as identity or travel documentation data that is required to be sent by the Supplier to the
regulators. In this scenario, this data will need to be shared at the time of reservation where it is available.

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Within the existing distribution environment, this would normally be transmitted using industry standard special service
request (SSR) elements within reservation messages. If a Supplier cannot process SSRs, then the method of data
transmission needs to be established. Even if the Retailer receives this data at time of reservation, it may be enough for the
Supplier to collect this data at time of check-in, but where this is mandatory at time of reservation a transmission mechanism
must be established.
6.4 Baggage considerations at time of shopping
At the time of responding to a customer’s request, and confirming reservations, it is important that clear information can be
provided as to the baggage provisions that will apply. At the time the customer’s order is confirmed, it is also critical that this
information is clearly disclosed. This should include the baggage allowance that is included at no additional cost, baggage
allowance that has been purchased separately, the ability to purchase additional checked-baggage either before travel or at
time of check-in, any charges that will apply for excess baggage, and any limitations on cabin baggage. This information is
referred to as the “baggage provisions”. In interline itineraries, it needs to be clear which carrier’s baggage provisions apply
in any circumstances. Whatever baggage provisions apply, this must be clear to the customer, and clear to the Supplier’s
systems and teams in the airport environment.
In the existing distribution environment, a single set of baggage provisions typically applies to an entire itinerary. The
provisions that will apply are either selected following regulations, following the industry default selection provisions (IATA
Resolution 302), or are selected by bilateral agreement. Where baggage is included as a “free baggage allowance”, this is
typically outlined within the filed pricing automation data and on standard ticketing messages to ensure visibility on the
passenger’s ticket record at any point.
The purchase of additional baggage and the collection of excess baggage may create different challenges. While industry
standards such as electronic miscellaneous documents (EMDs) provide a mechanism to facilitate these processes, these
processes need to be agreed between carriers. Carriers may establish a mechanism by which it can be recorded that an
additional bag has been purchased, to allow this to be recognised in the airport environment, and then establish a process
for billing value associated with the purchase of additional baggage if they choose to.
It is important to note a difference that may exist in the general approach to baggage allowances between ticketed and
ticketless carriers. Ticketed carriers often have processes designed around a free baggage allowance (particularly for
interline itineraries), and chargeable baggage processes that have been designed as an exceptional process. Ticketless
carriers often have processes where all bags by default are chargeable bags, and where checked bags are essentially always
treated as an ancillary product. These differences permeate many different processes, and need to be carefully considered
when establishing processes.
Where the Retailer includes a bag in its fare, it expects the Supplier to honour this. The carriers would have to agree upon the
process to handle this from a reservation, check-in and baggage handling perspective.
6.5 Pricing
To respond to a customer’s request for an entire itinerary, the Retailer will provide information to the customer around the
total price of the itinerary, and any conditions that may apply such as the ability to change or cancel.
Before being able to ascertain the total price, the Retailer must have information from the Supplier around the prices for their
services, and the conditions that they expect to be attached.
The price being returned by the Supplier to the Retailer may be directly communicated to the customer, or it may be included
in a single total price being provided to the customer, either in the form of a through-fare or a total offer for the entire itinerary.
Beyond the calculation of the price being offered to the customer, there may also be an impact on interline billing. The price
provided by the Supplier and used by the Retailer may form the basis for interline billing between the two carriers, in the
absence of a process of proration of a through-fare.
In the existing distribution environment, fare and rule data is typically filed by every carrier with a data aggregator such as
ATPCO. This data is applied to an itinerary by a pricing engine, constructing a total price from the different fares that can be
validly combined and applied to the itinerary. This total price is then offered to the customer in the name of a single validating
carrier and is outlined on the ticket when issued.

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This constructed price may be a combination of sector fares and through-fares. The combination of different fares across
carriers within an interline itinerary is managed through reservation booking designator (RBD) mapping, which is also typically
filed with a data aggregator such as ATPCO.
Many ticketless carriers do not file fare and rule data, and do not manage pricing through the application of filed fare and rule
data. They manage pricing internally and respond to shopping requests individually with a priced offer. Many ticketless
carriers may also manage pricing on a sector basis, with a separately defined price point for each single flight, without the
ability to construct fares using fare components at an itinerary level.
Where a ticketed carrier is acting as a Retailer, they may need to ensure that any fare filing is managed directly by the ticketed
carrier to ensure itineraries can be correctly priced.
If the ticketless carrier is using their core reservations system to manage financial processes such as general ledger
accounting, they may use the sector-based value that a customer may have paid as the basis for recording financial
transactions. They should ensure that for interline bookings, the data used for processing financial transactions (such as
recording the receivable amount from an interline partner) is correctly captured. For interline bookings, the value that will be
billed may be determined by a Special Prorate Agreement, and so may not be reflective of the value that a customer would
have paid for the segment if the booking had been made directly through a public channel.
6.6 Calculating and collecting taxes, fees and charges from the customer
Fees and charges often have to be separately disclosed, while taxes in most instances must be separately disclosed, to the
customer at the time a final price is presented to the customer, and separately disclosed when the customer’s order is
confirmed (or ticket is issued). From an interline perspective, all of the taxes, fees and charges that may apply across the
entire itinerary should be calculated and collected by the Retailer, to avoid separately collecting these from the customer
during their journey. Certain taxes, fees and charges may be required to be remitted to collecting authorities directly by each
Supplier, even if they have not been directly involved in collecting these from the customer.
In the existing distribution environment, IATA Resolution 785 establishes the IATA Ticket Tax Box Service (TTBS) as the
neutral source of official amounts for taxes, fees and charges. IATA Recommended Practice 1723 recommends that IATA
member airlines use the coded TTBS data contained in the ATPCO tax data subscription. The Retailer is always responsible
to collect all applicable taxes, fees and charges; and the Supplier is entitled to bill the value that should have been collected
from the customer, regardless of the amount that actually was collected, for taxes, fees and charges due when the passenger
travels (so-called interlineable taxes, fees and charges). In addition, certain taxes, fees and charges are applied on a sales or
ticketing basis and which generally remain the responsibility of the validating carrier to remit to the responsible authority.
There are separate industry standards for the treatment of these billings following irregular operations, and where amounts
are disputed.
Ticketless carriers may not have access to the IATA TTBS data for the calculation of taxes, and may typically manage taxes,
fees and charges for their operated services only. Carriers should ensure they have a clear process on how taxes, fees and
charges will be collected and reported, and (where necessary/applicable) how the Supplier will bill the Retailer for the value
of these taxes, fees and charges to allow them to remit these to the collecting authority where required. This should include
considerations around the production and distribution of any statutory tax invoices that need to be provided to the passenger
over and above standard ticketing documents/records.
Another consideration is the treatment of sales- or value-based taxes, such as value added tax (VAT), goods and services
tax (GST) or sales tax. In most jurisdictions, domestic travel attracts VAT/GST/sales tax, while international travel generally
does not. Accordingly, if domestic travel is sold in connection with an international journey, the fare will generally not attract
VAT/GST/sales tax. Where existing filed pricing processes are used (and where such sales- or value-based taxes are filed as
a tax) this may not create an issue. Where a domestic fare is filed inclusive of sales- or value-based taxes, this may require
separate treatment. Carriers should ensure that these considerations are addressed appropriately and seek tax advice.
Confirming a customer’s order (ticketing)
Carriers should determine the process by which the Retailer confirms to the Supplier that they have communicated to the
customer that the customer’s order is final, and that the customer is entitled to receive services. This process might also
include the Retailer confirming the unique reference number under which subsequent servicing, delivery and billing may
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In the existing distribution environment, the Retailer would issue an IATA standard ticket (or their travel agent would issue a
neutral ticket, validated on the Retailer’s ticket stock). One ticket would be issued for each passenger, and each ticket could
include up to 16 segments (four segments per ticket, with a maximum of four tickets issued together as a conjunctive set).
This ticket acts as a record of the contract with the passenger (and often as a receipt for the payment received). The issuance
of the ticket would be communicated to each Supplier through reservation messaging standards (as an SSR TKNE element),
and the ticket is then used for various delivery and accounting processes. Specifically, before boarding a passenger on a
flight, each Supplier obtains control of the ticket coupons and records when delivery has occurred using standard ticketing
messages. In this way, the Retailer’s ticket record is maintained as an accurate record of those services that have been
delivered to the customer, and those services that the customer is still entitled to receive.
The ticket can also be used to process and record changes to the customer’s itinerary. Coupons that are not in a final status
(i.e. they are not flown, or already exchanged) may be reissued or exchanged for new tickets issued by the same carrier, or
even by a different carrier.
In the existing distribution environment, many specific processes regarding interline billing and settlement also use the ticket
number as a unique identifier and use the segment statuses of the ticket to trigger financial obligations, the recognition of
general ledger accounting entries, and interline billing. In this way the ticket also acts as “currency” between ticketed carriers,
in that value that is recorded as being held by one carrier in a ticket can always be billed by another carrier – either when they
deliver services described on the ticket, or when they obtain control of a coupon and reissue that coupon into their own
document.
Ticketless carriers may operate a single confirmation process, and not a separate reservation and ticketing process.
Ticketless carriers may use a single record to confirm a reservation, but also to track delivery of services, and the customer’s
entitlement to receive services. Carriers should ensure that there is a clear understanding on the obligations that are created
at the time a reservation is created, as opposed to obligations that may be created at the time of ticket issues or the time
services are delivered.
Different challenges exist for ticketed carriers selling ticketless carrier services and vice-versa. Where a ticketed carrier acts
as a Retailer, the ticketed carrier will be likely to issue a ticket for travel on the ticketless carrier’s services regardless of
whether or not the ticketless carrier will interact with this ticket. This is needed for the ticketed carrier to ensure that its own
processes continue to work.
Where a ticketless carrier acts as a Retailer, the ticketed carrier may need the ticketless carrier to issue a real ticket or some
form of pseudo-ticket for a customer journey so that it will be able to handle that customer through its processes that rely on
the existence of a ticket.
6.7 Changes to confirmed services
6.7.1 Customer initiated changes
If a passenger requires a change to their booking, carriers should establish which carrier is able to process these changes
and how information on changes is communicated between carriers.
In the case that the customer reservation is made as an interline (or codeshare), the partner should be able to proceed with
making changes in its reservation system. The Supplier’s system should receive messages with changes and be able to
process them accordingly.
In the existing distribution environment, the booking source is typically responsible for managing customer initiated changes
prior to travel. The booking source may be a travel agent, or an airline. The booking source will process the changes, and
standard reservation messaging will occur with all the participating carriers to allow segments to be confirmed and for each
carrier to update their reservation record. The booking source would then typically also be responsible for reissuing tickets
once the new itinerary has been confirmed, and any change to price has been calculated. Repricing occurs through a
revalidation of fares (and taxes, fees and charges) that now apply to the revised itinerary to calculate the additional collection
that may be required from a customer. The new reissued ticket may act as a record of what any additional fare (or fees) that
has been collected from the customer, and also links the value that was collected on the original ticket.

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Ticketless carriers may operate with a single record, and not separate reservation and ticketing process. Ticketless carriers
may use a single record to confirm a reservation, but also to record changes, the recalculation of pricing and the collection
of additional payment from the customer.
Carriers should ensure there is a clear understanding on the processes that will be established to process changes to
reservation, but also to effect any change in price, and collection from the customer. Where the ticketed carrier acts as
Retailer, this may follow an existing process where the ticketed carrier performs re-pricing and reissuance, and the ticketless
carrier simply needs to update their reservation record. Where the ticketless carrier acts as Retailer, this may require more
extensive process redesign and interaction with the ticketed carrier’s ticket server.
6.7.2 Carrier initiated schedule changes
When any carrier involved in a customer’s itinerary makes a change to the schedule of their flight at any time, this may impact
the customer’s entire itinerary. Flights may misconnect, or the itinerary may no longer be attractive to the customer or meet
their requirements. When any schedule change occurs, this must be clearly communicated to the customer, and the
customer must have the opportunity to revise their itinerary.
It is important to clarify the difference between a planned schedule change and an irregular operation. IATA member airlines
(whether ticketed or ticketless) are bound by Resolution 735d which limits an irregular operation to events which occur on
the day of scheduled departure of the first impacted flight, or the day before that day. All other events are by definition
considered planned schedule changes. Resolution 735d establishes specific processes for irregular operations which are
different to those of planned schedule changes. Where interline relationships are formed with non-IATA member airlines,
carriers should agree to the definitions of a planned schedule change and an irregular operation.
It is also important to note that different carriers have different approaches to schedule changes, and some carriers may
change schedules much more frequently, and closer to departure than others. Carriers should work together to establish a
clear understanding of the likely volume of schedule changes.
Within the existing distribution environment, any participating carrier’s schedule change will result in standard reservation
messaging back to the booking source to advise them that the original flight is no longer intended to operate as confirmed
and suggest an alternative flight. The booking source would then contact the customer, and may change the itinerary to meet
the customer’s requirements, using processes that would mirror the process for a customer-initiated change (processing
changes to reservations, and then a reissuance of tickets). The primary difference is that typically no additional fare would be
collected, and the ticket would simply be reissued at the originally collected fare, to reflect the fact that the change was not
requested by the customer, and so the customer should not be penalized.
Ticketless carriers may operate with a single record, and not separate reservation and ticketing process. Ticketless carriers
may use a single record to confirm a reservation, but also to record changes, and the recalculation of pricing and the
collection of additional payment from the customer.
Carriers should ensure there is a clear understanding on the process that will be established to process schedule changes.
Where the ticketed carrier acts as Retailer, an existing process may be followed whereby the ticketed carrier performs re-
pricing and reissuance, and the ticketless carrier simply needs to update their reservation record.
The ticketless carrier should also ensure that where they are acting as a Supplier, additional collections will not be requested
from customers. If the ticketless carrier’s processes typically trigger a request for collection of a fare difference following a
reservation change, this issue will need to be discussed and agreed between carriers. The collection of the fare difference
may need to be suppressed, and teams managing customer interactions will require training on the process.
Where possible the ticketless carrier should also supress customer communications, and ensure that this is managed by the
Retailer, or by the booking source. Ideally, the Supplier should be able to recognise and manage a Retailer-sold customer
when initiating a schedule change, but this is not always possible. Where a ticketless carrier is acting as a Supplier, they may
not be able to identify the Retailer-sold customer when processing changes and thus make a change without knowing that
they are impacting a Retailer-sold customer.
Where the ticketless carrier acts as Retailer, this may require more extensive process redesign.
It is essential that both carriers have a robust, clearly defined schedule exchange process, which provides regular and timely
schedule updates. Both carriers need to be able to send, receive and action messages in a timely fashion. This could form

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part of the regular SSIM exchange or require separate schedule messages that fall outside this. It is recommended that the
teams responsible for scheduling and the production of schedule files communicate with each other as the agreement is
being set up to establish any issues, that might exist, agree on procedures and exchange direct contacts.
6.7.3 Irregular operations
When any carrier involved in a customer’s itinerary has an operational interruption this may impact the customers’ onward
flights in an interline itinerary. In an irregular operation, it must be clearly established who will manage re-accommodation or
customer contact, but also which carrier will manage any required changes to the customers itinerary. Within an irregular
operation, there may be the involvement of a different carrier as part of the re-accommodation. The interaction of any third-
party carrier needs to be clearly agreed between the carriers involved in the interline agreement.
It is important to clarify the difference between a planned schedule change and an irregular operation. IATA member airlines
(whether ticketed or ticketless) are bound by Resolution 735d which limits an irregular operation to events which occur on
the day of scheduled departure of the first impacted flight, or the day before that day. All other events are by definition
considered planned schedule changes. Resolution 735d establishes specific processes for irregular operations which are
different to those of planned schedule changes. Where interline relationships are formed with non-IATA member airlines,
carriers should agree to the definitions of a planned schedule change and an irregular operation.
Within the existing distribution environment, in an irregular operation, the carrier that causes the operation is responsible for
re-accommodating the passenger to their next point of stop over, on their own services or the services of another carrier.
The carrier that has caused the disruption is also responsible for reissuing tickets, and any carriers who operate as part of
the revised itinerary are entitled to bill the original carrier for the revenue that the carrier would have received based on the
fare ticketed.
Carriers should ensure there is a clear understanding on the process that will be established within irregular operations.
Where the ticketed carrier is acting as the Retailer, and suffers an irregular operation, they may follow existing processes,
arranging for re-accommodation across an entire itinerary and reissuing tickets. Where the ticketed carrier is acting as
Supplier, they may similarly be able to use existing relationships and processes to re-accommodate the passenger but may
need to develop a separate process for informing the ticketless carrier (as Retailer) of the actions they have taken.
Where the ticketless carrier suffers an irregular operation as the Supplier, they may not have the knowledge of the customer’s
full itinerary, or the capability to re-accommodate onward flights on the ticketed carrier or on other carriers. Carriers should
agree on who should manage re-accommodation or changes to onward flights in these circumstances. Where the ticketless
carrier suffers an irregular operation as the Retailer, this may be more straight forward with no required changes to tickets or
impact on the ticketed carrier beyond a change in reservation.
It is important to note that if the ticketless carrier has few interline relationships, it may have less options for re-
accommodating passengers than a ticketed carrier. The ticketless carrier may have relationships with other operators (and
potentially surface transport operators) based on directly purchasing transport for impacted passengers, rather than on the
basis of interline billing. Carriers should discuss and agree on obligations and processes in all circumstances, and ensure that
customer-facing teams are trained.
The most important thing for carriers looking to make an agreement, is to clearly identify the capability of the carrier
experiencing the disruption to manage the customer in accordance with the requirements of the Retailer.
Carriers should ensure that at airports where partners are connecting, the operations teams meet regularly to identify issues
and agree on procedures.
6.8 Delivery of services
6.8.1 Check-in and departure control processes
Any carrier involved in an interline itinerary needs to be able to service the customer within the airport environment, whether
they are the Retailer or Supplier, and whether the customer is flying on a standalone flight, or on a flight that involves a
connection with another carrier. Many carriers use the concept of “check-in” as a milestone to confirm that the customer is
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in a series of connecting flights to other carriers, to allow them to record this milestone within their own systems and manage
operational processes.
It is critical that each carrier has the information necessary to service the passenger throughout their itinerary, and for all
carriers to be able to inform the passenger about any actions they will need to take in order to complete their journey, such
as when and how they will need to check-in with onward carriers, or when and how they may need to reclaim or re-check their
baggage.
In the existing distribution environment, successive carriers in an interline itinerary have access to information exchanged at
the time of reservation indicating proceeding and onward flights in a customer’s itinerary. Carriers may also send and receive
messages with the other carriers to exchange information about flight information, actions taken on reservations, electronic
tickets, and baggage. To facilitate check in, carriers may also agree to follow established industry processes such as Inter-
airline Through Check In (IATCI). In principle, the passenger checks in with the first operating carrier, who will issue boarding
passes and bag tags to their journey’s ticketed stop over or final destination.
These processes also ensure that each carrier has the appropriate visibility and control of the passenger’s reservation, which
is particularly relevant should changes like an Irregular Operation occur during the journey. Carriers that use an automated
Departure Control System are able to automate most, if not all processes that are necessary to manage these itineraries.
Many ticketed carriers rely on information contained in the ticket to service a passenger who purchased the ticket from their
interline partner, including the passenger’s itinerary and other details that have been bi-laterally agreed, such as the baggage
allowance or other entitlements.
Ticketless carriers may not have capability to exchange information with other airlines, or to process interline interactions
following industry standards. In some instances, a procedure solution may be required to reconcile differences in the
structure of a ticketed and a ticketless carrier’s reservation.
Carriers should clearly establish processes for all airport-based interactions to avoid situations where a passenger or their
baggage cannot complete their itinerary or are inconvenienced.
6.8.2 Border control requirements
In interline itineraries it is especially important to identify that a customer has all of the required documentation in any country
where they will be required to clear customs. This may be the country to which they are flying, or a country in which they may
be required to clear customs enroute, due to a stop-over or to make a connection. Carriers that carry an “inadmissible”
passenger to any country where that passenger is not admitted are often responsible for returning that passenger to their
origin at their own cost.
In the existing distribution environment, IATA Resolution 701 describes the obligations of different carriers in an interline
journey where a passenger is inadmissible. To avoid these issues, carriers typically verify documentation requirements at the
time of check-in at the first flight, and carriers may also wish to re-validate requirements before boarding customers onto
their successive flight. Where interline relationships are formed with non-IATA member airlines, carriers should agree on
obligations and processes to be followed in the event of inadmissible passengers.
Ticketless carriers may not have access to full itinerary information, and may not have capability or processes in place to
check documentation requirements. Carriers should establish processes for how these validations may be performed, if
required.
In the event of irregular operations, customers may be required to clear customs in countries through which they were only
intending to transit. This may occur, for example, if hotel accommodation is required, or where a domestic connection is
required to re-accommodate through a different international gateway. This is an additional complexity, and carriers should
discuss these circumstances and establish processes.
6.8.3 Passenger baggage acceptance and transportation
Carriers should agree on how each customer’s baggage will be accepted and transported to the same destination as their
shared interline passenger. It is critical that the carriers are able to inform the passenger if there is an action required along
the journey to ensure the baggage reaches its final destination, and comply with any applicable regulatory requirements. This
may include, for example the requirement to reclaim and re-check baggage during a connecting journey.

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Responsibilities should be clearly defined by carriers at each stage in the bag’s journey from check-in to final delivery, and in
irregular situations like a passenger re-route or when bags are mishandled. The applicability of rules, standards and
allowances should also be clearly defined, so that a single passenger itinerary will be treated consistently, even if the carriers’
policies differ. Requirements specific to regulatory, facility or other situations (such as equipment) should be clearly known
and understood by interline partners.
In the existing distribution environment, and specifically for carriers operating under MITA concurrences, participating
carriers accept and carry baggage for interline passengers utilising their services. Carriers use ticketing data to process
interline passengers, and leverage data contained within ticketing and reservation records to issue bag tags. Carriers use
industry standard messaging to communicate details about baggage between participating carriers involved in the journey.
Carriers will typically issue a bag tag to the final destination on a successive group of connecting flights. Carriers agree to the
physical transfer of baggage at connect points.
Where interline relationships are formed with non-IATA member airlines, or outside of the MITA, carriers should agree on the
obligations of each party and the processes to be followed.
Ticketless carriers may not have capability or processes for the through-checking of baggage, or for the physical transfer of
baggage from one carrier to another. Carriers should clearly determine the roles and responsibilities specific to their
relationship, and the associated obligations and processes. This should be to the same level of detail similar as those outlined
within the MITA. Examples of these processes include:
• Determine appropriate routing and final destination

• Applicability of rules and entitlements
• Messaging and exchange of baggage movement information
• Collection, record, applicability and settlement of ancillary revenue collected for baggage
Carriers should also agree on processes that sit outside of industry standards, such as the handling of oversize or sporting
equipment, and carry-on baggage processes.
6.8.4 Collection of excess baggage charges
Where carriers have policies around charges that apply for excess baggage, the charges and policies that will apply on an
interline itinerary should be clearly accessible to the customer. Ideally the collection of excess charges should only be made
once across any successive group of flights over which a bag will be through tagged.
Within the existing distribution environment, ticketed carriers determine which excess charges will apply as part of the
process for determining which carrier’s baggage provisions will apply to the entire journey. Industry standards recommend
the collection of excess charges using industry standard electronic miscellaneous documents (EMDs), which can then be
associated to passenger tickets, and viewed by all participating carriers. Participating carriers can also bill the issuing carrier
for the EMD for their share of the excess charge that has been collected. Where EMD capability does not exist, carriers may
use other solutions such as non-standard excess baggage ticket documents, or other proprietary solution.
Ticketless carriers may not have business processes that support the application of different baggage provisions, and the
imposition of different charges for excess baggage.
When establishing processes, carriers should determine how baggage charges should be applied, how excess should be
collected, and how other Supplier’s should be advised that an excess charge has already been collected from a customer.
Carriers should also agree whether interline billing will occur for charges collected by one carrier involving excess baggage
carried by another, and how this will occur.
6.9 Interline billing and settlement
Both the Supplier and the Retailer need to have certainty on the amount that will be billed, the currency, and when and how
billing will occur.
In the existing distribution environment, and specifically for carriers operating under MITA concurrences, carriers who
operate services bill the issuing carrier after services have been delivered. Billing occurs under the standards established in
the Revenue Accounting Manual. The ticket is used as the reference for interline billing. Invoicing occurs through the
Simplified Industry Settlement (SIS) platform, and settlement occurs thought the IATA Clearing House (ICH). The Revenue

Item B4.2.1c/P
14 of 14
Accounting Manual also contains information on managing dispute processes. Disputes are often resolved by referencing
the underlying ticket data related to the transaction.
In the existing distribution environment, the amount to be billed may be a sector fare (a single fare amount associated with a
single flight), or a prorated amount that is a proportion of a through fare. Where proration is required, this may be calculated
under the Multilateral Prorate Agreement - Passenger (MPA – P), or under a separate prorate agreement between the carriers.
A separate proration agreement is typically referred to as a Special Proration Agreement (SPA). A SPA might define a specific
method of prorating the fare collected on a ticket, or it may establish fixed values that will be billed for specific RBDs
regardless of what is on the ticket.
Ticketless carriers may not have the capability to receive or process ticketing data containing information on the fare
collected, and may therefore not be able to calculate proration on the basis of through fares. Ticketless carriers may prefer
the simplicity of agreeing on fixed rates to be billed per RBD regardless of the fare that has been ticketed.
In addition, ticketless carriers may not have the capability to produce or consume standard invoicing data to interact with the
SIS platform or the ICH. Carriers should agree to the value for billing but should also carefully agree to the processes around
invoicing and settlement, and how to manage disputes. Where a ticketless carrier does not have access to ticketed data,
support for billing (and disputes) may be based on data that is captured and stored in different record types. These processes
should be agreed between carriers.

Item B4.3
1 of 3
Item B4.3: Report and Workplan of the Minimum Connect

Time Group, under the Plan Standards Board
Submitted by: Sarah Goodman, Chair of the Minimum Connect Time Group, under the Plan Standards Board
Ruth Newman, Vice Chair of the Minimum Connect Time Group, under the Plan Standards Board
Teresa Mentone, Assistant Manager Plan Standards, Secretary of the Minimum Connect Time Group
Background
The Minimum Connect Time Group (MCTG) was established under the Plan Standards Board with a mandate through to 1
November 2020, to develop proposals on standards related to:
1. Deal with matters concerning the presentation, application and transfer of MCT data between airlines data
aggregators and system providers including the associated business requirements.
2. Recommend future modifications to MCT standards and required Guides in supporting the industry with new
standards.
3. Review and endorse proposals to create or amend standards governing these processes. Ensure that
proposals align with existing standards and that requirements are documented with a corresponding change
to Schemas and Implementation Guides where applicable.
4. Review and endorse proposals to amend Recommended Practices 1761b and Resolution 765.
Members of the Minimum Connect Time Group

The Terms of Reference of the Group allow for a core membership of a minimum 9 organizations from airlines and strategic
partners who commit to active participation on standards development. Members of the group can be found on the MCTG
Standard Setting Workspace.

Ms Sarah Goodman (OAG) and Ruth Newman from American Airlines are elected as Chair and Vice Chair respectively. Under
the Terms of Reference of the Group, these officers hold their positions for 12 months, subject to continued involvement in
the group.
Minimum Connect Time Group (MCTG) activity in 2020

The MCTG has had numerous ad hoc call meetings in 2020 thus far with the group’s F2F meeting being replaced by call
meetings in May and June. The PSC is to note that the Vice Chair position is now vacant following America Airline’s
restructure measures.
New Global Default MCT values became effective 01 March 2020. New values in place DD: 0030, DI: 0100, ID:0130 and II
0130. The MCTG held and adhoc call in order to address issues and concerns following the effectiveness of the new
values. As a result, memorandum was circulated with actions required from stakeholders impacted.
Due to the COVID 19 crisis, the re-prioritisation of the group workplan activities was performed with the Chair and Vice
Chair. Certain activities have been paused or deferred to November. The following activities remain planned for delivery in
2020:

Item B4.3
2 of 3
• Adding a Connection Building Filter (new record) to Standard Schedules Information Manual (SSIM) Minimum
Connect Time Standards – Group proposal finalized in June and SSIM amendments endorsed by the Board in July.
• Minimum Connecting Time International/Domestic Override Data Element Identifier (DEI) 220:
Enhancements to SSIM standards required to clarify how I/D status default is applied & when the DEI is to be used
to override the default - Group proposal to be submitted to the Schedules Publication Group for approval and to
the Board for endorsement and for SSIM inclusion.
MCTG in Focus
The Group’s face to face meeting in April was replaced by a Call Meeting held on 26 May and 16 June. At this meeting the
Group focussed on:
• A new standard for the Connection Building Filter.

Currently, itineraries can be built between carriers that do not have interline agreements, resulting in poor
passenger experience and forcing airlines to file MCT suppression at each station. The MCT Group agreed to
include a new filter (Record Type 3) in the SSIM standards which will maintain those carriers that are allowed to
connect with the submitting carrier and may be used to restrict itinerary building between carriers who do not
want to build connections. Conference to refer to Adoption of Standards below for further details.
• Country Transit Restriction (MCT User Guide update surrounding current circumstance impacting MCTs.) – Group
discussed how airlines are dealing with the scenario of these restrictions due to COVID-19 and if an update to the
MCT User Guide would be beneficial at this stage. The MCTG agreed that at due to various solutions being used by
airlines for this scenario that no update will be made to the MCT User Guide. Due to the complexity of the
scenarios Airlines should continue to file what best suits their operation.
• Reopening of the industry and Station Standards - With the restart and new measures being implemented at
airports due to COVID-19 some airports are requesting to update their Station Standard during this transition
period. As this would be IATA plans to inform the industry of the Resolution 765 -Interline Connecting Time
Intervals–Passenger and Checked Baggage and how to submit their revised MCTs.
• 2020 Meetings - In addition to the Group’s November meeting (now a call meeting), it is planned for the group have
a call meet in September in order to discuss PSB outcome on the Connection Building Filter and for further
planning on the item. Calls will be scheduled between now and November based on urgent industry needs.
Station Standard MCTs Single Source Update

The MCTG has proposed how to approach this initiative with the cleanup and collection of the Station Standard data. To date
POCs have been put in place with a volunteer carrier and IATA which are now on hold. Listing of main carriers by airport was
requested by the group and IATA has created the list so we can liaise with main carrier at each airport. An analysis was
performed by OAG of the initial targeted airports as this initiative will be tackled in phases. IATA has planned for a campaign
with the IATA regions to raise awareness and support with the various activities triggered by this initiative.
IATA has since temporarily placed on hold campaign activities initially planned for 2020 until further notice as the current focus
is to implement and support the emergency engagements being requested during the COVID-19 crisis.
The activity is currently placed on hold however continuity for the data collection and update of Station Standard MCTs will
continue as needed by the industry and based on industry availability for the update and collection of the MCT Coordinator
contacts.
Minimum Connect Time Group Adoption of Standards

The Plan Standards Board currently has authority to adopt changes to the SSIM standards described in RP 1761 and
Resolution 765.
The Connection-Building Filter (new record in the SSIM standards) is optional and will be used to identify interline
agreements with airlines. When carriers use the new record to supply a connection- building filter list, only those carriers in
their list will be considered for connection building. Amendments to SSIM standards were endorsed by the Plan Standards
Board and will be included in the upcoming SSIM MAR2021 issue with an effectiveness date of 01 November 2022 for
implementation awareness.

Item B4.3
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Minimum Connect Time Group Work Plan

The work plan of the Minimum Connect Time Group is provided as Attachment A_B4.3. The work plan of this group has
been reviewed and endorsed by the Board.
Action
Conference to note the report and Work Plan.

Item B4.3
Attachment A_B4.3
1of 2
Attachment A_ B4.3 Work Plan of the Minimum Connect Time Group

ITEM SUBJECT DECRIPTION SUMMARY DELIVERABLE STATUS
1 Connection Building Addition of a Universal filter to chapter 8 Proposal was submitted ACTIVE
Filter (previously in order to prevent displaying to PSB/5 and Board has
referred as Universal connections with airlines that do not endorsed SSIM standard
Positive filter in have ticketing and/or baggage amendments.
MCTs) agreements. Final proposal to be
agreed by MCTG then submitted to PSB. IATA to publish
amendments in SSIM
MAR2021 issue with an
effectiveness of 01
November 2022.
Group to update User

and Technical guides
2 Areas of exploration Build capability with new hierarchy fields Item to be revised Deferred until
MCT’s by time and day of week to Nov2020
optimize the schedule. Consider start
and end dates as managed with OAG.
Explore areas to further align the data

distributed by the Data Aggregators
3 MCT I/D default and Default interpretation of I/D status (leg Agreed proposal by ACTIVE
Override DEI 220 based vs segment based) and better MCTG to be submitted
understanding when the DEI must be to SPG/2
used to override the default. Technical - Technical Guide
Guide updated clarifying intent of default updated
interpretation and include mention that
this is an ongoing discussion.
4 Station Standard IATA mandated to be single source of IATA campaign on hold, PARKED
MCTs Station Standard MCT - delivery of data POC suspended,
collection process. IATA data collection
activity continuity on
industry availability
5 MCT Calculation Assess MCT Calculation in Reso 1744A To be completed in ACTIVE

Method and others following group decision to 2020
not include any such references.
6 XML Development MCTX workgroup First meeting post PARKED
- Complete BRD2 cutover 20NOV19
-Present XML Standards to PADIS Group to re-evaluate
-Generate full file delivery in XML business need now that
-Develop Capability to exchange new MCT standards are
‘Update’ message in XML between in place
Airlines Aggregators, GDS and System
Providers

Item B4.3
Attachment A_B4.3
2 of 2
ITEM SUBJECT DECRIPTION SUMMARY DELIVERABLE STATUS
7 MCT Education Identification of MCT Standards (Chap 8) Continuity on industry PARKED

Training training requirements, objectives and availability
content for IATA training Development.
8 MCT project Benefit Project benefits to be evaluated in 12 Feedback to be ACTIVE

Realization months provided at NOV2020
AA to provide operational KPIs (revenue, meeting
load factor)
Group carriers to perform analysis on
flight reduction
9 MCT Technical and Maintain Technical and User Guides to Adhoc updates made as ACTIVE
User Guides Update date with changes to Chapter 8 needed.
Latest versions of
Guides posted in May
2020
10 Concurrence Concerns on concurrence process. to be re-evaluated at ACTIVE

Process Between Clarification and visibility needed in SSIM MCTG Nov2020 meeting
Parties and User Guide.
11 IATA Publications/ Align all IATA publications with reference Reso 765 review at ACTIVE
Resolutions to MCT with SSIM Chapter 8 Nov2020 meeting
alignment with Chp 8

Item B4.4
1 of 3
Item B4.4: Report and Workplan of the Schedules Publication

Group, under the Plan Standards Board
Submitted by: Jeff Meyer, Chair of the Schedules Publication Group, under the Plan Standards Board
Steve Brown, Vice Chair of the Schedules Publication Group, under the Plan Standards Board
Isabella Ioannoni, Senior Manager Plan Standards, Secretary of the Schedules Publication Group
Background
The Schedules Publication Group was established under the Plan Standards Board with a mandate through to 1 November
2020, to develop proposals on standards related to:
1. Deal with matters concerning Airline schedule data standards used by airlines, GDSs and data aggregators
including the associated business requirements.
2. Review and propose amendments to IATA codes, in particular the Aircraft Types, Passenger Terminal Indicators,
Region Codes, UTC-Local Time Comparisons, Inflight Service codes and Service Types.
3. Review and endorse proposals to create or amend SSIM standards governing these processes (RP 1761b). Ensure
that proposals align with existing standards and that requirements are documented with a corresponding change
to Implementation Guidance where applicable.
4. Review and endorse proposals to amend data exchange schemas and Implementation Guides with updates of
codes published as industry notifications and SSIM content throughout the year.
5. Liaise with other process owning groups under the PSC and advisory groups under Industry Committees as
required.
Members of the Schedules Publication Group

The Terms of Reference of the Group allow for a core membership of at minimum 12 organizations from airlines, strategic
partners and Airport Coordinators/Facilitators where required who commit to active participation on standards
development. Members of the group can be found on the SPG Standard Setting Workspace.

Mr Jeff Meyer (Wesjet) and Steve Brown (United Airlines) are elected as Chair and Vice Chair respectively. Under the Terms
of Reference of the Group, these officers hold their positions for 12 months, subject to continued involvement in the group.
Schedules Publication Group (SPG) activity in 2020

As part of the reprioritization of Group activities, the SPG June face to face meeting has been moved forward to November,
in line with the Slot Conference event measures and pending industry recovery. As such, enhancements to the Standard
Schedules Information Manual (SSIM) may be delayed for the 2021 issue.
Certain activities have been paused or deferred to November. Adhoc call meetings will be scheduled in 2020 to progress
active work plan items and support any pressing industry requirements impacting recovery measures.
Below, highlights and areas of exploration are being presented to the Conference for noting.

Item B4.4
2 of 3
Airline Scheduling Information for Airports

Today airlines are required to submit scheduled data to various airport entities. The method and requirements for this
data can be varied, ranging from IATA SSIM files in local or UTC to other IATA standard messaging designed for
different purposes. As more airports are developing the ability to consume SSIM files, data submission in a Chapter 7
(schedule data set) SSIM file would be an obvious option.
Several discussions have been held within IATA’s airport operation and slot depts as well as with the Slot policy group to
consider high level requirements and current processes from SSIM and the Worldwide Airport Slot Guidelines in order
to identify possible options. Outstanding questions from the airport community would include what additional
information outside the current SSIM Chapter 7 data set would be required for a new standard. Member airlines
generally support the concept but there are still questions to be answered to ensure implementation of appropriate
solutions.
There is an increase in number of requests within the industry and to IATA for schedule data from 3rd parties and the Plan
Board concurred in 2019 that SSIM standard format files are to be used/followed at minimum. More so, the recent COVID-
19 crisis is demonstrating urgent need for airports to predict levels of operational resource required and to manage
substantial demand fluctuations where in a post-crisis situation, historical data is less valuable.
As an initial step, IATA has summarised guidelines within an “airline scheduling and demand information for airport planning”
document which describes guidance on how airlines and airports may wish to leverage existing standards to address new
challenges. The Plan Standards Board has recently provided their feedback for document finalisation and distribution to
the industry as immediate guidance. It is intended to involve the Schedules Publication Group as activities progress with the
various Boards and IATA departments on arising airport demands.
Industry Restart Plan – Slots & Schedule Planning

The IATA Board of Governors has endorsed a plan involving industry restart activities being scoped and developed by IATA
teams and that will eventually involve SPG members. Agenda Item A10 and B1 refers.
Secure Flight Indicator (SFI)
There is an urgent and growing demand for the collection of customer contact information.
Current SSIM Standards already allow compliance with such requirements by supporting a Secure Flight Indicator (DEI 504)
but only caters to the USA. The DEI 504 indicates when there is a legal requirement to disclose full secure flight passenger
data for flights that are operated by a carrier (operating and marketing) flying to/from/within/over the U.S.
The SPG chairs have suggested to amend the existing SFI DEI 504 and remove the specific references to TSA regulations in
the United States, in allowing this indicator to be used generically across all countries and meet requirements from other
jurisdictions where required. This was deemed the most viable solution over the long term from a schedules perspective as
it will provide a venue for every country to flag the provision of passenger information for Governments, without major
system changes.
IATA with the SPG Chairs and airline experts, in consultation with system providers, had considered the following options
for accommodating the change. However, option 2 was selected involving the simple amendment of DEI 504 to no longer
support TSA-only requirements so that it can be used for any country requirements going forward. This solution also
received support from the Reservations Group under the Shop-Order Board.
1. Add country specific values for the SFI DEI 504

2. Amend the current SFI DEI 504 to remove references to TSA, so it can be used generically across all countries.
3. Leave the current SFI DEI 504 intact for TSA regulation business intent and create a new DEI 508 “Passenger Profile
Information/Indicator” (PPI).
4. Temporary option (until solution in place) to use an open DEI (800s-900s) for country and/or carrier specific.
The proposal to amend the SSIM DEI 504 has since been approved by the SPG members and endorsed by the Plan
Standards Board (PSB).

Item B4.4
3 of 3
Open API (Application Programming Interface)

The PSC and IATA have put in place the industry framework for Open APIs in order to promote sharing of data across the
industry. The SPG will be part of IATA’s Open API project efforts in making industry codes available via APIs as transmission
of data codes for SSIM messages are of high interest. However, this activity has been paused, subject to the API project
restart.
Advocacy of SSIM Standards

Awareness and educational training on managing slot communications using SSIM standards are currently being offered
today. IATA has been mandated by the SPG community to additionally offer training on distributing schedules and
associated procedures in order to address industry inconsistencies, gaps and evolving processes between business
partners. It is intended to continue this activity upon industry availability.
Schedules Data Exchange

The SPG supports existing schedules business rules from SSIM while increasing flexibility for data exchange in an XML
schema and implementation guide. Once the SPG resumes work plan items, the Group plans to work closely together with
the AIDX (Aviation Industry Data Exchange) and Minimum Connect Time Group with a view to move to the Airline Industry
Data Model (AIDM) as a result of their relation of commonly used data elements. Scheduling schemas and Implementation
Guides form part of the eSSIM download.
SSIM Codes, Watchlists and Industry Notifications

With the support of the SPG and SMG, IATA manages the assignment of Aircraft Types, Passenger Terminal identifiers (for
multi-terminal airports) and Region codes as well as UTC local time comparisons data. The eSSIM receives updates
throughout the year with content exportable to csv format. Notifications of updates are located on Standard setting
workspace (SSW). A Watchlist of prospective new aircrafts and multi-terminal airports is listed in Attachment B_B4.4 and
also updated on the eSSIM and SSW. Any known updates on these are to be forwarded to IATA at ssim@iata.org.
Schedules Publication Group Adoption of Standards

The Plan Standards Board currently has authority to adopt changes made to the SSIM standards described in RP 1761b.
SSIM enhancements relating to the Secure Flight Indicator mentioned above are currently being balloted with the Plan
Standard Board for endorsement and inclusion in SSIM standards to be made effective 1 November 2020.
Schedules Publication Group Work Plan

The work plan of the Schedules Publication Group is provided as Attachment A_B4.4. The work plan of this group has been
Action
Conference to note the report and Work plan.

Item B4.4
Attachment A_B4.4
1 of 2
Attachment A_B4.4 Work Plan of the Schedules Publication Group

ITEMS SUBJECT DECRIPTION SUMMARY PROGRESS STATUS
1 SSIM airline schedules Assessment of SSIM standards scheduling data Active

information required requirements and developments.
by airports
2 Traffic Restrictions Validation of restrictions in SSIM and engage the Shop Parked
Order Groups to:
• Improve processing across systems/providers
• further define requirements so invalid schedules
are not brought forward to pricing where
itineraries run the risk of passing pricing
validation when such itineraries should fail during
schedules validation.
• provision of examples for all SSIM traffic
restrictions
• establish how schedules should be presented
• provision of examples for all SSIM traffic
restrictions
• Identify opportunities to align with different
online/interline/intermodal processes
3 Secure Flight Indicator Inclusion of generic secure flight indicator to cater to Active – Ballot with
other airlines and organisations across the world Plan Board
other than the US. Expedited solution to amend
current SSIM DEI 504 was approved by the SPG in Aug
2020 and is currently being balloted with the Plan
Board.
5 Schedules messages Migration of current xml messages to the Airline Parked

migration Industry Data Model (AIDM).
6 Dynamic Schedules Evolution of scheduling practices to ensure alignment Active

with new processes and future efficiencies.
Will be associated with certain topics from the
industry restart plan.

Item B4.4
Attachment A_B4.4
2 of 2
7 SSIM Scheduling Defining scheduling training requirements and Continuity on

Education Program educational programs on how to distribute schedules, industry availability
IT methods, using ASM/SSM procedures etc for IATA
training development.
8 Aircraft and Terminal Support of IATA Watchlists on new upcoming Aircraft Ongoing
Watchlists types and new Passenger multi-terminal airports for
Latest WL - refer to
industry consideration and IATA notification/updates.
Attachment B_B4.4
9 Open APIs SPG to be part of IATA’s Open API project efforts in Parked
making industry codes available via APIs as
transmission of data codes for SSIM schedules
messages.

Item B4.4
Attachment B_B4.4
1 of 5
Attachment B_B4.4 Aircraft Type and Terminals Watchlists

Summary of Terminal Considerations

Members are encouraged to assess the list with their onsite Station Managers, local reps and provide more accurate
information to IATA at SSIM@iata.org.
Ctry IATA Start Due Airport Terminal Inquiry IATA Actions

Code Date Date
NZ AKL 2014 2021 Auckland Airport New Combined International and
Domestic Terminal planned. No
indication yet if current buildings will
be reused.
NL AMS 2023 Amsterdam New Terminal - architect appointed
Schiphol
AE AUH 2012 2021 Abu Dhabi Midfield Terminal due to be completed
International in 2021.
BH BAH 2015 2020 Bahrain New terminal - No indication if IATA to obtain
International Airport replacement on extra building yet. update on
opening.
GE BER 2029 Berlin Brandenburg Airport scheduled to open OCT2020.
Airport Current Schonefeld airport (SXF)
terminal will be converted to T5.
Notification issued for Terminals 1-2 &
5. Continue monitor Terminals 3 and 4
planned for 2029.
IQ BGW 2013 Baghdad 3 new terminals to be constructed.
International
TH BKK 2021 Suvarnabhumi Currently single terminal; Satellite
Airport Bangkok Terminal 800m South of Existing
Terminal & New Domestic Terminal
The construction of one of the
terminals is expected to be completed
by 2021. It is said the original second
terminal known as the southern
terminal will be built in 2025.
IN BLR 2022 Bengaluru, T2 now expected to be completed
Kepegowda 2022
International
(Bangalore)
FR CDG 2021 2025 Paris, Charles de Construction of new Terminal 4.
Gaulle Airport
ID CGK 2024 Jakarta, Soekarno- Terminal 4 expected for 2024,
Hatta International Construction to begin 2021.
LK CMB 2019 Bandaranaike Int'l New Domestic Terminal-work will be
Colombo carried out in phases to expand the
airport with additional pier to west of
existing one and new two-tier terminal
building with separate levels for
arrivals & departures #996.14 - In the
process of selecting contractors
/JUL19
PH CRK 2013 2021 Mabalacat Clark Current terminal will be
International Airport decommissioned once the new facility
is finished and the transfer is
complete. Schedule to open Jul 2021

Item B4.4
Attachment B_B4.4
2 of 5

Code Date Date
BD DAC 2019 2022 Dhaka, Hazrat New Terminal 3 to be completed by
Shahjalal 2022.
International
US DFW 2025 Dallas/Fort Worth New terminal F.
International
UG EBB 2015 2021 Entebbe New passenger and freight terminals
International as part of airport expansion project.
Airport, Uganda First phase is on schedule and is
expected to be completed in May
2021. Second phase of works will be
carried out from 2019 to 2023.
US EWR 2021 Newark Liberty Int'l New Terminal One to replace Terminal
A. Part of Terminal One will be
completed in 2021 and entire project
in 2022.
DE FRA 2024 Frankfurt New Terminal 3 planned for 2024
International
US JFK 2023 New York, John F. Two new terminals will be added.
Kennedy Int'l #1090.16
CN KMG 2020 Kunming Changshui Terminal 1 has been completed and IATA to obtain
International Airport put to use, update on new
Terminal 2 is expected to be terminal status.
completed by 2020.
MY KUL 2016 2023 Kuala Lumpur March 2018 Airport announced new
International Terminal 3 and planned completion
Airport, Malaysia 2023.
KW KWI 2017 2023 Kuwait International New Terminal 2, construction started.
Airport
PE LIM 2018 Lima Jorge Chavez Delay in expansion project. Airport now
Airport (2018) going through process for
construction tender. Nov 2018 new
airport 'city' development announced.
Includes new terminal but no details if
replacement or additional facility.
GB MAN 2015 2022 Manchester Airport Transformation Program with
expanded Terminal 2 and demolition of
Terminal 1 (1025.19) Terminal 1will be
closed and demolished by 2022.
US MCI 2017 Kansas City Plan approved Nov2017 to replace the
current layout of Kansas City
International Airport with
a single terminal.
US MCO 2017 2022 Orlando New South Terminal construction on
international going expected to open spring 2022.
RU MMK 2022 Murmansk Airport New passenger terminal by 2022.
Construction will be in two stages.
DE MUC 2023 Munich International New terminal plan approved.
RU OVB 2022 Novosibirsk Plans of reconstructing existing
Tolmachevo Airport passenger terminal and construction
of new passenger terminal.
CN PKX Beijing Daxing New airport opened SEP 2019.
International Airport Currently single Terminal -continue to
Monitor for future development
VN PQC 2018 Phu Quoc Island Int'l Construction in 2018 was expansion of
existing terminal to 4 million pax per
year and completed in Dec 2018.
Second terminal still envisaged but no
dates.
Item B4.4
Attachment B_B4.4
3 of 5

Code Date Date
CL SCL 2021 Santiago, Arturo New terminal (T2) under construction
Merino Benítez expected to be completed by Q4 2021.
Airport The current building will be destined
for domestic flights.
SG SIN 2030 Singapore, Changi Terminal 5 for 2030.
BA SJJ 2020 Sarajevo The new terminal will be linked to the IATA to obtain
International Airport existing one to form a single function update on VIP
unit. Work has also begun on the terminal status.
construction of stand-alone VIP
Terminal.
GR SKG 2019 2021 Thessaloniki, Construction started on second
Makedonia Airport terminal
AU SYD Sydney Airport New Terminal 4 adjacent to existing
Terminal 3. Possibly connected to
terminal and only at initial planning
stages in 2018. May 2019 no further
information found.
TT TAB Tobago, A.N.R New Terminal - Gov't has approved
Robinson Int'l construction of new terminal building.
#1090.26
CN TFU 2018 2021 Chengdu, Tianfu New Chengdu airport in construction -
International Airport T1 (International) and T2 (Domestic).
The airport is expected to begin
operation in July 2021.
TW TPE 2017 2023 Taiwan Taoyuan New T3 - In construction since May
International 2017 and is planned to be completed
by end of 2020. DEC2018-Completion
of terminal delayed to the end of 2023.
CN TSN Tianjin-Binhai Continue to monitor for terminal 3
International Airport
VU VLI 2016 Port Vila Bauerfield New domestic terminal - May 2019 no
International further information found.
Airport, Vanuatu
TZ ZNZ Abeid Amani JUL 2019 - Terminal 2 still under
Karume Int. Airport construction.
(Zanzibar)
New Airports:
AO 2022 Luanda, Angola New airport under construction since
International Airport 2008 delayed completion DEC 2022.
VN Tien Lang New New airport will be replacing the
International Airport current Cat Bi Airport (HPH)
Vietnam- Continue to Monitor
BD Bangabandhu New airport in Dhaka Bangladesh-
Sheikh Mujib Project stopped in 2011 but as of 2016
Rahman Airport new feasibility study launched
ID 2020 2023 Karawang New Jan-2016 Project on hold.
International Airport Government working on finding a new
site for the development.
SD New Khartoum New airport planned to replace KRT
airport airport. Construction has not started
as of yet (May2018)
NV 2016 2022 Lai Chau Vietnam, Development planned to start 2017
will be building a
new airport.
IQ 2014 Middle Euphrates Under a tender process. Initial
Airport, Karbala Iraq paperwork describes multi terminal
airport.

Item B4.4
Attachment B_B4.4
4 of 5

Code Date Date
CR 2027 Alajuela New Planning stage, replacement for Juan
International Airport Santamaria airport at San Juan.
GR 2024 Crete, Kastelli Replacement for Heraklion Airport.
Airport
MW 2017 Mzuzu International Construction started but no end date
Airport given as yet (2018)
CN 2025 Xiamen Xiang'an New airport under construction.
International Airport
GL 2023 New airport in Greenland airport to be constructed by
Qaqortoq 2023
PL 2021 2027 New airport in Lodz New airport planned, construction to
begin in 2021.
AZ 2022 2023 Shaki new airport New airport to be built in 2022-2023
PE Chinchero Development of new airport north of
International Airport Peru.
GR 2024 Crete, Kastelli Replacement for Heraklion Airport.
Airport €850 million project started and
planned completion 2024/25.
Summary of Aircraft Type Considerations

Members to provide any further additional relevant information to IATA at SSIM@iata.org.
Manufacturer Name Aircraft Type Delivery Remarks Recommended

/Version Year action
Aerion AS2 2026 Supersonic Business Jet project Monitor
now joint venture with Airbus and
looking at 2021 for entry to service.
Entry into service now targeted for
2026.
AgustaWestland AW609 Tiltrotor 2020 Ongoing testing with Production Monitor
now due 2020.
Airbus A330 based Prototype built Monitor
Beluga Freighter
Airbus A330-900neo No details if air frame different size Monitor
long range from original A330-900neo or just
re-engine.
Airbus C295 Stellwagen purchased 12 with 12 Monitor
further options for Civilian use. The
first four subleased to DAC aviation
for humanitarian flights.
Airbus Neo Freighters No plans as of today. Monitor
Airbus Helicopters H-160 2020 Prototype built Monitor
Antonov AN132D Re-engined AN32 with 6 confirmed Monitor
bought by Saudi air force. Civilian
certification outstanding. April
2019-project suspended.
Boeing 777X 2020 B777-8X, B777-9X, B777X-FRT F/F Monitor
in 2019 I/S 2020
Boeing Boeing NMA (New 2025 Delta suggesting may be launch Monitor
Mid-market customer
Airplane)
Bombardier Global 8000 2019 8000 planned production was for Monitor
2019

Item B4.4
Attachment B_B4.4
5 of 5
Manufacturer Name Aircraft Type Delivery Remarks Recommended

/Version Year action
Boom Overture 2025 Prototype of 55-seat Monitor
supersonic aircraft in
development. Entry into
service targeted for 2025.
Comac ARJ21F, Business All delayed currently following Monitor
Versions of delays with ARJ21
ARJ21 and ARJ-
900
Dassault 5X 2020 5X first flight planned 2017 and Monitor
production 2020
Dassault 6X 2022 6X first flight planned 2021 and Monitor
production 2022.
Denel Group SARA - South Prototype anticipated 2020/2021 Monitor
African Regional
Jet.
Gippsaero GA18 A18 revamped GAF Nomad - no Monitor
further information found May 2016
Ilyushin IL-96-400M 2023 Stretched IL96 with upgraded Monitor
engines. Testing scheduled for
2021.
Indian Regional Jet (IJR)-RTA 70 2020 At design stage currently with entry Monitor
into service given as 2020 to 2022
Korean Aerospace New 90-seater No further information since May Monitor
Industries turboprop 2016
Netherlands Aircraft 70NG, 100 NG & 2019 Project appears stalled. Monitor
Company 120NG
Stratos Aircraft Stratos 714 4-seater jet. Prototype first flown Monitor
November 2016. Company trying to
find funding for production.
Xian Modern Ark 700 2022 Maiden flight planned 2019 and in Monitor
(MA700) service 2022.
Yakovlev, Irkut MC-21, 200,300, 2022 2nd test aircraft to be completed in Monitor
and 400 variants March 2018 and in service 2022.
to be developed

Item B4.5
1 of 3
Item B4.5: Report and Workplan of the Slot Messaging Group,

under the Plan Standards Board
Submitted by: Denise Scafidi, Chair of the Slot Messaging Group, under the Plan Standards Board
Christiaan Evertse, Vice Chair of the Slot Messaging Group, under the Plan Standards Board
Isabella Ioannoni, Senior Manager Plan Standards, Secretary of the Slot Messaging Group
Background
The Slot Messaging Group was established under the Plan Standards Board with a mandate through to 01November 2020,
to develop proposals on standards related to:
1. Deal with matters concerning information exchange and standards related to Airport slot/schedule coordination
between airlines, airport coordinators and facilitators including the associated business requirements.
2. Review and propose amendments to IATA codes, in particular the Aircraft Types, Passenger Terminal Indicators,
Region Codes, UTC-Local Time Comparisons.
3. Review, propose and manage Service Type codes, Additional Information codes and Coordinator Reason codes.
4. Review and endorse proposals to create or amend SSIM standards governing these processes (RP 1761b). Ensure
that proposals align with existing standards and that requirements are documented with a corresponding change
to Implementation Guidance where applicable, including the IATA Worldwide Slot Guidelines for the management
of slots.
5. Review and endorse proposals to amend data exchange schemas and Implementation Guides with updates of
codes published as industry notifications and SSIM content throughout the year.
6. Liaise with other process owning groups under the PSC and advisory groups under Industry Committees as
required to meet changing industry requirements and to further the objectives of the SMG.
7. Ensure a close interaction and alignment of activities and standards with the slot policy forums directed by the Slot
Policy Working Group and the Worldwide Airport Slot Board for slots planning area of business.
Members of the Slot Messaging Group

The Terms of Reference of the Group allow for a core membership of at minimum 9 organizations from airlines, Airport
Coordinators/Facilitators and strategic partners, alongside Airport Coordinators participating in the IATA Slot Conferences,
who commit to active participation on standards development. The Terms of Reference of the Group allow delegation from.
Members of the group can be found on the SPG Standard Setting Workspace. Minimum 9 organizations

Ms Denise Scafidi (Alitalia) and Mr Chistiaan Evertse (KLM Airlines) are elected as Chair and Vice Chair respectively. Under
the Terms of Reference of the Group, these officers hold their positions for 12 months, subject to continued involvement in
the group.

Item B4.5
2 of 3
Slot Messaging Group (SMG) activity in 2020

As part of the reprioritization of Group activities, the SMG June face to face meeting has been moved forward to November,
in line with the Slot Conference event measures and pending industry recovery. As such, enhancements to the Standard
Schedules Information Manual (SSIM) may be delayed for the 2021 issue.
Certain activities have been paused or deferred to November. Adhoc call meetings will be scheduled in 2020 to progress
active work plan items and support any pressing industry requirements impacting recovery measures.
Below highlights and areas of exploration are being presented to Conference for noting. Additional information related to
Slots policy updates is referred in Agenda Item B1.1.
Waitlist Information - Additional Data: Requested Arrival and Departure Route

Requested Origin and Destination is primarily driven where an airport’s coordination parameters include for example for
CBP consideration (US Departures) and Secondary Screening requirements (eg: US or AUS departures). In such instances,
the Coordinators are at times able to confirm a flight’s slot for runway and other capacity elements but not the route
segment part. Normally this would result in a U Action Code for the flight and the flight placed on the Waitlist. However,
when the flight has Historic Precedence at the airport but for another route, there is currently no standard in allowing to
revert the flight to it’s historic details and indicate it is on the waitlist for the route element.
SSIM enhancements will continue to be refined between the SMG and the Slot policy group volunteers due to concerns with
the additional allocation criteria and possible inconsistencies with current slot policies. It is intended to submit an
appropriate solution for the SMG November meeting.
Waitlist Information - Additional Data: Requested Aircraft / Seats / Terminal

Although the Plan Board endorsed the technical enhancements to include a new Additional Information Data Line Elements,
Requested Aircraft/ Seats/ Terminal that will provide operators with waitlist information on these three data elements in use
by coordinators, and that will deliver means to transmit this information using SSIM standards, the changes originally
proposed will be reviewed for revision following further analysis of the Route item above and in time for the SMG November
meeting.
Industry Restart Plan – Slots & Schedule Planning

The IATA Board of Governors has endorsed a plan involving industry restart activities being scoped and developed by IATA
teams and that will eventually involve SMG members. Agenda Item A10 and B1 refers.
Slots Data Exchange

The SMG supports existing airport coordination business rules from SSIM while increasing flexibility for data exchange in an
XML schema and implementation guide and liaising new business requirements with the slot policy forums. Once the SMG
resumes work plan items, the Group intends to work towards moving to the Airline Industry Data Model (AIDM). Schemas
and Implementation Guides form part of the eSSIM download.
Open API (Application Programming Interface)

The need for airlines and airports to share data is getting greater every year. There is very high interest within the SMG
community for IATA’s industry codes to be made available via API’s for the transmission of data codes within SSIM
messages. The PSC and IATA have put in place the industry framework for Open APIs in order to promote sharing of data
across the industry. The SMG will be part of IATA’s Open API project efforts in making industry codes available via APIs.
However, this activity has been paused, subject to the API project restart.

Item B4.5
3 of 3
Airline Scheduling Information for Airports

As informed in the SPG report, collaborative efforts are in place with the various industry groups and different IATA
departments to assess current processes and new arising airport requirements.
SSIM Codes, Watchlists and Industry Notifications

With the support of the SPG and SMG, IATA manages the assignment of Aircraft Types, Passenger Terminal identifiers (for
multi-terminal airports) and Region codes as well as UTC local time comparisons data. The eSSIM receives updates
throughout the year with content exportable to csv format. Notifications of updates are located on Standard setting
workspace (SSW).
A Watchlist of prospective new aircrafts and multi-terminal airports are also maintained and located on the eSSIM and SSW.
Most recent version is linked under the SPG report. Any known updates on these are to be forwarded to IATA at
ssim@iata.org.
Slot Messaging Group Adoption of Standards

The Plan Standards Board currently has authority to adopt changes made to the SSIM standards described in RP 1761b.
There have been no proposed enhancements endorsed by the Board to date in 2020.
Slot Messaging Group Work Plan

The work plan of the Slot Messaging Group is provided as Attachment A_B4.5. The work plan of this group has been
Action
Conference to note the report and Work plan.

Item B4.5
Attachment A_B4.5
1 of 1
Attachment A_ B4.5 Work Plan of the Slot Messaging Group


1 SSIM airline schedules Slot impacts from the SPG’s assessment of Active
information required scheduling data requirements and developments
by airports
2 Waitlist Information - Providing operators with waitlist information that will Ongoing for
Additional Information deliver means to transmit this information for November meeting
Data Line Elements, operators using SSIM standards and continuity on
Requested Aircraft / industry availability
Seats / Terminal
3 Additional information Confirming a flight’s slot for route segment. Ongoing for
data line – Requested Define a standard in allowing to revert the flight to it’s November meeting
arrival and departure historic details and indicate it is on the waitlist for the and continuity on
route route element. industry availability
4 Slots messages Migration of current xml messages to the Airline Parked

migration Industry Data Model (AIDM)
5 Items for Release 20.2 Addition of new waitlist reason to the XML Clearance Parked
data exchange Request message
standard Inclusion of Routing and Terminal in the waitlist
clearance request
6 Impacts from SPG Evolution of scheduling practices to ensure Active

review of Dynamic alignment with new processes and future
Schedules efficiencies.
Will be associated with certain topics from the
industry restart plan.
7 Aircraft and Terminal Support of IATA Watchlists on new upcoming Aircraft Ongoing
Watchlists types and new Passenger multi-terminal airports for Latest WL - refer to
industry consideration and IATA notification/updates Attachment B_B4.4
8 Open APIs SMG to be part of IATA’s Open API project efforts in Parked
making industry codes available via APIs as
transmission of data codes for SSIM slot messages.

Item B4.6
1 of 3
Item B4.6: Report and Workplan of the Exhaustion of Flight

Numbers and Industry Codes Group, under the Plan
Standards Board
Submitted by: Isabella Ioannoni, Senior Manager Plan Standards,
Secretary of the Exhaustion of Flight Numbers and Industry Codes Group
Background
This focus group was established by the Plan Standards Board in January 2020 following endorsement of the Group’s
Terms of References to develop proposals on standards related to:
1. Identify obstacles, impacts and limitations for all areas of business in the use of Flight numbers and/or Industry
Codes such as Airline Designators, Location Identifiers and Airline Codes/Prefixes.
2. Define opportunities and future requirements, including commercial vs operational options.
3. Assess, agree and develop short & long term solutions.
4. Define and track milestones.
5. Support the industry and IATA through awareness and engagement activities, enhancements, implementation and
adoption.
a. Resolution 761 – Flight Numbers
b. Resolution 762 – Airline Designators
c. Resolution 763 – Location Identifiers
d. Resolution 767 – Airline Accounting Codes & Prefixes
7. Liaise with:
- other process owning groups under any Conference
- advisory groups under Industry Committees
- business stakeholders in other impacted industry communities.
8. Explore changes to systems supporting new and evolving requirements of emerging initiatives.
9. Maintain a work plan and report regularly to Plan Standards Board.
Members of the Exhaustion of Flight Numbers and Industry Codes Group

The Terms of Reference of the Group allow for a core membership of at minimum 9 organizations from airlines and strategic
partners who commit to active participation on standards development. Members of the group can be found on the
EFNICG Standard Setting Workspace.

Due to COVID-19 circumstances, the first scheduled meetings have not occurred and elections for these positions have not
transpired.
Exhaustion of Flight Numbers and Industry Codes Group activity in 2020

Consequent to the PSB’s considerations and presentation of identified potential options and roadmap of events in
assessing the exhaustion of flight numbers and industry codes, the PSC in 2019 endorsed the Group’s initial activity to
primarily identify challenges, impacts and limitations for all areas of business in the use of Flight numbers and Industry
Codes such as Airline Designators, Location Identifiers and Airline Codes/Prefixes. More specifically with technology and
demand evolving drastically over the years.
Item B4.6
2 of 3
The PSC agreed that any solutions would be multi-year efforts and ripple through the industry. Also noted was that
within the Plan Board’s scope, there is an opportunity to collaborate with other PSC Boards, Groups and communities to
review new ideas and prospects.
IATA Focus Prior COVID-19

Given the multiple ramifications of flight number and industry code exhaustion, the IATA team consulted the various
businesses and operations internally.
With the disruptive potential of this initiative, it is paramount to set the appropriate context from the start for all areas.
We have endeavoured to provide a forum for the various experts from Safety, Flight Operations, ICAO, Passenger
facilitation, Airport management and Ground Operations together to present not only the current hurdles, but also to
provide a perspective of the upcoming challenges, like Drones, Inter-modal journey, etc.
The following workflow endorsed by the PSC in 2019 and agenda outlined in Attachment A_B4.6 set the foundation of the
initial brainstorming effort the industry experts were to conduct as the first step of this transformational journey and
assessment for the PSC position paper.
The Group activity has since been deemed paused by the the Plan Board and PSC Steering Group for the remainder of
2020.
Exhaustion of Flight Numbers and Industry Codes Group Adoption of

Standards
There are no proposed enhancements for Conference at the time of this transmittal.
Exhaustion of Flight Numbers and Industry Codes Group Work Plan

The work plan of the Exhaustion of Flight Numbers and Industry Codes Group has not been defined to date but an overview
of the initial agenda workflow that has been endorsed by the Plan Board is provided as Attachment A_B4.6.
Action
Conference to note the report and Workflow.
Item B4.6
3 of 3
Attachment A_ B4.6 Workflow of the Exhaustion of Flight Numbers and

Industry Codes Group
Planned Agenda Workflow

Considerations
• From the Passenger Standards Conference perspective:
- Today’s limitations, needs and new considerations
- Former study
• From IATA Coding operations perspective:
- Designators
- Location Identifiers
- Airline Accounting/Prefix Codes
Discussions: Fundamental problems of Flight Numbers & Industry Codes

• Issues and quantification – spread across airlines
• Challenges
• Areas most exhausted
• Industry Impacts
• Time threshold
Current Business Needs

• Operational (Pax management, etc)
• Commercial
• Financial
Future Business Context: Digital Transformation and Future Initiatives

• Digitalization Vision (distribution/finance)
• ATM digitalization – ATC/Aircraft Communication, Flight plan
• Future of Interline
• Architecture Technology Standards ATSB
• Drones – UTM
• Inter-modal requirements (end to end journey – Pax centric)
Identification
• Strengths, weaknesses of the current flight# solution
• Opportunities, optimizations, allocation tools for change
• Best practices from other areas of business.
Industry approach
• Short term / long term solutions
• Impact
• Inventory of options

Section C:
Shop - Order Standards Board Items
Contents
C1 Report of the Shop - Order Standards Board
C2 Endorsement of elections for positions on Shop - Order Standards Board
C3 Delegation of authority to the Shop - Order Standards Board
C4 Groups active under Shop - Order Standards Board Attachment A_C4
Attachment B_C4
Attachment C_C4
Attachment D_C4
Attachment E_C4
Attachment F_C4
Attachment G_C4
Ticketing Group Items
C4.1 Report and Workplan of the Ticketing Group Attachment A_C4.1
C4.1.2 Voting Items of the Ticketing Group presented as a package
C4.1.2a/P Editorial Corrections to the Form Code Table Attachment A_C4.1.2a/P
C4.1.2b/P Adjustments to FOP codes Attachment A_C4.1.2b/P
C4.1.2c/P Pandemic Related revisions to Ticket Validity Attachment A_C4.1.2c/P
C4.1.2d/P Update of Baggage Liability Limitations for US Travel Attachment A_C4.1.2d/P
C4.1.2e/P RBD & Fare Basis Analysis Attachment A_C4.1.2e/P
C4.1.2f/P Ticketing Mode Indicator Removal Attachment A_C4.1.2f/P
Reservations Group Items
C4.2 Report and Workplan of the Reservations Group (AIRG) Attachment A_C4.2
C4.2.1 Voting Items of the Reservations Group (AIRG) presented as a package
C4.2.1a/P Resolution 766, Paragraph 12 Involuntary Reroute Attachment A_C4.2.1a/P
C4.2.1b/P AIRIMP Chapter 6 – Codes and Abbreviations - SP Attachment A_C4.2.1b/P
C4.2.1c/P AIRIMP Chapter 6 – Codes and Abbreviations - DPNA Attachment A_C4.2.1c/P
C4.2.1d/P Unspecified/Undisclosed gender codes for Infants Attachment A_C4.2.1d/P
C4.2.1e/P YPTA (Young Persons Travelling Alone) SSR Attachment A_C4.2.1e/P
C4.2.1f/P Segment Associated Additional Services and SSR seat Elements with Attachment A_C4.2.1f/P
SSR ASVC
C4.2.1g Construction Rules for SSR DOCO Attachment A_C4.2.1g
C4.2.1h SSR AMMO Attachment A_C4.2.1h
C4.2.1i SSR WPOW/AMOW Attachment A_C4.2.1i
C4.2.1j PWD (Persons with Disabilities) - PAPTF Attachment A_C4.2.1j
Offer Group Items
C4.3 Report and Workplan of the Offer Group Attachment A_C4.3
Order Group Items
C4.4 Report and Workplan of the Order Group Attachment A_C4.4
C4.4.1 Voting Items of the Order Group presented as a package
C4.4.1a Party Information including the use of TIDS Attachment A_C4.4.1a

Pricing Automation Group Items
C4.5 Report and Workplan of the Pricing Automation Group (PAG) Attachment A_C4.5
C4.5.1 Voting Items of the Pricing Automation Group (PAG) presented as a
package
C4.5.1a/P Resolution 011c Attachment A_ C4.5.1a/P
C4.5.1b/P Recommended Practice 1201 Attachment A_C4.5.1b/P
Integration Group Items
C4.6 Report and Workplan of the Integration Group Attachment A_C4.6
Intermodal Group Items
C4.7 Report and Workplan of the Intermodal Group Attachment A_C4.7

Item C1
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Item C1: Report of the Shop - Order Standards Board (SOSB)

Return to Main Contents Page | Return to Section C Contents Page
Submitted by: Arber Deva (SWISS), Chair of the Shop - Order Standards Board
Ionut Badea, Senior Manager Shop – Order Standards, IATA (badeai@iata.org)
Secretary of the Shop - Order Standards Board
Background
The Shop - Order Standards Board is established under paragraph 2.3.2 of Resolution 009:
2.3.2 Shop–Order Standards Board
The Shop–Order Standards Board manages the development of standards concerning any interaction between airlines and any
other parties for the purpose of offering products and services, confirming when such products or services are entitled to be
received, and monitoring or reporting on the consumption of what has been ordered. This includes but is not limited to fare
construction, currency, reservations, ticketing, intermodal distribution, offer and order management standards.
Members of the Shop Order Standards Board
1 Air Canada Keith Wallis 1 November 2018
2 Air France Sabine Isidore 1 November 2018
3 American Airlines Shawn Zeak 1 November 2018
4 British Airways Jerry Foran 1 November 2018
5 Delta Air Lines Derek Adair 1 November 2018
6 Emirates Airline Rob Broere 1 November 2018
7 Etihad Airways Dieter Westermann 1 November 2018
8 Finnair Tarja Koski 1 November 2018
9 Hahn Air Lines Christopher Allison 1 November 2018
10 KLM Bas Hooft 1 November 2018
11 LATAM Airlines Gonzalo Guillen Navarro 1 November 2018
12 Qantas Leonie Privett 1 November 2018
13 Qatar Airways Kalle Immonen 1 November 2018
14 Scandinavian Airlines Julie Bergstrom 1 November 2018
15 Singapore Airlines Bryan Koh 1 November 2018
16 Swiss International Air Lines Arber Deva 1 November 2018
17 Turkish Airlines Omer Bukel 1 November 2018
18 United Airlines Jeffrey Christensen 1 November 2018

Item C1
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The Shop Order Board is being chaired by Arber Deva – Chair (SWISS International Airlines) and Jerry Foran – Vice Chair
(British Airways).
Shop – Order Standards Board activity in 2020

Reprioritization of Industry Activity
IATA continues to focus on reprioritization efforts in response to the COVID-19 pandemic and where we can provide
immediate value, with many immediate actions already taken in the areas of advocacy with governments, and in securing
the operation of industry settlement systems.
As Shop Order Board members are aware, a group by group assessment of existing work plans and activity of all Groups
under the Passenger Standards Conference (PSC) structure and those reporting to the Shop Order Board has been
undertaken in March/April this year and proposed reprioritization of activities were endorsed by the SOSB and PSC
Steering Group.
The process of the outcome involved discussions occurring with officers of each group to adjust work plans to be in line
with the new IATA emergency objectives, and the direction of the IATA Board of Governors, on the basis of short-term
priorities (contributing to cashflow, cost reduction, market stimulation) together with the assumption of limited participation
across groups for 2020.
All five Management Boards agreed with the approach to continue following the re-prioritized work plans through the
remainder of 2020 while monitoring the ability of airlines to contribute to the standards development activity.
An overview of the Shop Order Standards Groups is shown below with highlight to the Intermodal Group that was deemed
to be paused.

Item C1
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Activity overview in 2020

In 2020, the Board has met face to face on one occasion in Singapore on the 5th of February and held an online meeting on
the 16th of June via Microsoft Teams. Another meeting is planned for end of September to be held online.
Topics endorsed or guidance provided to groups and IATA include the following:
- Direction on ATPCOs Next Generation Storefront (NGS), and the possible interaction with IATA standards
- Direction on optimizing industry resources and prioritizing change requests
- Requested priority on the work of the Documenting the Elements Working Group
- Priority to providing Implementation Guidance and any actions to encourage standardized implementation.
- Endorsed the creation of a dedicated taskforce in response to Expedia’s item brought forward at the Shop Order Board
Advisory forum acknowledging the importance and benefits of having common definitions of terms used in airline
policies
- Endorsed changes to NDC certification to support the industry during COVID19
- Tasked the Reservations and Customer Payment Groups to explore the development of industry standards that would
allow an airline to capture and exchange cardholder/payer contact information in a common and cost-effective manner
Shop – Order Standards Areas for Exploration

The Shop-Order Board is looking at the following topics in terms of potential areas for further standards development.
- Recognizing the value of the smaller and innovative players in the Offer and Order Management ecosystem
- Schema convergence for industry adoption of Offer and Order Standards
- Adoption blockers of Offer and Order Management messages
- Identity Management for players across the value chain
- Re-invigorating multi-lateral interline
- Future of Mileage and mileage fare processes at industry level
- Document number exhaustion, and need to continue supporting ticketing and EMD standards
Shop – Order Standards Advisory Forum

The Shop Order Board had its first meeting in Singapore in January 2019. At this same meeting the Board agreed to create
an Advisory Forum as described in Resolution 009. The Board recommended Nicola (Nikki) Ping (Flight Centre Travel Group)
as Chair of the Advisory Forum. Nikki was previously leading the NDC Implementation at British Airways before her recent
appointment at FCM and graciously accepted the role as Advisory Forum Chair.
The Advisory Forum meets on the day before the Shop Order Board. Most airlines were previously involved in the PDMG
Advisory Forum. The Advisory Forum has met face to face on one occasion in Singapore on the 4th of February and held an
online meeting on the 15th of June via Microsoft Teams. Another meeting is planned for end of September to be held online.
The areas where the Advisory Forum recommends that the industry keep focus to increase the adoption of the standards
under the SOSB:
- Accelerating standard delivery

- Addressing the issue of scalability and variations in airline implementations
- Addressing the blockers to adoption especially in the managed travel area
- Actions to improve the traction of OBTs and visibility of their roadmaps
Action
Conference to note report.

Shop Order Standards Board Items
Item C2
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Item C2: Endorsement of elections for open positions on

Shop - Order Standards Board
Submitted by: Ionut Badea, Senior Manager Shop – Order Standards, IATA (badeai@iata.org)
Background
New nominations
The following new nominations were received.
Name Company Title Qualifications Responsibilities
George Hawaiian Management George Bryan has been working in Overall Hawaiian Airlines distribution
Bryan Airlines Consultant - airlines sales & distribution with over strategy
Distribution 14 years of industry experience with • Online Travel Agency (OTA) and
an emphasis on NDC. George Metasearch strategy and contracting
champions technology and concepts • Global Distribution Systems (GDS)
that bring the instant access, tailored strategy and contracting
content and visual appeal that Guests • General Sales Agent (GSA) strategy
are demanding in the age of e- and contracting
retailing and social media to the world • Basic economy strategy for the
of airline distribution. George indirect channel
previously worked for WestJet • Direct connect strategy and
Airlines in Calgary, Canada where he contracting
was critical in developing their NDC • New Distribution Capabilities (NDC) and
program and was an early leader in contracting
the field of Direct Connect and NDC. • Payments strategy and contracting
In addition, George has sat on • Implementation of distribution
previous boards, judged NDC technology
hackathons and also consulted for • Distribution reporting and cost of sale
IATA on Interline & NDC. analysis

Item C2
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Jeff China General Manager Experience: CI got Level 4 certification this Aug, and have
Chang Airlines -SEP 2014~ SEP 2015 Senior Manager, several use cases going on:
Corporate Division, Tigerair Taiwan
(Subsidiary of China Airlines) 1. connect with Skyscanner for Pax seamless
-SEP 2015~ Dec 2016 General Manager, booking experience,
LCC project team, China Airlines
-Jan2017~ Now General Manager, 2. interline connection with EasyJet.
Distribution Management Department,
Passenger Sales & Marketing Division, We have just finished selling our ancillaries
China Airlines product – package/seat on GDS and we are
seeking NDC solution for interline connection
& ancillaries sales.

1 Air Canada Keith Wallis 1 November 2018
2 Air France Sabine Isidore 1 November 2018
3 American Airlines Shawn Zeak 1 November 2018
4 British Airways Jerry Foran 1 November 2018
5 Delta Air Lines Derek Adair 1 November 2018
6 Emirates Airline Amit Khandelwal 1 November 2018
7 Etihad Airways Dieter Westermann 1 November 2018
8 Finnair Tarja Koski 1 November 2018
9 Hahn Air Lines Christopher Allison 1 November 2018
10 KLM Bas Hooft 1 November 2018
11 LATAM Airlines Gonzalo Guillen Navarro 1 November 2018
12 Qantas Leonie Privett 1 November 2018
13 Qatar Airways Kalle Immonen 1 November 2018
14 Scandinavian Airlines Julie Bergstrom 1 November 2018
15 Singapore Airlines Bryan Koh 1 November 2018
16 Swiss International Air Lines Arber Deva 1 November 2018
17 Turkish Airlines Omer Bukel 1 November 2018
18 United Airlines Jeffrey Christensen 1 November 2018
19 Hawaiian Airlines George Bryan 18 November 2020
20 China Airlines Jeff Chang 18 November 2020
The Conference is asked to note that this composition of the Board would involve 20 airline members, which slightly
exceeds the maximum of 18 airlines permitted by Resolution. The Conference is asked to approve this composition for 12
months from 18 November 2020, to simplify proceedings at this time. This is in acknowledgement that a proposal has been
presented to change the nomination and election process of each Board, and that a full elections would then occur next
year.

Item C2
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standards@iata.org.
Action

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Item C3: Delegation of authority to the Shop - Order

Standards Board
Background
2.6.4.2 Proposals to amend standards endorsed by the Board will be submitted for formal adoption by the Conference except
where the Conference delegated the authority to establish standards to the Board. Where delegated authority has been granted
to the Board (as described in Paragraph 2.7), the Board may issue the standard on their own authority.
…
2.7.1 The Conference may delegate authority to any Board (or any combination of Boards) to adopt non-binding standards without
an action by the Conference itself providing:
2.7.2 Unless referenced explicitly within a Resolution, such authority will only be granted for a maximum of one year, after which
point it must be renewed by the Conference. Such authority may be renewed as many times as required.
2.7.3 Guidance of such delegated authority will be published by IATA within the next Passenger Services Conference Resolution
Manual issued after the delegated authority is adopted.
Proposed Delegation for 12 Month Period from 18 November 2020

The Board requests delegation for the Conference to adopt changes made to the Enhanced and Simplified Distribution Guide,
which is the industry standard Implementation Guide for Offer and Order management messages (described within the NDC
and ONE Order transformation programs).
This Implementation Guide serves as the industry standard for default processes and message use for the Enhanced
Distribution (NDC) messages and is developed within the Offer and Order Groups under the Shop – Order Standards Board,
with the active involvement of many non-airline stakeholders including technology partners, sellers and travel agents. The
guide represents a non-binding standard, as member airlines may choose to use Enhanced Distribution (NDC) messages or
not, and may also choose to bilaterally agree to different processes with their partners. However, having an industry standard
serving as a default process for the use of messages greatly reduces cost and complexity, and better supports broad-scale
adoption of the message formats across the industry.
The Conference will note that Attachment A of Resolution 787 (which established the Passenger Distribution Management
Group, to oversee development of the Enhanced Distribution messages) was not rescinded at the time that Resolution 009
was adopted, however Resolution 009 (and the actions taken by the final Passenger Services Conference in 2018) now
transfers authority for all activities outlined in Attachment A of Resolution 787 to the Shop – Order Board. This includes
responsibility for producing a “DISTRIBUTION IMPLEMENTATION MANUAL”. This Conference is asked to note that the
Enhanced and Simplified Distribution Guide fulfils the function of this manual.
Action
Conference to endorse this delegation of authority, to adopt changes made to the Enhanced and Simplified Distribution
Guide, and the Interline EMD Baggage Implementation Guide to endorse that the Shop – Order Board continues to have
oversight and authority over all activities outlined in Resolution 787, Attachment A.

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Item C4: Groups active under the Shop – Order Standards

Board
Background
3.1.3 Each Group shall have a Terms of Reference establishing the scope, working procedures, voting processes and anticipated
meetings.
3.1.5 A Group should be established where there is a requirement to perform actual development activity across a specific area of
standards. This may be established on the basis of a discrete function, or an existing body of standards that require an identifiable
area of expertise. The structure of Groups should maximize efficiency and reduce duplication.
The Shop – Order Standards Boards had the following Groups active during 2019-2020.
Group name Scope
Ticketing Group Deal with matters concerning ticketing processes including the associated business
requirements.
Reservations Group Develop recommendations and take decisions on all procedures and policy issues relating
to reservations rules and regulations, including transmission of reservations services for
use by customers and agents.
Offer Group Deal with matters concerning the construction, delivery and structure of an Offer and its
processes including the associated business requirements.
Order Group Take decisions on all business requirements involving Order Management processes
(described in Resolution 787 and 797) and associated standards, including.
a. Distribution processes.
b. Accounting processes.
c. Delivery processes.
Integration Group Deal with matters concerning the integration of current and emerging distribution systems
and capabilities, including the associated business requirements to manage integration
and transition.
Pricing Automation Group Discuss and develop uniform interpretations of existing pricing standards resolutions and
procedures to standardize automation for pricing international fares and rules;
Intermodal Group Deal with matters concerning all activities relating to facilitating intermodal passenger
processes including the associated business requirements.
The reports of each of these groups, and voting items for the Conference where relevant, are included later within the Shop
– Order Board package.

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Ticketing Group Deal with matters concerning ticketing A_C4

processes including the associated
Reservations Group Develop recommendations and take B_C4

decisions on all procedures and policy
issues relating to reservations rules
and regulations, including
transmission of reservations services
for use by customers and agents.
Offer Group Deal with matters concerning the C_C4

construction, delivery and structure of
an Offer and its processes including
Order Group Take decisions on all business D_C4

requirements involving Order
Management processes (described in
Resolution 787 and 797) and
associated standards, including.
Integration Group Deal with matters concerning the E_C4

integration of current and emerging
distribution systems and capabilities,
requirements to manage integration
and transition.
Pricing Automation Group Discuss and develop uniform F_C4

interpretations of existing pricing
standards resolutions and procedures
to standardize automation for pricing
international fares and rules;
Intermodal Group Deal with matters concerning all G_C4

activities relating to facilitating
intermodal passenger processes
requirements.
Action
The active groups are established under the authority of the Board and are presented for the Conference to note.

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Attachment A_C4: Terms of Reference: Ticketing Group

Ticketing Group Terms of Reference
IATA passenger standards are established by the Passenger Standards Conference. IATA Resolution 009 establishes the
governance structure for developing and adopting standards within this Conference. The provisions of Resolution 009 always
take precedence over these Terms of Reference.
Group name Ticketing Group
Reports to Shop-Order Standards Board
Role / Mandate Deal with matters concerning ticketing processes including the associated business
requirements.
Review and endorse proposals to create or amend standards governing these

processes. Ensure that proposals align with existing standards, and that requirements
are documented with a corresponding change to Implementation Guidance where
applicable.
Review and endorse proposals to amend:
• Resolutions and Recommended Practices listed below this table;

• Implementation Guides and other supporting documents.
Liaise with other process owning groups under any Conference, and advisory groups
under Industry Groups (including Offer, Order and Integration and Intermodal groups) as
required.
Maintain a work plan and report regularly to the Shop-Order Board.
Period of effectiveness The group is effective from 1 November 2020 for a period of 12 months and may be
disbanded by the Shop-Order Board at any time.
Participation To participate in the group, organizations must either elect to be Members of the group,
or to participate as Observers
Members
Minimum 10, maximum 18 organizations will be elected as Members, of which a

minimum 10 must be IATA Member Airlines.
Where nominations exceed available vacant positions, the Shop-Order Board will elect
members into vacant positions.
Members will be elected for a minimum period of 12 months, subject to the group’s
mandate continuing.
Member organizations must commit to active participation of one named and suitably
qualified delegate for a minimum of 12 months.
The named delegate may be changed during term, only when absolutely necessary.

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The named delegate may appoint a proxy from within their organization to attend
meetings on their behalf.
Any organization who fails to attend 2 meetings (including scheduled telephone calls
without providing an alternate) will forfeit their position on the group.
Observers
Any organization eligible for participation who is not a member may attend any meeting
as an observer and access any materials from meetings.
Where this organization is an IATA Member Airline, they may also participate in any vote
when attending as an observer.
A4A Member Airlines
Strategic Partners belonging to the Shop-Order Strategic Partnership program.
Or any other organizations subject to the approval of the Chair, IATA and A4A.
Meetings Monthly meetings will be scheduled of which one meeting may be face to face.
Additional meetings may be scheduled as required by the work plan and in concurrence
with the secretary.
On behalf of the group officers, the secretary may restrict meeting participation for
reasons such as the need for specific participant expertise or logistical constraints (i.e.
room capacity).
Working Groups The group may establish and disband temporary working groups to investigate or
develop proposals or achieve specific tasks on the Group’s work plan, in concurrence
with the secretary.
Officers A Chair and Vice-Chair will be elected from group Members. Only IATA member airlines
are eligible to be elected as Chair or Vice-Chair. The election will occur by simple
majority. The Chair and Vice-Chair will be elected for a minimum period of 12 months
and maximum of 24 months, subject to the group’s mandate continuing.
All organizations who are members of the group will be eligible to vote for the election
of Chair and Vice-Chair.
Profile of delegates Named delegates should have current experience and day-to-day involvement in the
following areas:
• Day to day involvement in Ticketing and EMDs processes,

• Additional exposure in the following areas is desirable but not mandatory:
o Distribution (including NDC and ONE Order programs)
o Experience in Fares and Schedules
Quorum A quorum of 25% of members is required for the meeting to be valid.
Voting Decision making is by majority vote of IATA member airlines participating in the vote.
Each airline may exercise only one vote, and abstentions are not counted.
Where activity is joint with A4A, a separate A4A vote will be held for applicable items.

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(Excluding the election of Any required action to be voted on by the Group may take place at a face to face
Chair and Vice-Chair). meeting or by online ballot. For online ballots, negative votes require a reason and a
period for dispute resolution. Ballots will remain editable until the conclusion of the
dispute resolution period.
Any Member airline may attend any meeting of any Group and may participate in any
vote at meetings where they attend. Any Member airline may participate in an online
ballot by notifying the IATA Secretariat in advance. (Resolution 009, section 3.3).
The agenda of any Group meeting will be posted at least 14 days before the meeting, or
7 days before an online meeting, and minutes will be published within 30 days following
the meeting. Such documentation (together with a record of attendees, and the
outcome of any voting action including individual votes) will be visible to all Member
airlines.
Endorsement of standards Resolutions, Recommended Practices and Data Exchange Standards endorsed by a
majority vote will be presented to the Shop-Order Board for approval, before
presentation to the Conference for adoption as required.
Changes to data exchange standards require endorsement by the Architecture and

Technology Strategy Board under the provisions of Resolution 009.
Changes to any other Resolutions, Recommended Practices or Data Exchange

Standards not defined in Attachment A through D require endorsement by the owning
group and adoption at the Conference as required.
List of Resolutions and Recommended Practices under Ticketing Group:
722g Ticket-Neutral
725f Electronic Miscellaneous Document–Airline
725g Electronic Miscellaneous Document–Neutral
725h Electronic Miscellaneous Document–Ground Handling
735c Rerouting and Refund in Case of Death
735d Involuntary Change of Carrier, Routing, Class or Type of Fare (Involuntary Reroute)
737 Refunds
1721 Netting for Exchange/Reissue Transactions
1725 EMD Tax Collection Following an Upgrade
1728 Reservations and Ticket Coding Directory
1735 Planned Schedule Changes
1738 Application for Ship’s Crew Fares
1790a Online Sales of Additional Services in Interline Scenarios
1790c Reservation Procedures for Chargeable Baggage Related Services and Service Reference Number
2725i Through/Change of Gauge Flight for EMD-A

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Attachment B_C4: Terms of Reference: Reservation Group

Reservations Group Terms of Reference
Group name A4A/IATA Reservations Group
Role / Mandate Develop recommendations and take decisions on all procedures and policy issues relating to
reservations rules and regulations, including transmission of reservations services for use by
customers and agents.
Review proposals and develop recommendations for additions, deletions and amendments to:
Reservations-related data exchange standards in A4A/IATA Reservations Interline Message

Procedures - Passenger (AIRIMP), XML and EDIFACT reservations messaging standards.
Resolutions and Recommended Practices outlined in Attachment.
Reservations Handbook
Liaise with other process owning groups under the PSC, and advisory groups under Industry
Committees as required.
Maintain a work plan and report regularly to Shop-Order Board
Develop and endorse other standards as directed by the Shop-Order Standards Board.
Period of The group is effective from 1 November 2019 for a period of 12 months and may be disbanded by
effectiveness the Shop-Order Board at any time.
participate as Observers
Members
Minimum 10, maximum 18 organizations will be elected as Members, of which a minimum 10 must
be IATA Member Airlines.
Member organizations must commit to active participation for a minimum of 12 months.
A Member organization may have multiple delegates but may only exercise one vote per
organization.
Where nominations exceed available vacant positions, the Shop-Order Standards Board will elect
members into available positions.
Observers

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Where this organization is an IATA Member Airline, they may also participate in any vote when

Participation
A4A Member Airlines
Organizations participating in the Shop-Order Strategic Partnerships program.
Any other organization may attend meetings as required, with the prior approval of the Chair and
Secretary.
Meetings Minimum 4 telephone / web meetings per year.
Minimum 1 face to face meetings per year.
The agenda of any Group meeting will be posted at least 14 days before the meeting, and minutes
will be published within 30 days following the meeting. Such documentation (together with a record
of attendees, and the outcome of any voting action including individual votes) will be visible to all
Member airlines.
Officers An airline Chair and Vice-Chair will be elected from group Members. The election will occur by
simple majority. The Chair and Vice-Chair will be elected for a maximum period of 12 months,
subject to the group’s mandate continuing.
All organizations who are members of the group will be eligible to vote for the election of Chair and
Vice-Chair.
Profile of delegates Delegates should have experience and day-to-day involvement in the following, but not limited to,
areas of reservations:
• Reservations and Distribution systems,

• Reservations Business Process, and Business Analysis,
• GDS operations.
Quorum A quorum of 25% of members is required for a valid meeting.
Voting Any required action to be voted on by the Group may take place at an in-person meeting, or by
online ballot.
(Excluding the
election of Chair and Decision making is by unanimous vote of the Membership as well as any other IATA Member
Vice-Chair). Airlines participating in the vote.
A separate A4A vote will be held for applicable items.
Changes to AIRIMP shall follow the procedure outlined in Resolution 760a.
Each organization may exercise only one vote, and abstentions are not counted.
Endorsement of Standards endorsed by a valid vote will be presented to the Shop-Order Standards Board for
standards endorsement for the proposals to be forwarded to PSC for final adoption.

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Change to any other Resolution or Recommended Practice not owned by group requires
endorsement by the owning group and adoption at the PSC as required.
List of Resolutions and Recommended Practices under A4A/IATA Reservations Group (AIRG):
760 Resolution Governing use of Reservations Interline Message Procedures—Passenger (AIRIMP)

760a Changes to Reservations Interline Message Procedures—Passenger (AIRIMP)
766 Interline Passenger Reservations Procedure
1764 Reservations Verification
1766 Publication of Reservations Information
1767 Quality Control
1767a Quality Control for Interline Messages
1768 Standard Reservations Telephone Conversations
1768a Mandatory Fare Quote and Enforced Ticket Time Limit
1769 Emergency/Strike Situation
1770 Code of Reservations Ethics
1771 Sell and Report or Free Sale Agreements
1772 Passenger Sales Agent Location Identification
1774 Protection of Privacy and Processing of Personal Data Used in International Air Transport of Passengers and
Cargo
1776 Seamless Connectivity
1776a Seamless Availability and Selective Query
1777 Online Married Segment Control
1777a Interline Married Segment Control
1778 Automated Block Space Interface
1779 Journey Data
1782 Enhanced Availability Data
1783 Interactive Passive Validation
1787 Reservations Procedures for Free and Reduced Rate Transportation
1790b Reservations Procedures for Chargeable Ancillary Services
1790c Reservations Procedures for Chargeable Baggage Related Services

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Attachment C_C4: Terms of Reference: Offer Group

Offer Group Terms of Reference
Group name Offer Group
Reports to Shop-Order Standards Board (SOSB)
Role / Mandate Deal with matters concerning the construction, delivery and structure of an Offer
and its processes including the associated business requirements.

processes. Ensure that proposals align with existing standards and that
requirements and are documented with a corresponding change to Implementation
Guidance where applicable.
Review and endorse proposals to amend:
Resolutions, Recommended Practices and Implementation Guides related to Offer

Management
Changes (technical and business) to the Offer Schemas noted in Attachment.
Liaise with other process owning groups under any Conference, and advisory
groups under Industry Committees (including Offer, Order and Integration and
Intermodal groups) as required.
Period of effectiveness The group is effective from 1 November 2020, for a period of 12 months, and may
be disbanded by the Shop-Order Board at any time.
Participation To participate in the group, organizations must either elect to be Members of the
group, or to participate as Observers.
Members

minimum 10 must be IATA Member Airlines.
Where nominations exceed available vacant positions, the Shop-Order Board will
elect members into vacant positions.
Members will be elected for a period of 12 months, subject to the group’s mandate
continuing.
Member organizations must commit to active participation of one named and

suitably qualified delegate for a minimum of 12 months.
The named delegate may appoint a proxy from within their organisation to attend

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Any organization who fails to attend 2 meetings (including scheduled telephone

calls without providing an alternate) will forfeit their position on the group.
Observers
Any organization eligible for participation who is not a member may attend any
meeting as an observer and access any materials from meetings.
Where this organization is an IATA Member Airline, they may also participate in any
vote when attending as an observer.
Strategic Partners participating in the Shop-Order Strategic Partnerships program.
Or any other organizations subject to the approval of the Chair and IATA.
Meetings Monthly meetings will be scheduled (or as required by the work plan and in
concurrence with the secretary), of which one meeting is expected to be face-to-
face.
Meeting participation may be restricted as required, by the secretary on behalf of

the group officers, due to specific participant expertise, room capacity or other.
The agenda of any face to face meeting will be posted at least 14 days before the
meeting and minutes may be published within 30 days following the meeting. Such
documentation (together with a record of attendees, and the outcome of any voting
action including individual votes) will be visible to all Member airlines.
develop proposals or achieve specific tasks on the Group’s work plan, in
concurrence with the secretary.
One Working Group is hereby created by these Terms of reference:
Offer Technical Working Group
Officers A Chair and Vice-Chair will be elected from group Members. Only IATA member
airlines are eligible to be elected as Chair or Vice-Chair. The election will occur by
simple majority. The Chair and Vice-Chair will be elected for a maximum period of 12
months, subject to the group’s mandate continuing.
Profile of delegates Named delegates should have current experience and day-to-day involvement in
the following areas:
NDC processes around Offer creation and distribution.
Shopping and Merchandising Processes
Voting Decision making is by 75% vote of IATA member airlines participating in the vote.

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(Excluding the election of Chair Any required action to be voted on by the Group may take place at an in-person
and Vice-Chair). meeting, or by online ballot.
ballot by notifying the IATA Secretariat in advance. (Resolution 009, paragraph
2.3.1).
Endorsement of standards Standards endorsed by a 75% positive vote will be presented to the Shop-Order
Board for approval, before presentation to the Conference for adoption as required.

Change to any other Resolution or Recommended Practice requires endorsement

by the owning group and adoption at the Conference as required.

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Attachment D_C4: Terms of Reference: Order Group

Order Group Terms of Reference
Group name Order Group
Role / Mandate Take decisions on all business requirements involving Order Management
processes (described in Resolution 787 and 797) and associated standards,
including:
• Distribution processes.
• Accounting processes.
• Delivery processes.

processes. Ensure that proposals align with existing standards and that
requirements are documented with a corresponding change to Implementation
Review and endorse proposals to amend Schemas as detailed in Attachment, and all
associated implementation guidance.
groups under Industry Committees (including Offer, Order and Integration and
Intermodal groups) as required.
Maintain a work plan according to the Shop-Order Board and report regularly to the
Shop-Order Board.
Members

minimum 10 must be IATA Member Airlines
continuing.


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Any organization who fails to attend 2 subsequent meetings (including scheduled

telephone calls without providing an alternate) will forfeit their position on the group.
Observers
vote (online or in meetings) when attending as an observer.
Strategic Partners participating in the Shop-Order Standards Strategic Partnership

program.
Meetings Monthly meetings will be scheduled (as required by the work plan and in
concurrence with the secretary), of which one meeting is expected to be face to
face.

documentation (together with a record of attendees and the outcome of any voting
action) will be visible to all Member airlines.
Working Groups The group may establish and disband temporary ad-hoc working groups led by a
member of the group to investigate or develop proposals or achieve specific tasks
on the Group’s work plan, in concurrence with the secretary.
the following areas:
Delegates should have expertise (and day-to-day involvement in) existing fulfilment
processes (reservations, ticketing), accounting processes (sales accounting,
interline billing) or delivery processes (ticketing, DCS).
According to the standard setting methodology associated to the Airline Industry

Data Model, required working skills are:
• Business knowledge in above areas,

• Business analysis knowledge,
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• Data modelling expertise.
Any required action to be voted on by the Group may take place at an in person
(Excluding the election of Chair meeting, or by online ballot.
and Vice-Chair).
2.3.1).



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Attachment E_C4: Terms of Reference: Integration Group

Integration Group Terms of Reference
Group name Integration Group
Role / Mandate Deal with matters concerning the integration of current and emerging distribution
systems and capabilities, including the associated business requirements to
manage integration and transition.

processes. Ensure that proposals align with existing standards, and that
Review and endorse proposals to amend Standards to support the integration and
future compatibility of interlining between carriers in the transition between old and
new processes.
groups under Industry Committees as required.
Members

minimum 10 must be IATA Member Airline
continuing.

The named delegate may appoint a proxy from within their organisation to attend

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Any organization who fails to attend 2 meetings (including scheduled telephone

calls without providing an alternate) will forfeit their position on the group.
Observers
vote when attending as an observer.
Strategic Partners participating in the Shop-Order Strategic Partnerships program.
Meetings Meetings will be scheduled as required by the work plan and in concurrence with the
secretary. At least one meeting will be scheduled as a face to face meeting.

Profile of delegates Named delegates should have current experience and day-to-day involvement as
outlined in the Terms of Reference of any other group active under the Shop-Order
Board, together with a public commitment of their organization to pursue an
implementation of NDC or One Order.
Any required action to be voted on by the Group may take place at an in-person
(Excluding the election of Chair meeting, or by online ballot.
and Vice-Chair).

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2.3.1).



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Attachment F_C4: Terms of Reference: Pricing Automation Group

Pricing Automation Group Terms of Reference
Group name Pricing Automation Group
Role / Mandate Discuss and develop uniform interpretations of existing pricing standards resolutions and
procedures to standardize automation for pricing international fares and rules;
Discuss developments in distribution channels and recommend changes to existing pricing

standards resolutions as shown in Attachment and procedures to ensure consistent application
and pricing of international fares and rules;
Review and advise on the implementation strategy of adopted changes and interpretations to
current tariff resolutions, procedures and methodologies.
Liaise with other process owning groups under the Conferences, and advisory groups under
Industry Committees as required.
Maintain a work plan and report regularly to Shop-Order Standards Board
Period of The group is effective from 1 November 2020, for a period of 12 months, and may be disbanded
effectiveness by the Shop-Order Board at any time.
participate as Observers
Members
Minimum 10, maximum 18 organizations will be elected as Members, of which a minimum 10 must
be IATA Member Airlines.
Member organizations must commit to active participation for a minimum of 12 months.
A Member organization may have multiple delegates but may only exercise one vote per
organization.
Where nominations exceed available vacant positions, the Shop-Order Board will elect members
into vacant positions.
Observers:

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Where this organization is an IATA TC Member Airline, they may also participate in any vote when
Eligibility for IATA Member Airlines.

Participation
Organisations participating in the Shop-Order Standards Strategic Partnerships program.
Any other organization may attend meetings as required, with the prior approval of the Chair and
Secretary.
Meetings Minimum 4 telephone / web meetings per year.
Minimum 2 face to face meetings per year.
The agenda of any Group meeting will be posted at least 14 days before the meeting, and minutes
will be published within 30 days following the meeting. Such documentation (together with a
record of attendees, and the outcome of any voting action including individual votes) will be
visible to all Member airlines.
Officers A Chair and Vice-Chair will be elected from group members. The election will occur by simple
majority. The Chair and Vice-Chair will be elected for a maximum period of 12 months, subject to
the group’s mandate continuing.
All organizations who are members of the group will be eligible to vote for the election of Chair
and Vice-Chair.
Profile of delegates Named delegates should have experience and day-to-day involvement in the following areas of
reservations:
• Revenue Management
• Pricing
• Fares Distribution
• Fare filing
Quorum A quorum of 25% of members is required for a valid meeting.
Voting Any required action to be voted on by the Group may take place at an in person meeting, or by
online ballot.
Implementation issues will be decided by consensus;

(Excluding the
election of Chair and PAG proposals regarding IATA Tariff Coordination (TC) resolutions will be agreed by unanimous
Vice-Chair). vote for which only IATA TC members may vote.
Recommendations regarding other IATA resolutions will be forwarded to the appropriate Groups
for their consideration.
Endorsement of Standards endorsed by a valid vote will be presented to the Shop-Order Board for endorsement for
standards the proposals to be forwarded to the relevant Conference for final adoption.

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Change to any other Resolution or Recommended Practice not owned by PRSG requires
endorsement by the owning group and adoption at the relevant Conference as required.
List of Resolutions under Pricing Automation Group (PAG):
001 Permanent Effectiveness Resolution

001yy Special Provisions Resolution Acceptability of Currencies
004a Restriction of Applicability
008a Extension of Expiry Dates
008z Hajj and Umrah Periods
009 Passenger Standards Governance (Intended Effect 1 November 2018)
011 Mileages and Routes for Tariff Purposes
011a Mileage Manual Non-TC Member/Non-IATA Carrier Sectors
011b Global Indicators
011c Multi Airport City
012 Glossary of Terms
012b Countries, Currencies, Codes Administrative Resolution
012c Fare Construction Rule Acronyms
017 Construction Rules
017a Construction Rules for Journeys
017b Construction Rules for Pricing Units
017c Construction Rules for Fare Components
017e Mixed Class
017f Exchange, Reissues and Refunds
017ha Fare Selection Criteria
017i Carrier Selection for Fare Construction Checks
024 Special Provisions Resolution Currency Adjustments
024a Establishing Passenger Fares and Related Charges
024c Conversion of Local Currency Amounts for Combination/Construction Purposes
024d Currency Names, Codes, Rounding Units and Acceptability of Currencies
024e Rules for Payment of Local Currency Fares
024k Currency Related Rules
040 Stopovers
040b Counting of Transfers
040c Surface Sectors
049a Changes in Fares–Gambia, Ghana, Sierra Leone, Zambia
049x Fare Changes
102 Passenger Expenses Enroute
121a Government Controlled Cost Factors Administrative Resolution
200g Procedures for Government Orders
212 Charge for a Passenger Occupying Two Seats
302 Baggage Provisions Selection Criteria
312 Baggage Excess Value Charge

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Attachment G_C4: Terms of Reference: Intermodal Group

Intermodal Group Terms of Reference
Group name Intermodal Group
Role / Mandate Deal with matters concerning all activities relating to facilitating intermodal
passenger processes including the associated business requirements.
Review and endorse proposals to create or amend standards governing

these processes. Ensure that proposals align with existing standards and
that requirements are documented with a corresponding change to
Implementation Guidance where applicable.
Govern and develop the changes to the Intermodal Best Practices Guide.
Liaise with other process owning groups under any Conference, and
advisory groups under Industry Committees (including Offer, Order and
Integration and ticketing groups) as required.
Period of effectiveness The group is effective from 1 November 2019, for a period of 12 months, and
reviewed by the Shop-Order Board annually, and may be disbanded by the
Shop-Order Board at any time.

Members
Minimum 5, maximum 18 organizations will be elected as Members, of which

a minimum 2 must be IATA Member Airline.
Where nominations exceed available vacant positions, the Shop-Order

Members will be elected for a period of 12 months, subject to the group’s

mandate continuing.

The named delegate may be changed during term, only when absolutely
necessary.
The named delegate may appoint a proxy from within their organisation to
Observers

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Strategic Partners participating in the Shop-Order Strategic Partnerships

program.
Meetings Meetings will be scheduled as required by the work plan and in concurrence
with the secretary.

capacity or other.
before the meeting and minutes may be published within 30 days following
the meeting. Such documentation (together with a record of attendees, and
the outcome of any voting action including individual votes) will be visible to
all Member airlines.
Officers A Chair and Vice-Chair will be elected from group Members. IATA member
airlines and System Providers are eligible to be elected as Chair or Vice-
Chair. The election will occur by simple majority. The Chair and Vice-Chair
will be elected for a maximum period of 12 months, subject to the group’s
mandate continuing.
involvement in the following areas:
Day to day involvement in Intermodal activity within their organisation
Industry Coding,
Fares
Scheduling
Distribution processes
Voting Decision making is by majority vote of members participating in the vote.

Each organisation may exercise only one vote, and abstentions are not
counted.

Item C4
Attachment G_C4
3 of 3
(Excluding the election of Chair Any required action to be voted on by the Group may take place at an in-
and Vice-Chair). person meeting, or by online ballot.
Endorsement of standards Standards endorsed by a majority vote will be presented to the Shop-Order
Board for approval, before presentation to the Conference for adoption as
required.

Resolution 009.

required.

Item C4.1
1 of 2
Item C4.1: Report and Workplan of the Ticketing Group, under

the Shop – Order Standards Board
Submitted by: Johan Lodewijckx, Chair of the Ticketing Group, under the Shop – Order Standards Board
Margaret Brown, Vice Chair of the Ticketing Group, under the Shop – Order Standards Board
Ionut Badea, Senior Manager Shop – Order Standards, Secretary of the Ticketing Group (badeai@iata.org)
Background
The Ticketing Group was established under the Shop – Order Standards Board with a mandate through to 2nd November
2020, to develop proposals on standards related to:
1. Deal with matters concerning ticketing processes including the associated business requirements.
proposals align with existing standards, and that requirements are documented with a corresponding change
to Implementation Guidance where applicable.
- Resolutions 720-722g, 727 -735c; 737, RPs 1721-28, 1736-38,
- Resolutions 725-725h, Industry Standard 2725i, RP 1790a, 1790c,
- Resolution 735d, RP 1735,
- Implementation Guides and other supporting documents.
4. Liaise with other process owning groups under any Conference, and advisory groups under Industry Groups
(including Offer, Order and Integration and Intermodal groups) as required.
5. Maintain a work plan and report regularly to the Shop-Order Board.
This is a joint activity with A4A.
Members of the Ticketing Group

1 Aegean Airlines (A3) Mirsini Vlachou
2 Airlines Reporting Corporation Andrew Bolton
3 All Nippon Airways (NH) Kumiko Ozawa
4 Amadeus Laurence Chevallay
6 British Airways (BA) Stefania Di Gesu
7 Croatian Airlines Ksenija Krolo-Herceg
8 Delta Air Lines (DL) Dave Weghorst
9 EL AL Israel Airlines (LY) Linda Grinfeld
10 Hahn Air Lines (HR) Frederic Nowotny
11 Japan Airlines (JL) Kaori Ikeguchi

Item C4.1
2 of 2
12 KLM Royal Dutch Airlines (KL) Johan Lodewijckx
13 Lufthansa (LH) Markus Urlich
14 Qatar Airways (QR) Michal Juranka
15 Scandinavian Airlines (SK) Janne Johannesson
16 SITA Jane Fuller / John Meeks
17 South African Airways (SA) Madelein Vorster
18 Travelport Mike Walker

At the first meeting of the Ticketing Group, Johan Lodewijckx from KLM (KL) was elected as Chair, and Margaret Brown from
American Airlines (AA) was elected as Vice Chair. Under the Terms of Reference of the Group, these officers hold their
positions for 12 months, subject to continued involvement in the group.
Ticketing Group activity in 2020

The Ticketing Group has actively worked on a monthly basis, via monthly steering calls, to progress with items included in the
Groups’ work plan and to develop ticketing standards, discuss any change proposals to Resolutions and Recommended
Practices raised by industry representatives. Due to the unprecedented crisis caused by COVID-19 impacting the airline
industry significantly, the Group was unable to meet face-to-face in June 2020 as planned originally. In replacement of the
face-to-face meeting two additional conference calls (online working sessions) were scheduled on 22 and 23 June 2020.
Presented below are the key highlights of Ticketing Group activity in the first half of 2020:
− Ensuring consistency in applicable standards – several amendments of the following Resolutions and
Recommended Practices: IATA Resolution 722f, Attachment A, IATA Resolution 722f/g/h Attachment B, IATA
Resolution 725 f/g/h Attachment B, IATA Resolution 724, IATA Resolution 728, IATA Resolutions 735 and 735a, IATA
Recommended Practice 1720a Attachment A, supporting the amendment to involuntary changes booking method
proposal to IATA Resolution 766 (activity in conjunction with Reservations Group).
− Providing ticketing input in creation of Customer Vouchers - Guidelines on IATA standards document, which is an
essential deliverable of the IATA Customer Vouchers initiative.
− Completing the proposal for ticket validity extension to support COVID-19 response business practices.
− Progressing with the proposal regarding Identifying Frequent Flyer Redemption Tickets.
Activities such as Document Number Date of Issue Implementation Guide, Data Field Expansion, Planned Schedule Changes
and Accountable Traffic Documents have been put on hold based on the reprioritization exercise ran in March with Shop-
Order Standards Board (SOSB). The rest of items included in the Work Plan will be progressed as per direction of SOSB and
Passenger Standards Conference (PSC).
Ticketing Group adoption of standards

The proposed changes to standards form the Ticketing Group were approved by Shop-Order Standards Board and can be
found in the voting package below.
Ticketing Group Work Plan

The work plan of this group has been reviewed and endorsed by the Board. It is included for the Conference’s visibility as
Attachment A_C4.1.
Action
Item C4.1
Attachment A_C4.1
1 of 8
Attachment A_C4.1: Ticketing Group Work Plan

ITEM GROUP SUBJECT DESCRIPTION SUMMARY REFERENCE STATUS COMMENTS

1.1 Ticketing Implementation Effective date of 2026 adopted TKTWGMar On-hold
Group of Document by JPSC, implementation 17
Number and discussion to occur within
Date of Issue in TKTCom.
all industry
systems. YMQ TKTWG Meeting March
2017: Implementation
discussion required. Agreed best
approach would be a workshop
to begin assessing these issues,
with systems and airlines. Co-
location with discussion on
increasing character length of
monetary fields (Work Plan as
Item 32). Discussed possibility
to align with TKTCom June
meeting, with one day for
Monetary Data Elements and one
day for Document Number Date
of Issue. ACTION: IATA to
schedule meeting in June.
Workshop held in MAD 26-27

June 2017. Workshop discussed
the size and scope of this item
and the complexity to internal
systems while noting that
messaging updates would also
have to occur. Other factors
were noted which may change
the document exhaustion date
(i.e. ONE Order). The group
drafted some major milestones
and challenges for this project.
Group concluded that a
document should be created
with a detailed implementation
plan and roadmap to be
presented at the PSC 2017.
Workshop agreed no further
meetings required in 2017.
ACTION: Further input is sought
from different standard setting
Groups across the conference.
Item has been put on hold for

2020. Further discussions to be
held for PSC 2021.
1.2 Ticketing Increasing Effective date of 2026 adopted 70/Jun15 On-hold
Group character by JPSC, implementation B2/Mar16
length of discussion to occur within F1/Jun16
monetary data TKTCom. linked with Integration TKTWG
elements. Mar17
Item C4.1
Attachment A_C4.1
2 of 8
Group; Data Field Expansion

Group - ongoing.
YMQ TKTWG Meeting March

2017: Implementation
discussion required. Agreed best
approach would be a workshop
to begin assessing these issues,
with systems and airlines. Co-
location with discussion on
implementation of document
number / Date of Issue (added to
Work Plan as Item 48).
Discussed possibility to align
with TKTCom June meeting, with
one day for Monetary Data
Elements and one day for
Document Number Date of Issue.
ACTION: IATA to schedule
meeting in June.
Workshop in MAD 26-27 June.

Item to be presented back to
TKTCom by DL/HR to re-open
this and defer action at PSC, as
business case for change is not
clear.
Increasing the character length

of monetary data elements
would imply an upgrade of
EDIFACT version at industry
level. Feedback received from
system providers on the
potential cost and
implementation timeline is
indicating this is not feasible
from an implementation
perspective. Also, carriers
advised they are focused on the
implementation of newer
messaging standards such as
XML.
Discussions to be had further to

understand the next steps to
happen in the Ticketing group for
2021 PSC.
1.3 Ticketing Tax Code Tax code exhaustion analysis to N/A On-going
Group Expansion from be performed and forecasted
2 Characters depletion date identified.
Ticketing Group to advise
actions expected based on
result of analysis.
1.4 Ticketing Management of Activity ongoing. N/A On-going
Group Glossary,
Message
Construction
Matrices and
Glossary
Applicability
Item C4.1
Attachment A_C4.1
3 of 8
Reference
Table (GART).
Working Group
active (Glossary
and Matrices
Management
Group - GMMG).
1.5 Ticketing Airline Industry Group formed to discuss "road 3/5/2015 On-hold
Group Data Model map" for when TKTCom will B13/Mar 16
(AIDM) begin populating the AIDM with F7/Jun16
glossary definitions and
messaging elements.
Activity is on hold.
1.6 Ticketing Review of RP This item proposes the updates TKT June On-hold
Group 1735 (Planned to RP 1735 and a small subgroup 2019
Schedule to summarize all inputs related to
Changes) this RP.
Activity has been paused and

deferred to Q4 2020/2021.
1.7 Ticketing Accountable This item proposes the updates TKT June On-hold
Group Traffic to RP 1735 and a small subgroup 2019
Documents – to summarize all inputs related to
Validity, this RP.
Extension of
Validity, Activity has been paused and
Refundable deferred to Q4 2020/2021.
Period
1.8 Ticketing Review of 735d The new text of Resolution 735d, TKT June Completed
Group adopted during the last JPSC 2019
and effective as of 1st of June
2019, while clarifying very well
the overall timeframe and
recommending a bilateral
process is helpful, is potentially
opening a loophole or providing
an opportunity for the
mishandling of a carrier’s
inventory.
Proposal endorsed, to be
balloted in SOSB and included in
the PSC package.
1.9 Ticketing AIRIMP CH6 The AIRIMP CH6 RBDs seem not TKT August Completed
Group RBD & Fare to be followed anymore and the Call 2019
Basis fare basis section in Resolution
728 is to be redundant since all
fares are carrier fares and that
section is not in use. AA and KL
does not agree with the removal;
AA advised that some parts are
still in use by Airlines. The whole
section of fare basis codes in
Resolution 728 to be retained.
Item to be revived (on the
calls/face-to-face meeting).
1.10 Ticketing Supporting Supporting documents are On-hold
Group Documents identified in several Resolutions
e.g., ITR, Agent Coupon etc.
These documents were left in
Item C4.1
Attachment A_C4.1
4 of 8
the Resolutions (many are

optional) even after the two
consecutive Industry Paper Out
reviews.
The Integration Group raised the

question around the need for
these documents in the context
of NDC. Clarifications were
requested as to the exact
Business purpose of some of
these documents and if they
would still be applicable in NDC,
when the ORA is the issuing
entity.
Supporting documents (Agent

Coupon, Audit Coupon, Tax-Fee-
Change Coupon and Credit Card
Charge Form) are still in use for
the governmental regulation
purpose in some markets (both
by Airlines and Travel Agencies).
Thus, removing those
documents from Resolutions by
considering them as editorial is
not supported by AA and KL.
Item to be further discussed in

the Ticketing Group.
1.11 Ticketing Form Code A working group was assembled On-hold
Group Trades in 2019 to plan the next phase of
Planning form code trades in an effort to
Working Group consolidate document types into
ranges that could eventually be
collapsed into 2-digit ranges
improving the document
assignment process for IATA
BSP, ARC, TCH and Airlines. In
Dec 2019, two editorial agenda
items were presented simply to
clean up RP 1720a/Reso20.04 to
ensure the table accurately
reflected changes that had been
adopted and to remove rows
that had past date discontinue
dates. The proposal with the
planned changes was close to
finalization and the WG planned
to meet in the first quarter of
2020. This activity was put on
hold due to the participant
resource constraints in the wake
of COVID-19. The WG hopes to
finalize the changes in concert
with the activity of the newly
created task force (see 1.13
below).
1.12 Ticketing Ticket Validity IATA has been receiving a On-going
Group updates in light number of queries related to the
of COVID19 Ticket Validity from various
Item C4.1
Attachment A_C4.1
5 of 8
sources. We have provided

responses in the form of Q&As
and the Customer Voucher
series of documents confirming
that from an IATA processing
perspective validity up to 24
months can be accommodated.
This agenda item is to obtain a

position from the Ticketing
Group if there are any changes
required to IATA Resolution 735
or 735a with respect to this
subject. AA drafted the proposal
that is currently in the ballot
process with TKTG and SOSB to
update IATA Resolutions
722/735/735a and RP 1720a and
A4A Resolutions 20.10 and 20.04
with the request for the changes
to be effective immediately upon
adoption.
1.13 Ticketing Taskforce to A taskforce is to be formed to On-going

Group review review the implications that
implications of extending the ticket validity
ticket validity might have on the form code
extension on recycling process consisting of
form code the members of the Form Code
recycling Trades Planning Working Group
as well as new participants such
as ACH.
1.14 Ticketing USDOT Final USDOT issued the Final Rule On-hold
Group Rule (14 CFR which finalized the proposed
221.105 & changes to §§ 221.105 and 106.
221.106) Carriers must now include the
“Advice to International
Passengers on Limitations of
Liability” written by USDOT on all
e-ticket confirmations. The Final
Rule gives carriers until May 16,
2019 to update the notice
provided with the ticket. See
page 15929, under § 221.105.
The changes have been adopted

on A4A side. A4A follows the old
verbiage. For the tickets issued
in the US a new verbiage has to
be followed. The group
discussed the US DOT regulation
changes in verbiage. After review
of the proposed wording, it has
been noted that the meaning of
the current notice does not
change with the new verbiage
proposed by the US DOT. Thus,
the workstream is proposing to
amend the IATA resolutions.

Item C4.1
Attachment A_C4.1
6 of 8
Item is currently parked at the

request of A4A. Further
clarification expected from A4A
to progress with discussions.
1.15 Ticketing Update on 724 An update to IATA Resolution Completed
Group US baggage 724 regarding US baggage
limitations limitation is proposed to align to
the US DOT 14 CFR paragraph
254.4 effective August 25, 2015
(https://www.govinfo.gov/conten
t/pkg/CFR-2019-title14-
vol4/pdf/CFR-2019-title14-vol4-
sec254-3.pdf)
1.16 Ticketing Identifying Currently there are different On-hold
Group Frequent Flyer interline billing rules relating to
Tickets for FFP Redemption tickets, as
IROPs defined in the Revenue
Accounting Manual (RAM). This
relates to normal billings and
also billing following irregular
operations. A survey was taken
(11th to the 25th August) to
informally assess airlines current
means to identify Frequent Flyer
Redemption Tickets, and to
understand if Resolution 722
(9.5) requires review.
Option A: Standardize the first 2-

3 characters of ticket
designators. (XX and YY are
shown for illustrative purposes in
the attached).
Option B: Update the

endorsement requirement to
include a space and ‘AWARD’
following INVOL in endorsement
field one.
Results from the unofficial ballot:
Option A: 7 votes
Option B: 3 votes
Comments:
“Option B is not preferred as it
involves significant PSS
changes”.
Item on hold until next year due

to most airlines not considering
this high priority in the current
industry context. This will also
allow time to discuss internally
within each airline. It was also
mentioned that either Option A
or B would need a development
work.

Item C4.1
Attachment A_C4.1
7 of 8
1.17 Ticketing Resolution 728 IATA Reso 728 FOPs have TKT June On-hold
Group undergone some considerable 2019
changes which perhaps have not
yet been reflected in the PADIS
code set. You will note a number
of FOPs are no longer valid. If
this has missed the main agenda
of the ATSB would it be possible
to include a review of the FOP
code set to match the latest
revisions on 728. As Example PT
and the government warrants
such as GG and SGR are no
longer there. Updates on FOPs
usage:
Cheque: SA, LA. Cheque and MS:
SAS, JL, EL AL, 1S, QR, UA, LA.
NONREF: QR. AA does not use
UN. UN: not in use by any Sabre
hosted carriers. EF: not in use by
Sabre hosted carriers for
electronic funds transfer. EF:
used by some Sabre hosted
carriers for certificate ticketing,
also used on the GDS side to
reflect previous FOP on an
exchange ticket. Update after
the TKT call July: IATA to prepare
survey and distribute to Airlines
who have not yet responded for
a broader feedback on FOP.
Activity progressed but not

reached a consensus on next
steps. Item deferred to 2021.
1.18 Ticketing System This Scorecard tracks the extent N/A On-going
Group Provider to which IATA Strategic Partners
Implementation (who act as Passenger Service
Scorecard System providers or Ticketing
System Providers) have
implemented various IATA
Standards. This Scorecard is
overseen by the IATA Ticketing
Group, under the authority of the
Shop Order Standards Board,
and is published on a quarterly
basis on IATA Standards Setting
Workspace (SSW). For more
information on the Ticketing
Group activities or how to
register for IATA SSW, please
visit www.standards.iata.org.
1.19 Ticketing Free Baggage FBAL element became N/A On-going

Group Allowance mandatory for tickets in DISH22
(FBAL) in 2013-2014 as part of
transactions alignment exercise with
Ticketing Resolutions. At the
moment of DISH22
implementation FBAL is reported
blank on a significant number of
Item C4.1
Attachment A_C4.1
8 of 8
tickets. It turned out that the

airlines did not pass the Baggage
Allowance element to GDSs in
the ticketing messages, so GDSs
were not able to report it on the
RET. As a consequence, RET
validation RET-316 “FBAL
CANNNOT BE BLANK” in the
DPC system had to be switched
off as there were too many
warnings polluting the validation
reports.

Item C4.1.2
1 of 1
Item C4.1.2: Voting Items of the Ticketing Group, under the

Shop – Order Standards Board presented as a package
Submitted by: Johan Lodewijckx, Chair of the Ticketing Group, under the Shop – Order Standards Board
Margaret Brown, Vice Chair of the Ticketing Group, under the Shop – Order Standards Board
Ionut Badea, Senior Manager Shop – Order Standards, Secretary of the Ticketing Group (badeai@iata.org)
Background
2.6.4.4 Where proposals to amend standards have been endorsed by the Board, they may be presented to the Conference as a
package to be voted on in a single action. Any Member voting on a package at Conference may request any item is removed from
a package to be voted on separately.
Under this provision, the Shop – Order Standards Board present the following Items of the Ticketing Group to the Conference
as a single package. A single vote will be held at the Conference.
All other voting items submitted by the Shop – Order Standards Board developed by the Ticketing Group are presented
separately and will be voted upon separately by the Conference.
Item name Item number
Editorial Corrections to the Form Code Table C4.1.2a/P
Adjustment to FOP codes C4.1.2b/P
Pandemic related revisions to Ticket Validity C4.1.2c/P
Update of Baggage Liability Limitations for US Travel C4.1.2d/P
RBD & Fare Basis Analysis C4.1.2e/P
Ticket Mode Indicator Removal C4.1.2f/P
Action

Item C4.1.2a/P
1 of 1
Item C4.1.2a/P: Editorial Corrections to the Form Code Table

(presented in package)
Background
There have been many form code related agenda items over the last several years. A recent review of the form code table
and comparison to agenda items adopted at the Joint Passenger Standards Conferences from 2015 onward revealed that
some of the items adopted per the Executive Summary did not appear in the corresponding Book of Finally Adopted
Resolutions and RPs (BoF), and/or that there were subsequent typographical errors between what appeared in the BoF and
in the manuals when published, or that the proposal itself contained a typographical error that was not corrected in the
Minutes or BoF.
In addition, there were many form codes listed with ‘effective’ and ‘effective through’ dates that are either past date or were
01JUN2020. Those rows in the table were separately identified to IATA/A4A for standard clean up to be included with the
items adopted under JPSC agenda item 4.1.2h/P this year. The affected form codes: 196, 197, 198, 44, 457, 458, 509, 80,
810-819, 82, 84, 850-859, 870-879, 890-895, and 899.
Below is a summary of the Agenda Items by year that are being addressed:
• JPSC35/PSC37 2015 T2.6/P Paper out reclassification of 200/470/509/64 effective 01JUN17 missing from BoF
and manuals
• JPSC35/PSC37 2015 P3.1 trades in Attachments A through S missing from BoF and manuals, range of
effective/discontinue dates 2016-2020.
• JPSC38/PSC40 2018 T2.8/P number of coupons inaccurate in proposal, BoF, and manuals
This agenda item is to provide traceability to make the editorial corrections to the table so that it reflects the proper content
based on changes already adopted through the governance structure. It includes the amendments adopted JPSC this year
(2019) shown as finalized along with the removal of past date references.
Action
Conference to adopt changes to IATA Recommended Practice 1720a Attachment A as outlined in Attachment A_ C4.1.2a/P.

Item C4.1.2a/P
Attachment A_C4.1.2a/P
1 of 9
IATA RECOMMENDED PRACTICE 1720a/A4A RESOLUTION 20.04

Standard Thirteen-Digit Numbering System for Traffic Documents
Attachment A
(amending)
PSC(4142)1720a
Expiry: Indefinite
Type: B
PASSENGER TRAFFIC DOCUMENT NUMBER ASSIGNMENTS

FORM TYPE OF FORM STOCK ISSUING RESOLUTION/ No. OF CHECK
CODE PARTY RECOMMENDED COUPONS DIGIT
(DISTRIBUTED PRACTICE METHOD
BY)
IATA A4A
0 Reserved For Individual Airline Use– Airline - - - -
Various
10 Off-Premise Electronic Ticket (OPET) Agency (BSP) 722g - C 3
14 Electronic Ticket (ET) & Automated Airline - 20.60 C 3
Ticket/Boarding Pass (ATB) 20.51 C 3
15 Electronic Miscellaneous Document Airline 725f 20.63 C 3
(EMD)
180 Off-Premise Electronic Miscellaneous Agency (BSP) 725g - C 3
Document (OPEMD)
Document (OPEMD)
Document (OPEMD)
(EMD)
Document (OPEMD)
Document (OPEMD)
(EMD)
Document (OPEMD)
Document (OPEMD)
Document (OPEMD)
Item C4.1.2a/P
2 of 9

Document (OPEMD)
Document (OPEMD)
△1 9 6 Unassigned Unassigned - - - -

200 Multiple Purpose Document (MPD) Airline - - 2 2
Electronic Miscellaneous Document 725f 20.63 C 3
(EMD)
Document (OPEMD)
21 Electronic Ticket (ET) & Automated Airline 722f 20.60 C 3
23 Electronic Ticket (ET) & Automated Airline 722f 20.60 C 3
24 Electronic Ticket (ET) & Transitional Airline 722f 20.60 C 2
Automated Ticket (TAT) 20.10 4 2
250 Excess Baggage Ticket Airline - 30.41 4 2
260 Automated Excess Baggage Ticket Airline - 20.100 C 3
Document (OPEMD)

Item C4.1.2a/P
3 of 9

270 Automated Miscellaneous Charges Airline - 20.101 C 3
Order
Document (OPEMD)
280 Automated Prepaid Ticket Advice Airline - 20.104 C 3
Document (OPEMD)
Document (OPEMD)
291 Flight Interruption Manifest Airline - 20.109 C 3
20.51
292 Electronic Special Service Ticket & Airline - 20.60 C 3
Automated Ticket/Boarding 20.110
Pass (ATB)
Document (OPEMD)

Item C4.1.2a/P
4 of 9

Document (OPEMD)
Document (OPEMD)
(EMD)
307 Electronic Miscellaneous Document Agency (Airline) 725f 20.64 C 3
(EMD)
308 Electronic Miscellaneous Document Agency (ASP) - 20.64 C 3
(EMD)
Document (OPEMD)
Document (OPEMD)
(EMD)
401 Miscellaneous Charges Order Airline - 20.71 1 1
402 Miscellaneous Charges Order Airline - - 2 1
(EMD)
406 Special Service Ticket Airline - 20.76 1 1
407 Special Service Ticket Airline - 20.76 2 1
(EMD)
(EMD)
(EMD)

Item C4.1.2a/P
5 of 9

(EMD)
450 Flight Interruption Manifest Airline - 20.85 2 1
(EMD)
(EMD)
△4 5 7 Electronic Miscellaneous Document Agency (ASP) - 20.64 C 3
(EMD)
Eff through
May 31 2022
Eff June 1
2022
△4 5 8 Electronic Miscellaneous Document Agency (ASP) - 20.64 C 3
(EMD)
Eff through
May 31 2022
Eff June 1
2022
470 Multiple Purpose Document (MPD) Airline - - 2 1
(EMD)
Document (OPEMD)
Document (OPEMD)
Document (OPEMD)
△5 0 5 Automated Miscellaneous Charges Agency (ASP) - 20.102 C 3
Order
Item C4.1.2a/P
6 of 9
Eff through
May 31 2022
Eff June 01
2022
509 Multiple Purpose Document (MPD) Airline 726f - 1 1
(EMD)
553 Electronic Miscellaneous Document Airline 725g 20.63 C 3
(EMD)
554 Excess Baggage Ticket Government - 30.43 1, 2, 3, 4 1
(Airline)
(EMD)
(EMD)
(EMD)
610 Off-Premise Electronic Ticket (OPET) Agency (ATSS) 722g - C 3
615 Off-Premise Electronic Miscellaneous Agency (ATSS) 725g - C 3
Document (OPEMD)
Document (OPEMD)
Document (OPEMD)
Document (OPEMD)
Item C4.1.2a/P
7 of 9

64 Transitional Automated Ticket (TAT) Agency (Airline) - - 4 3
Electronic Miscellaneous Document Airline 725f 20.63 C
(EMD)
7 Electronic Ticket (ET) Agency (ASP) - 20.61 C 3
△8 0 Electronic Ticket (ET) Agency (ASP) - 20.61 C 3
(EMD)
(EMD)
△8 5 Electronic Miscellaneous Document Agency (ASP) - 20.64 C 3
(EMD)
Eff through
May 31 2022
(EMD)
Eff June 1
2022
(EMD)
(EMD)
(EMD)
(EMD)
(EMD)
(EMD)
(EMD)
(EMD)

Item C4.1.2a/P
8 of 9
896 Unassigned Agency (ASP) - - - -

△8 9 9 Automated Miscellaneous Charges Agency (ASP) - 20.102 C 3
Order - Neutral
(EMD)
(EMD)
(EMD)
Document (OPEMD)
920 Passenger Ticket Agency (Airline) - 20.11 2 1
Document (OPEMD)
951 Electronic Ticket (A4A ONLY) Airline 20.60 1 to 4 3
C
Item C4.1.2a/P
9 of 9

(EMD)
(EMD)

Item C4.1.2b/P
1 of 1
Item C4.1.2b/P: Adjustments to FOP codes (presented in

package)
Background
In reference to IATA resolution 728, paragraph 7.2.1 Customer Payment Cards:
1. MIR card (MR) is being included in Payment instruments, domestic usage only, however, according National Payment Card
System, operator of MIR Payment Scheme, MIR card (MR) is already accepted in the territory of Russia, Armenia, Belarus,
Kazakhstan, Uzbekistan, Tajikistan and Turkey. Aeroflot requests to define MIR (MR) as international payment card.
2. Post IBSPs migration, card brand NATIVA (sub product of Mastercard) caused several issues that resulted in doing a major
recovery for a lot of airlines in the market whereas NT was being rejected to the agent entering the FOP as CA; additionally
most Airlines did not have a merchant agreement for NT. Aerolineas Argentinas, supported by other Airlines from the market,
requests removal of NATIVA (NT) from list of payment instruments.
Action
Conference to adopt changes to IATA Resolution 728 Attachment B as outlined in Attachment A_ C4.1.2b/

Item C4.1.2b/P
Attachment A_C4.1.2b/P
1 of 2
IATA RESOLUTION 728

Code Designators for Passenger Ticket
(amending)
PSC(4042)728
Expiry: Indefinite
Type: B
RESOLVED that:
In order to identify the fare and conditions of travel on passenger tickets and other traffic documents, the codes shown
below shall be used:
7.2 Payment Cards

…
7.2.1 Customer Payment Cards
For neutral documents, these codes shall be used only where the payment card used as the Form of Payment on the
document is a Customer Card as defined in Resolution 866.
International Payment Cards

American Express AX
Discover Card DS
Diners Club DC
China UnionPay UP
Japan Credit Bureau JC
Mastercard CA
MIR MR
Universal Air Travel Plan (UATP) TP
VISA International VI
Payment instruments, domestic usage only

Credito Directo payment AM BSP Mexico domestic voucher
Cards issued by Bank Card BC BSP Korea specific(12)
Cards issued by KB CN BSP Korea specific(12)
Cards issued by KEB EB BSP Korea specific(12)
Elo EL BSP Brazil domestic card
Cards issued by Hyundai Card HD BSP Korea specific(12)
Hipercard HP BSP Brazil Domestic Card
Cards issued by Woori bank KA BSP Korea specific(12)
Reserved for future use KB BSP Korea specific(12)
Cards issued by Lotte LC BSP Korea specific(12)
MIR MR BSP Russia Domestic Card
Cards issued by Nonghyup NH BSP Korea specific(12)
Visa Naranja NV BSP Argentina, domestic card
OCA OC BSP Uruguay, domestic card
Domestic payment voucher OV BSP Spain domestic voucher
Domestic payment voucher OY BSP Spain domestic voucher
Domestic payment voucher PC BSP Spain domestic voucher
Reserved for future use PR BSP Chile specific
Paga Todo payment PT BSP Mexico domestic voucher
Domestic payment voucher RC BSP Spain domestic voucher

Item C4.1.2b/P
2 of 2
Cards issued by Shinhan SH BSP Korea specific(12)

Cards issued by Hana SK BSP Korea specific(12)
Cards issued by Samsung SW BSP Korea specific(12)
Tierra del Fuego TF BSP Argentina, domestic card
Tarjeta Naranja TN BSP Argentina, domestic card
Nativa NT BSP Argentina domestic card
Reserved for future use HC BSP Brazil specific
Payment instruments, regional usage
Cabal CL BSP Argentina, Uruguay, Paraguay and Brazil only

Item C4.1.2c/P
1 of 1
Item C4.1.2c/P: Pandemic related revisions to Ticket Validity

Background
In light of the unprecedented impact to airlines resulting from the pandemic, some airlines are making changes to policies
to encourage the traveling public to not request refunds but keep the money they spent on tickets with the airlines. IATA
produced a Best Practices Guide on Standards that outlined the two main solutions. For some airlines, this means
exchanging tickets for EMDs or their own airline unique documents. For others, this means extending the ability to display
and to action a ticket beyond the standard validity of the ticket as defined in Resolution 735 PERIOD OF VALIDITY and 735a
EXTENSION OF VALIDITY.
ATPCO has delivered a new record to support airlines filing alternate conditions for voluntary changes (exchanges and
reissues) and refunds which will support automating the airlines policy.
Based on information available on IATA Airlines Voucher and Ticket Exchange Policies Repository, several airlines have
extended the ability to exchange tickets and/or voucher credits through 31DEC2021 with a few exceptions as late as
30SEP2022.
The extension is intended to apply only to those tickets the airlines deem impacted and will not persist beyond their stated
policy as a permanent change to ticket validity is not sustainable without the Document Number Date of Issue development
being deployed.
As this has a cascading impact to IATA BSP, ARC ASP and ATSS, we believe it prudent to include documentation in the
applicable Resolutions.
Action
Conference to adopt changes to IATA Resolution 735 Attachment C as outlined in Attachment A_ C4.1.2c/P

Item C4.1.2c/P
Attachment A_C4.1.2c/P
1 of 5
IATA RESOLUTION 735

Period of Validity
(amending)
PSC(4142)735
Expiry: Indefinite
Type: B
RESOLVED that, unless otherwise specifically provided in the applicable fare rules:
1. The period of validity for tickets issued at one way, round or circle trip fares shall be one year from the date of
commencement of travel, or, if the first flight coupon is open-dated, and/or unused from the date of issue thereof.
2. Where one or more portions of ticket involves an excursion or other special fare, having a shorter period of validity
than indicated above, such shorter period of ticket validity shall apply on in respect to such excursion or special
fare transportation.
Note for paragraphs 1 and 2 above:

Due to the extraordinary impact of the COVID-19 pandemic, airlines may be extending the ability to display and to action
(exchange, reissue, refund) tickets beyond the standard ticket validity based on their own business rules. Such extension
will not persist beyond their stated policy.

Item C4.1.2c/P
2 of 5
IATA RESOLUTION 735a

Extension of Ticket Validity
(amending)
PSC(4142)735a
Expiry: Indefinite
Type: B
RESOLVED that:
1. A Member may without additional collection of fare extend the validity of the ticket of a passenger who is
prevented from travelling within the period of validity of his ticket because such Member:
cancels a flight;
omits a scheduled stop (provided this is in the passenger’s destination or stopover point);
fails to operate a flight reasonably according to schedule;
causes a passenger to miss a connection;
substitutes a different class of service; or
is unable to provide a previously confirmed space.
Note: Due to the extraordinary impact of the COVID-19 pandemic, airlines may be extending the ability to display and to
action (exchange, reissue, refund) tickets beyond the standard ticket validity based on their own business rules. Such
extension will not persist beyond their stated policy.

Item C4.1.2c/P
3 of 5
IATA RECOMMENDED PRACTICE 1720a

A4A RESOLUTION 20.04
STANDARD TICKET FORM AND SERIALNUMBERS
(amending)
PSC(nn)1720a
Expiry: Indefinite
Type: B
DOCUMENT NUMBER RECYCLING

The provisions of this paragraph apply only in respect of document number allocation within the IATA BSP.
In order to efficiently recycle standard traffic document numbers distributed by IATA for use within the BSPs the following
procedure will apply: -
1. From the date of allocation from IATA, system providers and their agents will have twelve months to sub-allocate ranges
and report sales, respectively;
2. Upon expiry of the twelve months period IATA will systematically retrieve all the unreported ranges.
3. Once all the numbers for a specific form code have been retrieved IATA will invoke a latency period of 24 months.
4. Upon expiry of the latency period the number ranges will be released for recycling, effectively introducing a standard 3-
year form code recycling process.
action (exchange, reissue, refund) tickets beyond the standard ticket validity based on their own business rules, impacting
when those document numbers would be available for recycling. Such extension will not persist beyond their stated policy.

Item C4.1.2c/P
4 of 5
IATA RESOLUTION 722

TICKET – GENERAL PROCEDURES AND DEFINITIONS
(amending)
PSC(nn)722
Expiry: Indefinite
Type: B
1 GENERAL REQUIREMENTS
…
1.9 The ticket shall bear a Document Number, which shall be in accordance with Recommended Practice 1720a.
A4A RESOLUTION 20.10

TICKET PROCEDURES
(amending)
…
2 GENERAL REQUIREMENTS
…
2.2 Acceptance
In accordance with their Interline Traffic and/or Baggage Agreements, Members shall accept, and honor Tickets as
described herein.

Item C4.1.2d/P
1 of 1
Item C4.1.2d/P: Update of Baggage Liability Limitations for US

Travel (presented in package)
Background
Current version of IATA Resolution 724 – Ticket Notices – and its part related to baggage liability limitations for US travel
requires the alignment with federal rule published in US DOT 14 CFR paragraph 254.4 effective August 25, 2015 (link). Now,
the Resolution 724 references this amount to US$3400.00, which needs to be changed for US$3500.00 following the US
DOT final rule.
Action
Conference to adopt changes to IATA Resolution 724 as outlined in Attachment A_ C4.1.2d/P.

Item C4.1.2d/P
Attachment A_C4.1.2d/P
1 of 1
IATA RESOLUTION 724

Ticket Notices
PSC( 4142)724
Expiry: Indefinite
Type: A
RESOLVED that:
The “Conditions of Contract and Other Important Notices” shall be provided with the Passenger Itinerary/Receipt used for
interline international carriage as shown below.
BAGGAGE LIABILITY LIMITATIONS FOR US TRAVEL: For domestic travel wholly between US points, federal rules
require any limit on a carrier's baggage liability to be at least US$3400.00 3500.00 per passenger, or the amount currently
mandated by 14 CFR 254.5.

Item C4.1.2e/P
1 of 1
Item C4.1.2e/P: RBD and Fare Basis Analysis (presented in

package)
Background
Resolution 728 - Code Designators for Passenger Ticket - contains entries for the identification of fare and conditions of
travel on passenger tickets and other traffic documents, which seem to be redundant. Nowadays, all the fares are carriers’
own fares, so the assignment of fare basis code elements may be defined differently by each carrier. The assignment rules
provided in the Resolution are not in use by industry as the common standard anymore. In addition, the verbiage of Resolution
728 is reflected in the in Reservations Interline Message Procedures (AIRIMP) Chapter 6, which also needs to be updated.
Action
Conference to adopt changes to IATA Resolution 728 Attachment E as outlined in Attachment A_ C4.1.2e/P.

Item C4.1.2e/P
Attachment A_C4.1.2e/P
1 of 2
IATA RESOLUTION 728

Code Designators for Passenger Ticket
PSC( 4041)728
Expiry: Indefinite
Type: B
RESOLVED that:
In order to identify the fare and conditions of travel on passenger tickets and other traffic documents, the codes shown
below shall be used:
1. FARE BASIS CODE (mandatory)

This code gives information regarding type of fare, class entitlement, minimum and maximum validity, reservations
entitlement, seasonality, days of travel and advertising or sales restrictions.
The fare basis code elements shall may be combined in the same descending order as listed in 1.1 to 1.6 and the
assignment of these codes may be defined differently by each Member.
2. FARE BASIS CODE FORMATS

The sequence of entries is identical to that of the flexible format on automated tickets. On automated tickets, 15 positions
are allocated to the fare basis code entry. To enable automated processing of the fare basis code, these 15 positions shall
be formatted in one of the two following ways:
Number of characters for the fare basis code is defined in the IATA Resolution 722f Glossary, Attachment ‘A’.
2.1 Flexible Format
2.1.1 The flexible format consists of a maximum of three fields of variable length. An oblique separates two adjacent fields.
Two obliques will separate Field 1 from Field 3 if Field 2 is not used.
2.1.2 Field 1 contains the prime, seasonal, part of the week, part of day codes, the fare level identifier, and also the fare and
passenger type codes of published (precalculated) fares.
2.1.3 When a fare is obtained by applying a percentage to a published fare, the appropriate fare and passenger type code
as well as the percentage of discount, when it has to be shown, are entered in Field 2. The classification designator and
reservation entitlement described in Recommended Practice 1788 shall be entered in Field 2.
2.1.4 Field 3 is used to show the priority designator published in Recommended Practice 1788 as well as other optional
carrier classification codes.
2.1.5 When more than one fare and passenger type code is used in the same field, they shall be shown in alphabetical
order, except that a single letter code shall not precede any other type code.
2.2 Fixed Format
2.2.1 The fixed format consists of three fields of fixed length. Field 1 always has 3 positions, and Fields 2 and 3 cover 6
positions each. All entries are made left justified in each field and any unused position is left blank.
2.2.2 Field 1 contains the prime, seasonal, part of week and part of day codes.
2.2.3 Field 2 contains the fare and passenger type codes of published (precalculated) fares and the fare level identifier.
2.2.4 Field 3 contains the fare and passenger type codes of fares obtained by applying a percentage to a published fare.
Field 3 also contains the classification designator, the reservation entitlement and the priority designator published in
Recommended Practice 1788 as well as other optional carrier classification codes.
2.2.5 When more than one fare and passenger type code is used in the same field, they shall be shown in alphabetical
order.

Item C4.1.2e/P
2 of 2
2.2.6 When Field 3 is used, an oblique (/) shall be entered immediately preceding the first character of Field 3, position 9.
When all positions in Field 2 are used, the oblique (/) shall be omitted.
2.31 Fare Basis Codes for Zonal Employee Discount Travel Scheme (ZED)
…
2.31.1 Prime Code (Mandatory)
…
2.31.2 Fare and Passenger Type Code in accordance with section 1.5 (Mandatory)
…
2.31.3 Discount Identifier (Mandatory)
…
2.31.4 Mileage Zone Number (Mandatory)
…
2.31.5 Classification Designator (Mandatory)
…
2.31.6 Reservation Entitlement (Mandatory)
…
2.31.7 Fare Basis Separator (Conditional)
Enter aAn oblique (/) shall be used to separate the fare basis code and ticket designator.
2.31.8 Relationship to Employee (Conditional)

…
2.31.9 Examples of completed fare basis codes
…
2.31.10 Other industry discounts
…
3. TOUR CODE
When used, the Tour code format should shall be as follows:
Characters 1 and 2—BT or IT whichever is applicable. Exception: if the IT or BT code forms part of the “Fare Basis” codes
these letters need not precede the tour code.
Character 3—last digit of year of approval of tour.
Characters 4 and 5—two-character airline code of sponsoring Member which has approved the tour, or in the case of a
Member having a three-letter airline code, characters 4–6.
Characters 6 or 7–14—to identify the specific tour; a Member may use less than the eight characters allocated (dependent
on whether a carrier uses a 2 character or 3 letter airline code).
The maximum number of characters to be used is 14. A 15th character is reserved for future industry use.
Tour Code shall be used for the entry of data for free and reduced rate industry discount/rebate travel. The format shall be
as laid down described in the specifications of RP 1788.
4. SPECIAL CODES (conditional)

4.1 Special Purpose Codes
…
INAD (Inadmissible Passenger)—passenger is not permitted to enter the country (optional in USA). To be entered after
Passenger Name. Leave a blank between the passenger's name and INAD.

Item C4.1.2f/P
1 of 2
Item C4.1.2f/P: Ticketing Mode Indicator Removal (presented

in package)
Background
In the DISH Glossary part for Ticketing Mode Indicator (TKMI) the reference is incorrect as it points to a non-existent
Resolution 722a, Attachment B. However, changing the reference is not sufficient, as this data element still exists across
other Resolutions: 722f/g/h and 725 f/g/h. Based on discussion of this topic on several Ticketing Group calls, it was confirmed
that this data element has no relevance in the ET world. The conclusion is to remove this data element from current
Resolutions in order to proceed with the update in DISH.
Action
Conference to adopt changes to IATA Resolution 722F/Attachment F as outlined in Attachment A_ C4.1.2f/P.

Item C4.1.2f/P
Attachment A_C4.1.2f/P
1 of 2
IATA RESOLUTION 722F/Attachment A

TICKET AND ELECTRONIC MISCELLANEOUS DOCUMENT DATA ELEMENTS
TICKETING LOCATION AIRPORT/CITY CODE 5 ALPHANUMERIC
Airport or city code identifying the ticketing location.
TICKETING MODE INDICATOR (/ OR X) 1 ALPHANUMERIC
An indication of the method of ticket generation; e.g. / or X.
TICKETING TIME OF ISSUE (HHMM) 4 NUMERIC
The local time the document was issued in the format HHMM using the 24-hour clock.
…

Item C4.2
1 of 2
Item C4.2: Report and Workplan of the A4A / IATA

Reservations Group (AIRG), under the Shop – Order
Standards Board
Submitted by: Rick Jacobs, Chair of the Reservations Group, under the Shop – Order Standards Board
Michelle Bryant, Vice-Chair of the Reservations Group, under the Shop – Order Standards Board
Leonor Oliveira, Manager Standards Development, Secretary of the Reservations Group
(oliveiral@iata.org)
Background
The Reservations Group was established under the Shop – Order Standards Board with a mandate through to 2nd
November 2020, to develop recommendations and take decisions on all procedures and policy issues relating to
reservations rules and regulations, including transmission of reservations services for use by customers and agents.
This year the Reservations Group has been working through the items prioritized by the Shop-Order Standards Board, and
as requested by the Members and Participants of the Group.
The Group will continue their work plan as prioritised by the Shop-Order Board.
Members of the Reservations Group (AIRG)

1. Accelya Bosco Fernandes
2. Aegean Airlines (A3) Mirsini Vlachou
3. Amadeus Marion Alliod
4. All Nippon Airways (NH) Jungmin Shin
5. British Airways (BA) Vini Claus
6. Delta Air Lines (DL) Barbara Pylka
7. EgyptAir (MS) Tamer Gebril
8. EL AL Israel Airlines (LY) Donna Bahar
9. Hahn Air Lines (HR) Frederick Nowotny
10. JSC Sirena-Travel Aleksei Barinov
11. KLM Royal Dutch Airlines (KL) Rick Jacobs
12. Lufthansa (LH) Michelle Bryant
13. Sabre Vanessa Gonzalez
14. SITA John Meeks
15. Travelport Deryl Purvis

Item C4.2
2 of 2
16. United Airlines (UA) Nicholas Pawlisz

During an Online Ballot for the Reservations Group (AIRG), Rick Jacobs from KLM Royal Dutch Airlines (KL) was elected as
Chair, and Michelle Bryant from Lufthansa (LH) was elected as Vice Chair. Under the Terms of Reference of the Group, these
officers hold their positions for 1 year, subject to continued involvement in the group.
Reservations Group activity in 2020

The Reservations Group (AIRG) holds a Monthly Update Call on Working Group Activity, Prioritisation and Working Group
Management. All voting activity has been performed online via SSW Ballots except for the face to face meeting held in June
in Geneva. Due to the extraordinary health crisis related to Covid-19, the group was unable to meet face-to-face, as
scheduled, in June in GVA. The work was continued, as per schedule, via conference calls.
Highlights of the activity in 2020 of the AIRG:
• Inclusion of unspecified/undisclosed gender codes for infants

• Inclusion of new SSR code to identify Young Persons Traveling Alone (YPTA)
• Addition of examples under Segment-Associated Additional Services and SSR Seat elements in conjunction with
SSR ASVC elements
• Involuntary Changes booking method update in Resolution 766
• AIRIMP Chapter 6 removal of Special Needs Passenger code (SP)
• AIRIMP Chapter 6 amendment of Persons with Disabilities SSR (DPNA)
• Inclusion of new SSR regarding airline regulations, firearms and ammunition (SSR AMMO)
• Inclusion of new SSR associated to the transportation of weapons of war and ammunition (SSR WPOW/AMOW)
Reservations Group (AIRG) adoption of standards

The proposed changes to standards form the Reservations Group are submitted to the Shop-Order Board and can be
found in the voting package.
Reservations Group (AIRG) Work Plan

Attachment A_C4.2.
Action

Item C4.2
Attachment A_C4.2
1 of 3
Attachment A_C4.2: Reservations Group (AIRG) Work Plan

ITEM GROUP SUBJECT DESCRIPTION SUMMARY REFERENCE STATUS COMMENTS

1.1 AIRG Inclusion of UI and XI as a gender code for SSR N/A Completed N/A
unspecified/undisclos DOCS as airlines require to use these
ed gender codes for gender codes in an agreed AIRIMP
infants format
1.2 AIRG Inclusion of new SSR In the event of irregular operations N/A Completed N/A
code to identify occur, it is crucial for airline customer
Young Persons service and ground operations teams
Traveling Alone to be aware of and identify young
(YPTA) persons between the ages of 15-18
who are traveling without an
adult. There is currently no SSR code
to identify the age group between the
airline definitions of “minor” and
“adult”. A new SSR code was agreed
to match the business requirements
outlined
1.3 AIRG Addition of examples Chargeability of an ancillary service N/A Completed N/A
under Segment- may be re-evaluated after the service
Associated Additional has been booked and confirmed. This
Services and SSR may happen when additional
Seat elements in information such as SSR FQTV or
conjunction with SSR ticket is added in the PNR. Currently,
ASVC elements there is no example in AIRIMP
outlining these use cases. Such
examples were agreed to be added
1.4 AIRG Involuntary Changes Based on actions defined after N/A Completed N/A
booking method Involuntary Changes Working Group
update in Resolution working sessions, airlines proposed
766 an amendment to Resolution 766
1.5 AIRG AIRIMP Chapter 6 The Passenger Accessibility Task N/A Completed N/A
removal of Special Force (PAPTF) pointed out that the
Needs Passenger use of the code SP (Special Needs
code (SP) Passenger) to identify a PWD is
obsolete, After review of existing SSR
available for use for Persons with
Disabilities (PWD), the Passenger
Accessibility Task Force (PAPTF)
identified the need update the text
description for the SSR DPNA.
1.6 AIRG AIRIMP Chapter 6 The SSR DPNA was introduced in N/A Completed N/A
amendment of order to allow airlines to capture a
Persons with variety of disabilities requests that
Disabilities SSR could not be identified with just a SSR
(DPNA) WCH. After review of existing SSR
available for use for Persons with
Disabilities (PWD), the Passenger
Accessibility Task Force (PAPTF)
identified the need update the text
description for the SSR DPNA.

Item C4.2
Attachment A_C4.2
2 of 3
1.7 AIRG Modification of SSR Members discussed the Advance N/A Completed N/A
DOCO (Canada Passenger Information and
redress number) specifically the SSR DOCO for the
new Transport Canada KTN/Redress
numbers for the passenger Protect
Program (PPP).
The program is similar to the US TSA
Secure Flight Program and these KTN
or Redress numbers are transmitted
as part of the EDIFACT/PAXLIST
message and stored in the
reservation as SSR DOCO. The
probability that a passenger would
have both a US and Canadian number
is high, so there is a need to be able
to store multiple numbers in the
bookings.
1.8 AIRG SSR AMMO Discussions around airline N/A Completed N/A
regulations, firearms and ammunition
that must be carried separately
resulted in a proposal to recognize
that the identification of each is
important via SSR.
1.9 AIRG SSR WPOW/AMOW The transport of firearms is captured N/A Completed N/A
with the SSR “WEAP” when a
reservation is made, but because of
the difference in the process
associated to the transportation of
weapons of war and their ammunition,
there was a need to be able to
distinguish this difference at the
industry level.
1.10 AIRG PWD-PAPTF An editorial was proposed after N/A Completed N/A
Passenger Accessibility Task Force
(PAPTF) members pointed out that
the term Persons with Disabilities
(PWD) is the preferred term to use
when a passenger has a disability.
The term will be added to AIRIMP
alongside person with reduced
mobility.
1.11 AIRG Reservations Developed new section on N/A On-going RSMTF to
Services Manual Chargeable Baggage Related continue review
(RSM) Reservations Services and new section on GST, process for
Handbook (RHB) revised other sections referring to RHB, items to be
baggage. Re-branded as advised. Next
Reservations Handbook. meeting to be
scheduled.
1.12 AIRG Exchange and Based on discussion that took place (RESWG/20 #9) Paused Pending until
Reissue – EMD at EMD Day for Reservations on 15 after the TKTWG
January 2013, RESWG/20 was makes further
requested to review the amendments progress on
made to PSC Resolution 725g at the 725g/20.64.
last JPSC if this would impact the Review PSC
EMD messaging mechanism. Resolution 736
and identify

Item C4.2
Attachment A_C4.2
3 of 3
business needs
for messaging.
Activity is
paused pending
industry
demand.
1.13 AIRG RESXML / Airline The RESXML group has been working (ResCom/28 #5) On-going RESXML
Industry Data Model on migration of RES messages into (RESWG/27 #8) developed BRDs
the data model. for
PAOREQ/PAOR
ES and
presented to
May 2018 PADIS
meeting.
RESXML to
develop BRDs
for other
messages.
The activity of
the group is
paused pending
industry
demand.
1.14 AIRG Task Force for IATA new project on the Passengers N/A On-going Group to
Passengers with with Reduced Mobility and discuss on the
Reduced Mobility and Distribution (PRMD) aims to create a next conference
Distribution (PRMD) task force that will support with the call to ask for
design of the procedures and more
standards for handling PRMD. IATA is volunteers.
seeking operations experts who
would be willing to support the PRMD Current
project. volunteers: KL,
LH, QR.

Item C4.2.1
1 of 1
Item C4.2.1: Voting Items of the Reservations Group (AIRG),

under the Shop – Order Standards Board (presented as a
package)
Background
Under this provision, the Shop – Order Standards Board present the following Items of the Reservations Group (AIRG) to the
Conference as a single package. A single vote will be held at the Conference.
All other voting items submitted by the Shop – Order Standards Board developed by the Reservations Group (AIRG) are
presented separately and will be voted upon separately by the Conference.
Item name (links to Item) Item number (links to Attachment)
Resolution 766, paragraph 12 Involuntary Reroute C4.2.1a/P
AIRIMP Chapter 6 – Codes and Abbreviations - SP C4.2.1b/P
AIRIMP Chapter 6 – Codes and Abbreviations - DPNA C4.2.1c/P
Unspecified/Undisclosed gender codes for infants C4.2.1d/P
YPTA (Young Persons Travelling Alone) SSR C4.2.1e/P
Segment Associated Additional Services and SSR Seat C4.2.1f/P

Elements with SSR ASVC
Construction Rules for SSR DOCO C4.2.1g (Separate from Packaged items)
SSR AMMO C4.2.1h (Separate from Packaged items)
SSR WPOW/AMOW C4.2.1i (Separate from Packaged items)
PWD (Persons with Disabilities) - PAPTF C4.2.1j (Separate from Packaged items)
Action
Conference to adopt all items in package, C4.2.1a/P-C4.2.1f/P, and items C4.2.1g-C4.2.1j, and ratify AIRIMP changes.

Item C4.2.1a/P
1 of 1
Item C4.2.1a/P: Resolution 766, Paragraph 12 Involuntary

Reroute (presented in package)
Background
Based on actions defined after Involuntary Changes Working Group working sessions, airlines proposed an amendment to
Resolution 766, Paragraph 12.
Action
Conference to adopt changes to Resolution 766, Paragraph 12 as outlined in Attachment A_C4.2.1a/P.

Item C4.2.1a/P
1 of 1
Proposed amendment to Resolution 766 Paragraph 12

Based on text as shown in PSC 39 eff 01JUN2019
….
12. INVOLUNTARY REROUTE
Where an Original Operating Carrier obtains inventory from a New Operating Carrier as described in Resolution
735d, the New Operating Carrier should accept and transport the customer, provided that:
12.1 the Original Operating Carrier needs to obtain the amount of seats available for rebooking purposes from the
new Carrier (always use Operating Carrier in a codeshare situation).
12.1.1 if both the Original and the New Operating Carriers have implemented AIRIMP message standards in
accordance with AIRIMP irregular operations message procedures, then refer to AIRIMP section Irregular
Operations Messages.
12.1.2 if not implemented, the regular space request procedure outlined in section 5 of this Resolution will apply,
even in the case of an Irregular Operation.
12.1 The bilaterally agreed booking method has been used for obtaining inventory;
12.2 The bilaterally agreed number of seats has not been exceeded;
12.3 Passengers have been rebooked on the New Operating Carrier's Flight as bilaterally agreed;
12.4 3 Upgrading to a higher compartment class (cabin class) shall not occur unless specifically permitted by the
New Operating Carrier as bilaterally agreed with the Original Operating Carrier;
12.5 4 Ticketing by the Original Operating Carrier follows the General Provision outlined in Resolutions 735d and
722f;
13. GROUPS
….

Item C4.2.1b/P
1 of 1
Item C4.2.1b/P: AIRIMP Chapter 6 – Codes and Abbreviations

– SP (presented in package)
Background
The Passenger Accessibility Task Force (PAPTF) pointed out that the use of the code SP (Special Needs Passenger) to
identify a PWD is obsolete, and use may be conceived as discriminatory. The code is optional and according to the PAPTF, it
is not used to identify passengers with disabilities. There are various SSR codes available to the industry to help Members
when passengers identify special needs or requests for assistance. The group endorsed the deletion of the code SP from
AIRIMP chapter 6.
It was proposed to remove the code SP and all its references from AIRIMP since code is obsolete.
Action
Conference to adopt changes to AIRIMP, Chapter 6 – Codes and Abbreviations in AIRIMP as outlined in Attachment
A_C4.2.1b/P.

Item C4.2.1b/P
1 of 1
REMOVAL OF CODE SP
The group is asked to endorse the deletion of the code SP from AIRIMP chapter 6
6.1.13 Miscellaneous Abbreviations
Special needs passenger – to be optionally entered after the passenger`s add name
on the ticket…………..…………………………………………………………………………………….. SP
6.2 Passenger Reservations Codes and Abbreviations (Decoding)
SP…………..Special needs passenger – to be optionally entered after the passenger`s add name
on the ticket

Item C4.2.1c/P
1 of 1
Item C4.2.1c/P: Codes and Abbreviations - DPNA (presented

in package)
Background
The SSR DPNA was introduced in order to allow airlines to capture a variety of disabilities requests that could not be identified
with just a SSR WCH. After review of existing SSR available for use for Persons with Disabilities (PWD), the Passenger
Accessibility Task Force (PAPTF) identified the need update the text description for the SSR DPNA.
The text associated to the SSR appears in AIRMIP, but this same text also appears in various place on the internet. Update is
request for the following AIRIMP chapter.
Action
Conference to adopt changes to AIRIMP, Chapter 6 – Codes and Abbreviations in AIRIMP as outlined in Attachment
A_C4.2.1c/P.

Item C4.2.1c/P
1 of 1
6.1.18 Supplementary Element Codes
Disabled passenger with intellectual or developmental cognitive or invisible disability

needing assistance (specify details) …………………………………………………….….. DPNA
DPNA……. disabled passenger with intellectual or developmental cognitive or invisible disability

needing assistance (specify details)

Item C4.2.1d/P
1 of 1
Item C4.2.1d/P: Unspecified/Undisclosed gender codes for

infants (presented in package)
Background
Some airlines are using UI for undisclosed infant and XI unspecified infant in SSR DOCS’s.
This is not according to AIRIMP and the SSR may be rejected by members since it is not according to the agreed format.
Since more airlines have a business need to use these two gender codes, it was decided during the AIRG call on December
10th to update AIRIMP.
Action
Conference to adopt addition of UI and XI as gender codes for SSR DOCS as outlined in Attachment A_C4.2.1d/P.

Item C4.2.1d/P
1 of 2
3.13.1.2 Construction Rules and Sequence of Components—Non-Automated Format
Components Number and Type Examples

of Characters
(a) Supplementary Identifier 3a SSR
(b) Special Service Requirement Code 4a DOCS
(c) Airline Designator 2an or 3a AA or /ABC
(d) Status Code 2a HK
(e) Number in Party for this SSR 1n 1
(f) Travel Document Type 1–2a /I
(g) Travel Document Issuing Country/State 1–3a /USA
(h) Travel Document Number Max. 15an /D23145890
(i) Passenger Nationality 1–3a /USA
(j) Date of Birth 7an /12JUL64
DDMMMYY
(k) Gender of Passenger 1–2a /M
F = female FI = female infant
M = male MI = male infant
U = undisclosed gender UI = undisclosed infant
X = unspecified gender XI = unspecified infant
(l) Travel Document Expiry Date 7an /12JUL04
DDMMMYY
(m) Travel Document Surname ((1)) Max. 30a /STEVENSON
(n) Travel Document First Given Name () Max. 30a /JOHN
(o) Travel Document Second Given Name () Max. 30a /RICHARD
(p) If multi-passenger passport and this SSR is for the primary passport 1a /H
holder, include the letter (H)
(q) Name Information
(If the primary travel document information does not apply to all
passengers in the PNR, follow with a hyphen and passenger name field
for whom the element applies.)
(i) Hyphen (-) Hyphen -
(ii) PNR Associated Name Including number in party 1STEVENSON/
JOHNMR

Item C4.2.1d/P
2 of 2
.13.1.3 Construction Rules and Sequence of Components—Automated Format

of Characters
(a) Supplementary Identifier 3a SSR
(b) Special Service Requirement Code 4a DOCS
(c) Airline Designator 2an or 3a AA or /ABC
(d) Status Code 2a HK
(e) Number in Party for this SSR 1n 1
(f) Segment: The segment and flight data must be the same as shown in a
segment element
(i) Boarding Point 3a LHR
(ii) De-planing Point 3a JFK
(iii) Flight Number 4n 0234
(iv) Class of Service 1a F
(v) Date (DDMMM) 5an 03OCT
(g) Travel Document Type 1–2a /I
(h) Travel Document Issuing Country/State 1–3a /USA
(i) Travel Document Number Max. 15an /D23145890
(j) Passenger Nationality 1–3a /USA
(k) Date of Birth 7an /12JUL64
DDMMMYY
(l) Gender of Passenger 1–2a /M
F = female FI = female infant
M = male MI = male infant
U = undisclosed gender UI = undisclosed infant
X = unspecified gender XI = unspecified infant
(m) Travel Document Expiry Date ((1))DDMMMYY 7an /12JUL04
(n) Travel Document Surname () Max. 30a /STEVENSON
(o) Travel Document First Given Name () Max. 30a /JOHN
(p) Travel Document Second Given Name () Max. 30a /RICHARD
(q) If multi-passenger passport and this SSR is for the primary passport 1a /H
holder, include the letter (H)
(r) Name Information
(If the primary travel document information does not apply to all
passengers in the PNR, follow with a hyphen and passenger name field
for whom the element applies.)
(i) Hyphen (-) Hyphen -
(ii) PNR Associated Name Including number in party 1STEVENSON/
JOHNMR

Item C4.2.1e/P
1 of 1
Item C4.2.1e/P: SSR Code YPTA – Young Persons Travelling

Alone (presented in package)
Background
When irregular operations occur, it is crucial for our airline customer service and ground operations teams to be aware of and
identify young persons between the ages of 15-18 who are traveling without an adult. These events require that airlines make
special arrangements in the event these passengers are delayed overnight.
A Special Service code, “UMNR” exists to identify unaccompanied minors but there is no SSR code to identify the age group
between the airline definitions of “minor” and “adult”.
Create and update AIRIMP with a new SSR code to be utilized in bookings to identify any/all passengers between the ages of
15 and up to the age of 18 traveling without the accompaniment of an adult. These individuals must be chaperoned by
designated airline personnel when irregular operations result in significant delays enroute to their destination. The code
would be in automated format and segment associated to alert airline personnel of these special travellers when flights are
significantly delayed or cancelled.
Suggested code:
YPTA – Young Passenger Traveling Alone
Action
Conference to adopt addition of new SSR code YPTA for Young Persons Travelling Alone, as outlined in Attachment
A_C4.2.1e/P.

Item C4.2.1e/P
1 of 1
3.9.7 MATRIX Instructions for Transmission of SSR Codes. AIRIMP 2.11.6.9
SSR Action Code Reply Automated Free Text in Free Text in Reference
Code Format Request Reply/Cancel
…
YPTA Mandatory Mandatory Mandatory Mandatory Optional 3.29
3.29 Young Passenger Traveling Alone (effective October 1, 2020)
When a young passenger is traveling alone but does not fall in the category of an UMNR, the SSR YPTA including the age may
be sent. The member will be able to recognize this type of passenger and give special attention when required.
Example 1 –
HDQRMUA
.HDQRM1S
HDQ1S S9J7SG/UD7G/91827636/CHI/1S/T/US
1RAINS/WESTON
UA0474Y20SEP DENORD HK1
SSRYPTAUAHK1 DENORD0474Y20SEP-1RAINS/WESTON.15
1.2 Passenger Reservations Codes and Abbreviations (Decoding) AIRIMP 6.2

….
YPTA……………………………………………………………………... Young Passenger Traveling Alone
1.1.8 Supplementary Element Codes AIRIMP 6.1.8
1.1.8.2 Special Service Requirement (SSR) Codes AIRIMP 6.1.8.2
Young Passenger Traveling Alone……………………………………YPTA

Item C4.2.1f/P
1 of 1
Item C4.2.1f/P: Segment-Associated Additional Services and

SSR Seat elements in conjunction with SSR ASVC elements
Background
Chargeability of an ancillary service may be re-evaluated after the service has been booked and confirmed. This may happen
when additional information such as SSR FQTV or ticket is added in the PNR.
This means that a service defined as chargeable by the airline at booking time may become exempted or a service defined
as exempted at booking time may become chargeable.
There is no example in AIRIMP for this scenario.
Action
Conference to adopt example added to AIRIMP for SSR and Seat elements as outlined in Attachment A_C4.2.1f/P.

Item C4.2.1f/P
1 of 2
3.21.1.3 Examples
Example 14 —Message from the booking source to the Member requesting a vegetarian meal; SSR ASVC is also sent
denoting agent is aware an EMD is required.
HDQRMBA
. HDQRM1S 061519
HDQ1SQWERTY/ 89D1/ 12345678/ CBB/ 1S/ T/ BO
1LI XI A/ MARCO MR
BA 0202Y14MAY LHRCDG HK1
SSR VGML BA NN1 LHRCDG 0202Y14MAY
SSR ASVC BA NN1 LHRCDG 0202Y14MAY. G/ 0AN/ VGML/
SSR ASVC BA / / / VEGETARI AN MEAL
Example 14(a)—Message from the Member to the booking source confirming the vegetarian meal; SSR ASVC is sent with
KD indicating an EMD is required.
HDQRM1S
. HDQRMBA 061519
HDQ1SQWERTY
1LI XI A/ MARCO MR
SSR VGML BA KK1 LHRCDG 0202Y14MAY
SSR ASVC BA KD1 LHRCDG 0202Y14MAY. G/ 0AN/ VGML/
When the booking is updated (E.g., an SSR FQTV is added), an EMD may no longer be required or may become required. At
any time, the member may send a reply message to the booking source including an SSR ASVC KK advising an EMD is no
longer required or a reply message including an SSR ASVC KD advising an EMD is now required.
Example 14(b)—Message from the Member to the booking source. The SSR VGML is not included as the meal is already
confirmed. SSR ASVC is sent with KK indicating an EMD is no longer required.
HDQRM1S
. HDQRMBA 061519
HDQ1SQWERTY
1LI XI A/ MARCO MR
SSR ASVC BA KK1 LHRCDG 0202Y14MAY. G/ 0AN/ VGML/
3.21.1.4
Example 9 —Message from the booking source to the member advising a seat has been confirmed through an interactive
conversation

Item C4.2.1f/P
2 of 2
HDQRMBA
. HDQRM1S 061519
HDQ1SQWERTY/ 89D1/ 12345678/ CBB/ 1S/ T/ BO/ BOB
1LI XI A/ MARCO MR
SSR RQST BA LK1 LHRCDG 0202Y14MAY. 10A
SSR ASVC BA NN1 LHRCDG 0202Y14MAY. A/ 0B5/ RQST/
SSR ASVC BA / / / CHARGEABLE SEAT
Example 9(a)— Message from the member to the booking source. The SSR SEAT is not included as the seat is already
confirmed. SSR ASVC is sent with KD as EMD-A is required.
HDQRM1S
. HDQRMBA 061519
HDQ1SQWERTY
1LI XI A/ MARCO MR
SSR ASVC BA KD1 LHRCDG 0202Y14MAY. A/ 0B5/ RQST/
When the booking is updated (E.g., an SSR FQTV is added), an EMD may no longer be required or may become required. At
any time, the member may send a reply message to the booking source including an SSR ASVC KK advising an EMD is no
longer required or a reply message including an SSR ASVC KD advising an EMD is now required.
Example 9(b)—Message from the Member to the booking source; The SSR SEAT is not included as the seat is already
confirmed. ASVC is sent with KK indicating an EMD is no longer required.
HDQRM1S
. HDQRMBA 061519
HDQ1SQWERTY
1LI XI A/ MARCO MR
SSR ASVC BA KK1 LHRCDG 0202Y14MAY. A/ 0B5/ RQST/

Item C4.2.1g
1 of 1
Item C4.2.1g: Construction Rules for SSR DOCO


Background
The SSR DOCO for the new Transport Canada KTN/Redress numbers for the Passenger Protect Program (PPP).
The program is similar to the US TSA Secure Flight Program and these KTN or Redress numbers are transmitted as part of
the EDIFACT/PAXLIST message and stored in the reservation as SSR DOCO. The probability that a passenger would have
both a US and Canadian number is high, so we would need to be able to store multiple numbers in the bookings.
Action
Conference to adopt changes to matrixes as outlined in Attachment A_ C4.2.1g.

Item C4.2.1g
Attachment A_C4.2.1g
1 of 4
3.13.2.2 Construction Rules and Sequence of Components—Non-Automated Format
3.13.2.2.1 Construction Rules for Visa
Component (f) through (l) (m) must be preceded by an oblique (/). Where the components of the other travel related
information are not provided, an oblique (/) is inserted to indicate an element is missing. PNR associated name may follow the
final element entered.

M/O/C
of Characters
(a) Supplementary Identifier 3a M SSR
(b) Special Service Requirement Code 4a M DOCO
(c) Airline Designator 2an or 3a M AA or /ABC
(d) Status Code 2a M HK
(e) Number in Party for this SSR 1–3n M 1
(f) Place of Birth Max. 35a /AMBER HILL

M
GBR
(g) Supplementary Travel Information Type 1a M /V
(h) Supplementary Travel Information Number Max. 25an M /9891404
(i) Place of Issue Max. 35a M /LONDON
(j) Issue Date 7an /14MAR03

M
DDMMMYY
(k) Country/State for which the Supplementary Travel Information is 1–3a /USA
M
applicable
(l) Infant Indicator 1a /I

I = Infant C
(if an infant not occupying seat)
□ Expiry Date 7an /01JUN05

M
(m) DDMMMYY
(n) Name Information

-1STEVENSON/
(If the address information does not apply to all passengers in the Hyphen C JOHNMR
PNR, follow with a hyphen and passenger name field for whom the
element applies.)

Item C4.2.1g
2 of 4
(i) Hyphen (-)

(ii) PNR Associated Name Including number in party
3.13.2.2.2 Construction Rules for Redress and Known Traveller Number
Component (f) through (l) must be preceded by an oblique (/). Where the components of the other travel related
information are not provided, an oblique (/) is inserted to indicate an element is missing. PNR associated name
may follow the final element entered
Components Number and Type M/O/C Examples

of Characters
(f) Place of Birth Max. 35a O /AMBER HILL

GBR
(g) Supplementary Travel Information Type 1a M /R or /K
(h) Supplementary Travel Information Number Max. 25an M /9891404
(i) Place of Issue Max. 35a O /LONDON
(j) Issue Date 7an O /14MAR03

DDMMMYY
(k) Country/State for which the Supplementary Travel Information is 1–3a M /USA
applicable
(l) Infant Indicator 1a C /I

I = Infant
(m) Name Information C
(If the address information does not apply to all passengers in the
PNR, follow with a hyphen and passenger name field for whom the -1STEVENSON/
Hyphen
element applies.) JOHNMR
(i) Hyphen (-)


Item C4.2.1g
3 of 4
3.13.2.3 Construction Rules and Sequence of Components—Automated Format
3.13.2.3.1 Construction Rules for Visa
Component (g) through (m) (n) must be preceded by an oblique (/). Where the components of the supplementary information
are not provided, an oblique (/) is inserted to indicate an element is missing. PNR associated name may follow the final
element entered.

M/O/C
of Characters
(f) Segment: The segment and flight data must be the same as LHR
shown in a segment element JFK
(i) Boarding Point 0234
(ii) De-planing Point M F
(iii) Flight Number 03OCT
(iv) Class of Service
(v) Date (DDMMM)
(g) Place of Birth Max. 35a M /AMBER HILL GBR
(h) Supplementary Travel Information Type 1a M /V
(i) Supplementary Travel Information Number Max. 25an M /9891404
(j) Place of Issue Max. 35a M /LONDON
(k) Issue Date 7an /14MAR03

M
DDMMMYY
(l) Country/State for which the Supplementary Travel Information is 1–3a /USA
M
applicable
(m) Infant Indicator 1a /I

I = Infant C
(n) Expiry Date 7an /01JUN05

M
DDMMMYY
(o) Name Information
(If the address information does not apply to all passengers in the -1STEVENSON/
PNR, follow with a hyphen and passenger name field for whom Hyphen C JOHNMR
the element applies.)
(i) Hyphen (-)

Item C4.2.1g
4 of 4
3.13.2.3.2 Construction Rules for Redress and Known Traveller Number
Component (g) through (m) must be preceded by an oblique (/). Where the components of the supplementary
information are not provided, an oblique (/) is inserted to indicate an element is missing. PNR associated name
may follow the final element entered

M/O/C
of Characters
(f) Segment: The segment and flight data must be the same as
shown in a segment element
(i) Boarding Point LHR
(ii) De-planing Point M JFK
(iii) Flight Number 0234
(iv) Class of Service F
(v) Date (DDMMM) 03OCT
(g) Place of Birth Max. 35a O /AMBER HILL GBR
(h) Supplementary Travel Information Type 1a M /R or /K
(i) Supplementary Travel Information Number Max. 25an M /9891404
(j) Place of Issue Max. 35a O /LONDON
(k) Issue Date 7an /14MAR03

O
DDMMMYY
(l) Country/State for which the Supplementary Travel Information is 1–3a /USA
M
applicable
(m) Infant Indicator 1a /I

I = Infant C
(o) Name Information
(If the address information does not apply to all passengers in the -1STEVENSON/
PNR, follow with a hyphen and passenger name field for whom Hyphen C JOHNMR
the element applies.)
(i) Hyphen (-)

Item C4.2.1h
1 of 1
Item C4.2.1h: SSR AMMO

Leonor Oliveira, Manager Standards Development, Secretary of the Reservations Group (oliveiral@iata.org)
Background
In accordance with both government and airline regulations, firearms and ammunition must be carried separately. Firearm
magazines and ammunition clips whether loaded or empty must be securely boxed or included in a hard-sided case.
Passenger may carry the unloaded firearm and ammunition in the same case, or the ammunition may be place in a separate
case (without a weapon). Some carriers already use an SSR AMMO to identify both the weapon and the ammunition when
they are carried in separate cases. The identification is important for proper identification when baggage tagging takes
place.
Action
Conference to adopt proposed SSR as outlined in Attachment A_ C4.2.1h.

Item C4.2.1h
Attachment A_C4.2.1h
1 of 1
Attachment A_C4.2.1h
Attachment “A”
SSR Action Code Reply Automate Free Text in Free Text in Reference
Code d Format Request Reply/Cance
l
ADTK Not permitted Not permitted Not Mandatory Not permitted See 3.1.14
permitted Fixed Request
AMMO Mandatory Mandatory Mandatory Mandatory Optional See 3.1.21
3.1.21 Weapons Transport Request
Example: Passenger Sebastian Kleinmann is travelling with both a biathlon rife and its ammunition in a separate
case.
SSR WEAP LH NN1 FRAEWR 0402Y15AUG-1Kleinmann/Sebastian.TTL18KG 1PC Biathlon Rifle
SSR AMMO LH NN1 FRAEWR 402Y15AUG-1Kleinmann/Sebastian. 6 KG Lapua .22LR Polar Biathlon Ammunition
Reply Message from LH confirming 1 weapon and its ammunition
SSR WEAP LH KK1 FRAEWR 0402Y15AUG-1Kleinmann/Sebastian. TTL18KG 1PC Biathlon Rifle
SSR AMMO LH KK1 FRAEWR 0402Y15AUG-1Kleinmann/Sebastian.6 KG Lapua .22LR Polar Biathlon Ammunition
....
6.1.8.2 Special Service Requirement (SSR) Codes
Advise if ticketed……………………………………………………………………….………………ADTK
Ammunition booked and carried as Checked Baggage … ………………………………………AMMO
….
ADTK………………………….……Advise if ticketed
AMMO …………………………….Ammunition booked and carried as Checked Baggage

Item C4.2.1i
1 of 1
Item C4.2.1i: SSR WPOW/AMOW


Background
The transport of firearms is captured with the SSR “WEAP” when a reservation is made, but because of the difference in the
process associated to the transportation of weapons of war and their ammunition, there is a need to be able to distinguish
this difference at the industry level. These weapons require special exception from authorities as well as approval from the
airline security department. An airline that has approved the transportation of such weapons would need to be able to
clearly identify the weapons when transported during the baggage tagging process, and the airline would also need to be
able to identify these weapons if PNR Push requirements are in place. Such weapons can only be approved by an operating
carrier.
Action
Conference to agree on proposed SSRs as outlined in Attachment A_ C4.2.1i.

Item C4.2.1i
Attachment A_C4.2.1i
1 of 1
Attachment A_C4.2.1i
Attachment “A”
SSR Code Action Code Reply Automated Free Text in Free Text in Reference
Format Request Reply/Cancel
ADTK Not permitted Not permitted Not Mandatory Not permitted See 3.1.14
permitted Fixed Request
AMOW Mandatory Mandatory Mandatory Mandatory Optional See 3.1.xx
WEAP Mandatory Mandatory Mandatory Mandatory Optional See 3.1.21

WPOW Mandatory Mandatory Mandatory Mandatory Optional See 3.1.xx
3.1.21.2 Weapons of War Transport Request
Special authorizations and approvals are needed for the transport of weapons of war and their ammunition. To
facilitate the distinction of these weapons from other types of firearms and ammunition,
checked baggage should be requested using the SSR WPOW detailing as requested by
airline type of weapon carried.
Example: Passenger Captain Robert Greene is deployed by NATO for military exercises and is travelling with 1 US
Army issued M16 weapon with its ammunition
SSR WPOW LH NN1 FRAHAM 006C08MAY-1Greene/Robert Captain. US Army issued M162A
SSR AMOW LH NN1 FRAHAM 006C08MAY-1Greene/Robert Captain. 10 KG NATO 5.56x45mm ammunition
Reply Message from LH confirming 1 weapon and its ammunition
SSR WPOW LH KK1 FRAHAM 066C08MAY-1Greene/Robert Captain. US Army issued M162A
SSR AMOW LH KK1 FRAHAM 006C08MAY-1Greene/Robert Captain. 10 KG NATO 5.56x45mm ammunition
……..
Advise if ticketed…………………………………………………………………………………..….ADTK
Ammunition of War booked and carried as Checked Baggage ………………………….……..AMOW
……
Weapon, Firearms or ammunition booked and carried as Checked Baggage…………………WEAP
Weapon of War booked as Checked Baggage …………………………… ............................... WPOW
ADTK……………………………..Advise if ticketed
AMOW ……………………………Ammunition of War booked and carried as Checked Baggage
…….
WPL………………………….……Whirlpool/Jacuzzi
WPOW…………………………….Weapon of War booked as Checked Baggage

Item C4.2.1j
1 of 1
Item C4.2.1j: Persons with Disabilities - PAPTF


Background
This editorial is proposed after Passenger Accessibility Task Force (PAPTF) members pointed out that the term Persons with
Disabilities (PWD) is the preferred term to use when a passenger has a disability. The term would be added to AIRIMP
alongside person with reduced mobility.
Action
Conference to endorse editorials to include the term Passengers with Disabilities (PWD) as indicated in chapters 1, 3, and 6
of AIRIMP -- Attachment A as outlined in Attachment A_ C4.2.1j/P.

Item C4.2.1j
Attachment A_C4.2.1j
1 of 1
Attachment A_C4.2.1j
Attachment “A”
CHAPTER 1 - GENERAL RULES
1.5.2.1 WHEN SPACE IS BEING REQUESTED FOR A GROUP INCLUDING PASSENGERS WITH DISABILITIES (PWD)
OR PASSENGERS WITH REDUCED MOBILITY (PRM) AND THE NUMBER OF ACCOMPANYING ABLE- BODIED
ESCORTS MUST BE SPECIFIED IN AN SSR ITEM
EXAMPLE:
SSR GRPS PA TCP20 15 PRM AND 5 ESCORTS OR
SSR GRPS UA TCP25 15 PWD 5 PRM AND 5 ESCORTS
Chapter 3 – Standard Messages: Procedures and Examples
3.7.6 Passengers with Disabilities (PWD) or Passengers with Reduced Mobility (PRM)
3.7.6.1 Whenever making reservation for passengers with disabilities or passengers with
reduced mobility ……………………………………………..
3.7.6.2 When requesting space for groups of passengers with disabilities or passengers with
reduced mobility
Chapter 6- Codes and Abbreviations AIRIMP
Medical case (company medical clearance may be required). Refer to IATA Resolution 700 and AIRIMP
3.7.6 “Passenger with Disabilities (PWD) or Passengers with Reduced Mobility (PRM)” for guidelines. Not
to be used for passengers with disabilities or passengers with reduced mobility who only require special
assistance or handling, and who do not require medical
clearance…………………………………………………………………………………...........MEDA

Item C4.3
1 of 2
Item C4.3: Report and Workplan of the Offer Group, under the
Shop – Order Standards Board
Submitted by: Jost Daft, Chair of the Offer Group, under the Shop – Order Standards Board
Sebastien Nicolas, Vice-Chair of the Offer Group, under the Shop – Order Standards Board
Andrew Blake, Senior Manager Enhanced Distribution Standards, Secretary of the Offer Group
(blakea@iata.org)
Background
The Offer Group was established under the Shop – Order Standards Board with a mandate through to 2nd November 2020,
• Deal with matters concerning the construction, delivery and structure of an Offer and its processes
• Review and endorse proposals to create or amend standards governing these processes. Ensure that
proposals align with existing standards and that requirements and are documented with a corresponding
change to Implementation Guidance where applicable.
• Review and endorse proposals to amend:
• Resolutions, Recommended Practices and Implementation Guides related to Offer Management
• Changes (technical and business) to the Offer Schemas noted in Attachment.
• Liaise with other process owning groups under any Conference, and advisory groups under Industry
Committees (including Offer, Order and Integration and Intermodal groups) as required.
• Maintain a work plan and report regularly to the Shop-Order Board.
Members of the Offer Group

1. Air France (AF) Samantha Garjah
2. All Nippon Airways (NH) Mitsue Sato
3. Amadeus Leye Yang
4. British Airways (BA) Matt Kelso
5. Delta Air Lines (DL) Dave Weghorst
6. Farelogix Jason Balluck
7. Google Cynthia Towne
8. Hahn Air Lines (HR) Christopher Allison

Item C4.3
2 of 2
9. Iberia (IB) Andrew Hope
10. Lufthansa (LH) Jost Daft
11. Qatar Airways (QR) Arnold Fernandes
12. Sabre Juan Olmos
13. Singapore Airlines (SQ) Jing Wen Wong
14. SITA David Carroll
15. Skyscanner Limited Alexey Astafiev
16. SWISS International Airlines (LX) Sebastien Nicolas
17. Travelport Nenad Mihajlovic
18. United Airlines (UA) Nicholas Pawlisz

During an Online Ballot for the Offer Group, Jost Daft from Lufthansa (LH) was elected as Chair, and Sebastien Nicolas from
SWISS International Airlines (LX) was elected as Vice Chair. Under the Terms of Reference of the Group, these officers hold
their positions for 1 year, subject to continued involvement in the group.
Offer Group activity in 2020

The Offer Group meets for a Monthly Update Call on Working Group Activity, Prioritisation and Working Group Management.
All Ballots have been performed online. In addition to the Offer Group and Working Group calls the Offer Group (and
Working Groups) meets in person regularly. The Offer Group last met in January 2020 in Miami but unfortunately have not
managed to meet since due to the covid-19 pandemic. Face to face meetings will resume when safe to do so, but in the
meantime the group is working remotely through calls and online collaboration tools.
Offer Group adoption of standards

The Offer Group’s work largely involves changes to enhanced distribution messaging schema and the associated
Implementation Guides.
Offer Group Work Plan

Attachment A_C4.3.
Action

Item C4.3
Attachment A_C4.3
1 of 2
Attachment A_C4.3: Offer Group Work Plan

ITEM GROUP SUBJECT DESCRIPTION SUMMARY STATUS TARGET

VERSION
1.1 Offer 082 Show An Airline currently cannot see where to add two price points To Prepare 21.x
Group discounted to show a "was price" and a "now price".
fare alongside
regular fare
1.2 Offer 026 This item is to improve the functionality offered for loyalty To Prepare 21.x
Group Enhancement payment options.
of loyalty
payment Current Issue: As a Seller, I want to be able to have multiple
options price points (cash versus "points") for each Offer, so that the
customer can choose the right price for themselves.
Currently, each Offer can have a single price (this could be
Combination Pricing, which allows for a single split between
cash & points).
Proposed Solution: Price could have multiplicity to allow for

different priced options for the same Offer / OfferItem but to
be explored.
1.3 Offer Identification Today NDC has the Redress Number, but no 'known traveler To Prepare 21.x
Group in NDC number' which needs to be added in.
(Known
traveler
number,
redress code,
passport etc)
1.4 Offer 185 Support The current schemas do not provide a method for describing To Prepare 21.x
Group for Fare the attributes of fare families/fare bundles. Current
Families implementations are either using free text in
DataLists/PriceClassList/PriceClass/Desc or are conveying the
attributes outside of NDC. This leads to differences between
implementations in what may be the same attribute and
makes it difficult to compare the value of offers. A codeset
to describe the attributes of the fare family/fare bundle
would ensure uniformity between implementation.
1.5 Offer IATA_AirShop in 18.2 There are no references to ./DataList/FareGroup To Prepare 21.x
Group pingRS – No elements, although the element does exist in the schema. It
references to is unclear how it is possible to use these elements to describe
./DataList/Far a fare.
eGroup
elements.
How and
where we can
use them?
1.6 Offer 104a Error Group reviewed and documented the use and changes to the To Prepare 21.x
Group Codes - Error Class for the E&SD Messages and proposed to
Documentatio deprecate unknown fields and change the existing ones to
n and Clean add more meaning. This change also allows for the Error to
up of Error specify a Business Object and an ID of that Object to
Structure reference where the Error is. For example, if a Passengers
Date of Birth is wrong, this structure can advise that Seller
the selected passenger which has the incorrect date of birth.
1.7 Offer 147c Generics During the Document the Elements review of the Party To Prepare 21.x
Group - Party Information, the group noted the confusion between
Information ‘transaction management’ and the identification of the
parties involved within the end to end transaction. This
Item C4.3
Attachment A_C4.3
2 of 2
change is to clarify the use of this structure and how the

different parties identify themselves. Additionally, it was
noted that no data elements should be referred to from here
the party note (such as corporate discounts of CASH
Payments).
1.8 Offer 153 An Airline raised the need to add wait list support in the Offer To Prepare 21.x
Group Waitlisting and Order messages as today there was an inconsistent
approach to wait-listing and the Flights in the Offer response
do not have a status to signify that this can be added to a
wait list. The Offer Group will review and implement this
capability.
1.9 Offer 147u Defining Group defined the use of Locale and Language in the To Prepare 21.x
Group Language and Enhanced and Simplified Distribution Messages which will
Locale in allow the Seller to request the language/Locale of the
E&SD message (within a transaction) and to specify the
language(s)/locale(s) of the Passengers within the context of
an Order.
2 Offer 147t Defining The Document the Elements Working Group defined the To Prepare 21.x
Group Currency in business capability for a Seller to request the response in a
E&SD specific currency. This change request and documentation is
to ensure there is only one way to request a currency as this
is the only defined requirement.
2.1 Offer 154 Loyalty The Offer Group raised a change request to add the capability To Prepare 21.x
Group Earned for the Airline to advise the Loyalty Accrual that be be earned
by the Passenger/Customer if they commit the Offer to an
Order. This can advise the points/miles that can be earned
for a specific program for a specific or all status tiers.
2.2 Offer 147s Rich The Document the Elements Working Group reviewed the To Prepare 21.x
Group Media Rich Media Capabilities for the Offer and Order Messages and
streamlined the capability for the Airline to return a
reference to an external resource which can be optional
retrieved. Group decommissioned the requirement to send
the file within the message itself as a binary object.
2.3 Offer 171 Carbon The Offer Group added the ability for the Airline to add To Prepare 21.x
Group Emissions carbon emission advice for the Seller/Customer as its
currently it is not possible to return this information to the
seller.
2.4 Offer 174 Passenger Today through standard communications, Sellers can advise To Prepare 21.x
Group Impairments the Airline that the Passengers are blind (BLND) or deaf
(DEAF) using Special Service Requests (SSRs). SSR’s are
structured codes which are simply added to the Booking and
used downstream. Within the E&SD messages, while support
for SSR’s are there, this is unstructured and unmodeled and
the Offer Group in 2018 determined that SSR’s should be
modeled within the AIDM. This Change Request is to enable
the support for Blind and Deaf within the E&SD messages so
that the Seller can advise the Airline that a Passenger
(individual) is visually or hearing impaired.
2.5 Offer Residual Value CR document in Residual Value folder under Change To Prepare 20.x
Group CR Requests
2.6 Offer TIDS Imp A board priority was to document where the TIDS number To Prepare 20.x
Group Guide should go.
2.7 Offer Offer Group agreed these changes can be modelled in the AIDM for To Design 20.2
Group Messages DtE the affected messages (AirShoppingRQ, OfferPriceRQ, and Build
SeatAvailabilityRQ, ServiceListRQ, OrderReshopRQ). And we
can add to the next ballot when available.
2.8 Offer Offer Group Clarified and agreed by Group, good to udpate AIDM. To Design 20.2
Group reviewed and Build
Defect Fixes
from 20.1 QA

Item C4.4
1 of 3
Item C4.4: Report and Workplan of the Order Group, under

the Shop – Order Standards Board
Submitted by: Chris Allison, Chair of the Order Group, under the Shop – Order Standards Board
Martin Embuscado, Vice-Chair of the Order Group, under the Shop – Order Standards Board
Andrew Blake, Senior Manager, Airline Distribution Standards (blakea@iata.org)
Background
The Order Group was established under the Shop – Order Standards Board with a mandate through to 2nd November 2020,
• Take decisions on all business requirements involving Order Management processes (described in Resolution 787
and 797) and associated standards, including:
− Distribution processes.
− Accounting processes.
− Delivery processes.
• Review and endorse proposals to create or amend standards governing these processes. Ensure that proposals
align with existing standards and that requirements are documented with a corresponding change to
• Review and endorse proposals to amend Schemas as detailed in Attachment, and all associated implementation
guidance.
• Liaise with other process owning groups under any Conference, and advisory groups under Industry Committees
(including Offer, Order and Integration and Intermodal groups) as required.
• Maintain a work plan according to the Shop-Order Board and report regularly to the Shop-Order Board.
Members of the Order Group

2. Airlines Reporting Corporation Paige Blunt
3. All Nippon Airways (NH) Mitsue Sato
4. Amadeus Julien Hugol
5. American Airlines (AA) I.C Lin
6. British Airways (BA) Axel Rossi
7. Cathay Pacific Airways (CX) Andy Lo

Item C4.4
2 of 3
9. Farelogix Jason Balluck
10. Hahn Air Lines (HR) Christopher Allison
11. Iberia (IB) Andrew Hope
12. KLM Royal Dutch Airlines (KL) Marco Gronsveld
13. Lufthansa (LH) Gunther Meyer
14. Lufthansa Systems Sebastian Holfert
16. Sabre Vanessa Gonzalez
17. Singapore Airlines (SQ) Jing Wen Wong
18. Skyscanner David Scannell
19. Travelport Nenad Mihajlovic
20. United Airlines (UA) Martin Embuscado

During an Online Ballot for the Order Group, Chris Allison from Hahn Air Lines (HR) was elected as Chair, and Martin
Embuscado from United Airlines (UA) was elected as Vice Chair. Under the Terms of Reference of the Group, these officers
hold their positions for 1 year, subject to continued involvement in the group.
Order Group activity in 2020

The Order Group meets for a Monthly Update Call on Working Group Activity, Prioritisation and Working Group
Management. The Order Group (and Working Groups) have only met in January in Miami and have been carrying out activity
online since then due to the COVID-19 pandemic. The group will continue to collaborate online until such as time as it’s safe
to meet in person again.
The Order Group deals with matters concerning decisions on all business requirements involving Order Management
processes (Resolution 787 and 797) and associated standards, including:
This year the Order Group has been working through the items prioritized by the Shop-Order Standards Board, and as
requested by the Members and Participants of the Group.
This year the Order Group also seen a challenging period with the ongoing covid-19 pandemic which has, understandably,
reduced the attendance and throughput of the group. However, the group has still worked on the below items:
Voucher Implementation Guide
As a priority during quarantine, the Group focused on documenting the use of Vouchers in the 17.2 and 18.1 versions of the
Offer and Order messages to aid airline recovery by allowing airlines to automate the creation of new orders or the
changing of existing orders with customer vouchers. This implementation guidance has been approved by the Order Group
and (as of publication) is set for Board ballot July 2020.
Document the Elements

Item C4.4
3 of 3
As part of an ongoing piece of work by the Offer, Order and Customer Payment Groups, the Order Group has been working
on improving the quality of the Order messages by deprecating elements which are not required/needed and building a
shared understanding of how the messages should be implemented.
Defect fixing
One item which the groups have concentrated on is the fixing some minor defects in the standard which have been present
for some time. The Group took this opportunity to spend time in resolving the defects and improving the process to which
defects are raid and resolved.
Order Quote Message
An ongoing piece of work is the creation of a new message, dubbed ‘OrderQuote’ which will give similar capabilities to that
of the OfferPrice message meaning a Seller has a call to get a complete summary and price of a changed Order. This
message was earmarked for 20.2, however has missed the 20.2 release and is planned to be delivered in the next upcoming
release.
Testing of Servicing
The Order Group launched a working group to specifically test the 19.2 Servicing implementation to ensure that the test
cases implemented work as required, this is part of the on-going effort for high quality schemas. The working group will
raise any found defects as bugs for resolution.
Further items up and coming, worth noting.
Party Information
A priority item from the backlist is to better define the party structure so that parties can be identify along with which role
they play in the transaction. This is currently being investigated.
Common Types
A discussion item in the technical and offer and order groups, is the move back to common types in the schema. While this
is a technical change as opposed to a business change, this has generally received support to ease integration and reduce
implementation effort. This topic is currently ongoing.
Order Group adoption of standards

The Order Groups work involves changes to enhanced distribution messaging schema and the associated Implementation
Guides.
Order Group Work Plan

The work plan of this group is included for the Conference’s visibility as Attachment A_C4.4.
Action

Item C4.4
Attachment A_C4.4
1 of 2
Attachment A_C4.4: Order Group Work Plan

ITEM GROUP SUBJECT DESCRIPTION SUMMARY STATUS TARGET

VERSION
1.1 Order OSIN Clean-up Clean-up of the OSIN message To Prepare 21.x
Group
1.2 Order Resolution 777 As a follow on from the passed Resolution 777 To Prepare 21.x
Group Order ID detailing the format for the Order ID, this item is
Implementation to ensure that there is implementation guidance
Guide for the use of Order ID, and that the E&SD
messages support the transmission of the Order
ID and supports the transition phase where a
Booking Reference is still required for
downstream processes.
1.3 Order OrderList cannot Bug from 17.2 whereby the OrderList is using the To Prepare 21.x
Group search using flight wrong flight structure and the Seller cannot
number request for all Orders on a specific flight.
1.4 Order Incoherent Shared Report of incoherent shared types to be To Design 21.x
Group Types reviewed and analysed as part of defect fixing and Build
and moving to Common Types.
1.5 Order Action Code not Action Code needs to be defined along with To Prepare 21.x
Group defined in associated work-flows
OrderChangeNotif
1.6 Order Fix for Seat Profile Defect raised in 20.1 and clarified on the Order To Prepare 21.x
Group Association in Group April Call. Draft document attached to
OrderViewRS detail the changes needed and requirements for
associating the Seat to the Service. Additionally,
an action for the DtE Group to potentially remove
the Seat Characteristics from OrderViewRS in
the Service Associations as its duplicated.
1.7 Order OSIN 20.1 | Currently there is a bug whereby in the OSIN you To Design 21.x
Group Referencing cannot associate a Service to a PaxSegment or a and Build
ServiceDef to DatedOperatingLeg. Also, in OrderViewRS, the
Leg/Segment Flight Association is mandatory, which should be
(SelectedSeat) optional.
ServiceAssociation in OSIN and OSIADN should
be identical.
1.8 Order Baggage Review of the Baggage Associations as they Completed 20.2
Group Associations and have changed through the releases. Document
Associations the requirements and fix the issues for 20.1
General Defect
1.9 Order Addition of Gender In 2018 an additional Gender Code was added to Completed 20.2
Group Code U the PADIS Codeset. U (for unspecified) was
added, and has been added to the AIDM, but has
not cascaded down to the NDC Messages. This
item is to request this to be added to align with
other standards.
2 Order Add Missing As per the discussions in Miami in January, the In Progress 21.x
Group Annotations Group is to fill out the missing annotations for
inclusion in 20.2. Attached is a spreadsheet
detailing all the annotations and an attempt at
filling them in correctly.

Item C4.4
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2.1 Order Order Group DtE Document the Elements CR In Progress 21.x
Group
2.2 Order Creation of a new Creation of a new message to enable Orders In Progress 21.x
Group 'Order Quote' with changes to be quoted.
Message
2.3 Order Group to review As an action from the March Order Group call, In Progress 20.2
Group and Test the the Group wanted to test the 19.2
Servicing implementation of the Servicing capabilities to
Messages ensure they capture any bugs to fix for 20.2.
Martin is currently leading this task.
2.4 Order Add Device On review of the implemented deprecation Completed 20.2
Group Location to items, we noticed that the Device Type was
OrderRetrieve, added in 19.2 within a deprecated field. So we
align Order reverted the deprecation decision to include
OrderTypeCode Device. Also, we noticed that the DeviceLocation
was not added in, so we added that s the CR
required both Device and DeviceLocation.
Additionally, we aligned the OrderCancelRQ
request to deprecate OrderOwnerType with the
OrderRetreive OrderOwnerType field. This
document is to detail the changes. Additionally,
Sabre and FLX requested to keep the
Retransmission ID field. We kept this in as per
policy pending documentation on how this is
managed.
2.5 Order Implement 20.2 During the 19.2 Ballots, several messages had Completed 20.2
Group Deprecation items marked for deprecation for 20.2. This item
is to physically remove these items from the
model as noted in the CR's and on the
Implementation Guide Website.
2.6 Order Remove Orphaned Administrative clean-up item to remove any Completed 20.2
Group Types types in the message that are orphaned and not
used in the message itself. These are in the AIDM
selection diagrams and no longer needed.
Additionally, 20.1.01 had some duplicated
elements from the TDM transformation which
need to be removed.

Item C4.4.1
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Item C4.4.1: Voting Items of the Order Group, under the Shop
– Order Standards Board
Submitted by: Chris Allison, Chair of the Order Group, under the Shop – Order Standards Board
Martin Embuscado, Vice-Chair of the Order Group, under the Shop – Order Standards Board
Andrew Blake, Senior Manager, Airline Distribution Standards (blakea@iata.org)
Background
2.6.4.4 Where proposals to amend standards have been endorsed by the Board, they may be presented to the Conference as a
package to be voted on in a single action. Any Member voting on a package at Conference may request any item is removed from
a package to be voted on separately.
Under this provision, the Shop – Order Standards Board present the following Items of the Order Group to the Conference as
a single package. A single vote will be held at the Conference.
All other voting items submitted by the Shop – Order Standards Board developed by the Order Group are presented
separately and will be voted upon separately by the Conference.
Recommended Practice - Use of Travel Industry Designator C4.4.1a

(TIDs) Service to Identify Non-Accredited Agents and Other
Sales Intermediaries
Action
Conference to adopt Order Group items.

Item C4.4.1a
1 of 2
Item C4.4.1a: Party Information including the use of TIDS

Background
During the implementation of the New Distribution Capability (NDC) offer and order management project a business need
was identified to have a common approach to identify non-Accredited Agents in a standard way that is capable of being
used by all airlines, in all channels across all system providers and aggregators.
The issue arises since without a common approach to the identity management of non-accredited travel agents who
typically source tickets from Accredited Agents and consolidators, each carrier and each system provider was adopting a
proprietary approach for identifying non-accredited agents. This resulted in complexity for the systems that had to manage
it and for the agents themselves who were faced with a multitude of code identifiers depending on which airline they were
selling and which system they were using.
Business Problem
Due to lacking industry standard, each Airline is forced to apply their individual tracking method for reporting (e.g. OSI,
Tourcode, Client Identifier),
Corporate clients cannot be recognized by airlines if booking is done via new-entrants (Non-IATA, MSE, OTAs),
Implementation of dedicated PCCs per corporate/Non-IATA agent and/or OBT is cost and resource consuming and not
state of the art, managed by the GDSs.

Item C4.4.1a
2 of 2
Proposed Solution
Whilst it is acknowledged that this business problem needs to be addressed more broadly within the implementation of a
future digital identity solution for all participants in the distribution workflow, to address the immediate issue for a single
code to identify a non-Accredited Agent ad interim to a full digital identity solution being introduced, the Shop Order
Standards Board (SOSB) has consistently endorsed the use of the existing Travel Industry Identifier (TIDs) as a way to
universally identify a non-Accredited Agent for all airlines and all systems.
The advantages are:

• A single code for a non-Accredited Agent to be used by all airlines and system facilitates easier onboarding,
• Leverages an already existing coding regime in use today,
• Has the same format as an Accredited Agent’s numeric code,
• Can be easily integrated into an airline’s system.
IATA has been working to develop an enhanced TIDs program to consider the needs of the NDC Leaderboard airlines and
the direction given by the SOSB.
Consequently, IATA is poised to relaunch the TIDs program which will see:
• An enhanced and automated application and onboarding system reducing the time needed to validate the agent’s
credentials from a few weeks to several days,
• Moving from a paid subscription service model to a free industry service offered to all TIDS agents at no cost to
the agent nor airline.
Action
In order to provide industry guidance to use the TIDs as a possible way to identify non-Accredited Agents and other sales
intermediaries in a standard way it is proposed to adopt a new recommended practice as shown in Attachment A as outlined
in Attachment A_ C4.4.1a

Item C4.4.1a
Attachment A_C4.4.1a
1 of 1
Attachment A_C4.4.1a
Recommended Practice 1760a

(new)
Use of Travel Industry Designator (TIDs) Service to Identify Non-Accredited Agents and Other Sales Intermediaries
PSC (02)
RECOMMENDED that:
Airlines that wish to identify non-Accredited Agents and other sales intermediaries should adopt the Travel Industry
Designator Service (TIDs) for this purpose.
IATA allocates seven-digit designators to non-Accredited Agents and other sales intermediaries under the Travel Industry
Designator Service (TIDs), in accordance with Passenger Agency Conference Resolution 898.
For use in Enhanced Distribution processes as described in Resolution 787 (New Distribution Capability) and Resolution 797
(One Order), Airlines should use TIDS as described in the Implementation Guide available at https://developer.iata.org/

Item C4.5
1 of 2
Item C4.5: Report and Workplan of the Pricing Automation

Group (PAG), under the Shop – Order Standards Board
Submitted by: Cynthia Towne, Chair of the Pricing Automation Group, under the Shop – Order Standards Board
Leonor Oliveira, Manager Standards Development, Secretary of the Pricing Automation Group
Background
The Pricing Automation Group was established under the Shop – Order Standards Board with a mandate through to 2nd
November 2020, to:
Discuss and develop uniform interpretations of existing pricing standards resolutions and procedures to standardize
automation for pricing international fares and rules;
Discuss developments in distribution channels and recommend changes to existing pricing standards resolutions as shown
in Attachment and procedures to ensure consistent application and pricing of international fares and rules;
Review and advise on the implementation strategy of adopted changes and interpretations to current tariff resolutions,
procedures and methodologies.
Liaise with other process owning groups under the Conferences, and advisory groups under Industry Committees as
required.
Maintain a work plan and report regularly to Shop-Order Standards Board
This year the Pricing Automation Group has been working through the items prioritized by the Shop-Order Standards Board,
and as requested by the Members and Participants of the Group.
Members of the Pricing Automation Group (PAG)


1 American Airlines (AA) Joe Maloney
2 All Nippon Airways (NH) Reiko Narushima
3 British Airways (BA) Deirdre O'Callaghan
4 Cathay Pacific Airways (CX) Shirley Yan
5 EL AL Israel Airlines (LY) Linda Grinfeld
6 Google Cynthia Towne
7 JSC Sirena-Travel Dmitry Bogoslovskiy
8 Korean Air (KE) Mingyung Yoo
9 KLM Royal Dutch Airlines (KL) Andre Beyeler
10 Lufthansa (LH) Detlef Nadenau
11 Qatar Airways (QR) Haresh Nanda

Item C4.5
2 of 2
12 Scandinavian Airlines (SK) Kurt Saetre

13 SITA Susan Dean
14 Thai Airways International (TG) Kanthiphop Chantarapattamanon
15 Travelport Rosangela Vidotto
16 United Airlines (UA) Rafael Casanova-Diaz

At the first meeting of the Pricing Automation Group (PAG), Cynthia Towne from Google was elected as Chair, and Anita
Leuenberger from United Airlines (UA) was elected as Vice Chair. Under the Terms of Reference of the Group, these officers
hold their positions for 12 months, subject to continued involvement in the group.
The IATA Secretariat is Leonor Oliveira, Manager Standards Development.
On June 2020, the Vice-Chair stepped down from her role at the PAG and the position remains vacant.
Pricing Automation Group (PAG) activity in 2020

Due to the extraordinary health crisis related to Covid-19, the group was unable to meet face-to-face, as scheduled, in
Madrid March 2020. Conference calls were set in replacement of the physical meeting to discuss the proposed agenda.
These were held on the 25th, 27th of March, 1st, 9th, 23rd, 30th of April, 7th of May, 25th June, 9th of July, 25th of August, 3rd and
17th September.
The most important highlights of the group’s activity in the first half of 2020 were:
• Members agreement on more frequent updates of the normal weekly, monthly and periodically currency files due
to the unstable and volatile market situation
• Agreement to issue a second ICER daily file with >2% variation also due to extraordinary circumstances
• Continued work on Resolution 011c that defines the process coming from the Airline Coding Directory into the
City Code Directory with amendments to Resolution 763 pertaining to Coding Group and 011c with inclusion of
template for polling process adopted in 2019
• Continued work on determination of source for GCM with the creation of two focus groups, one in order to
determine city vs airport to complement to the already adopted standard in Resolution 011 on sectors not covered
by TPM and a second working group to initiate CCD quality validation exercise
Pricing Automation Group (PAG) adoption of standards

The proposed changes to standards form the Pricing Automation Group (PAG) are submitted to the Shop-Order Board and
can be found in the voting package.
Pricing Automation Group (PAG) Work Plan

Attachment A_C4.5.
Action

Item C4.5
Attachment A_C4.5
1 of 2
Attachment A_C4.5: Pricing Automation Group (PAG) Work Plan

ITEM GROUP SUBJECT DESCRIPTION SUMMARY REFERENCE STATUS

1.1 PAG Multi-Airport City Continue work on new Resolution 011c with Resolution Completed
inclusion of poll attachment and some editorial 011c
amendments
1.2 PAG GCM for missing TPMs and Continue work on assessing location and Resolution On-Going
surface sectors sources for longitudes and latitudes 011
1.3 PAG Construction Rules for Further assessment of what information is data Resolution On-Going
Journeys driven versus pricing processing to be 017a
determined
1.4 PAG Global Indicators – STAN Restriction to be added to section TC1 and TC3 Resolution On-Going
Nations (except South West Pacific) via PA 011b
1.5 PAG Clarification – HIP check Categories application mentioned in Resolution Resolution On-Going
(day-of-week application) 017c day of week, seasonality, stopovers, 017c
transfers, are described to be applied solely to
the sector(s) for which the check is being made,
proposal to review the decision taken during
spring RADWG 2018.
1.6 PAG Definition of TC Sub-Area Removal of Guyana (GY), Surinam (SR) and Areawide On-Going
French Guyana (GF) to the South America sub-
area (conference inquiry before putting proposal
forward to the Board)
1.7 PAG Clarification on Currency Review Resolution 24d, paragraph 2, and review Resolution Completed
Names, Codes, Rounding examples in order to clarify Resolution as 024d
Units and Acceptability of needed
Currencies
1.8 PAG ICER rates and required Differences have been found in the equivalent Resolution Completed
number of places beyond fare paid being priced between systems. This 024d
the decimal occurs when systems differ on the number of
places beyond the decimal which must be
processed when applying an ICER value
1.9 PAG Rounding of “Other Consistency across all systems is required when Resolution Completed
Charges” (Tax) rounding the US 7.5% ticket tax to the nearest 024d,
.01, per note 3 Attachment
A

Item C4.5
Attachment A_C4.5
2 of 2
1.10 PAG Directionality of OW vs Combination EOE of 2 OW Normal fares could Resolution Completed
OOJ for itinerary not result in a cheaper pricing solution since OW fare 017a, 017b
wholly within EU in direction of travel may be cheaper than ½RT
Normal fare in reverse direction oOe2
1.11 PAG Clarification between One Clarification is needed regarding change of Resolution Completed
Way and Open Jaw itinerary where surface at destination is: 017b
o between 2 countries within Europe,
o or between Aruba, Bonaire, Sint Eustatius,
Saba, Curacao, St. Maarten
1.12 PAG TC Membership With the removal of YY fares, the mileage Resolution On-Going
restriction of applicability to IATA TC members 011
needs to be removed for the sake of
simplification and proficiency in mileage
construction
1.13 PAG Shortest Operated Group to validate the need for Attachment A list Resolution On-Going
Mileages of specified points used to construct SOMs 011,
under Resolution 011. If removal is agreed, Attachment
additional amendments are made to Section C A
1.14 PAG Code designators for The PAG has been identified as an impacted Resolution Completed
Passenger Ticket business domain and is requested to review the 728
proposal put forward by the Ticketing Group
1.15 PAG HIP check Group to discuss the purpose of the HIP check in Resolution On-Going
the process of categories fare component vs 017c,
pricing unit as described in Paragraph 5 Paragraph 5

Item C4.5.1
1 of 1
Item C4.5.1: Voting Items of the Pricing Automation Group

(PAG) under the Shop – Order Standards Board (presented as
a package)
Background
Resolution 009 allows items requiring Board endorsement to be presented as a package, as described in paragraph
2.6.4.4.
Under this provision, the Shop – Order Standards Board present the following Items of the Pricing Automation Group (PAG)
to the Conference as a single package. A single vote will be held at the Conference.
All other voting items submitted by the Shop – Order Standards Board developed by the Pricing Automation Group (PAG)
are presented separately and will be voted upon separately by the Conference.
Any member may request that any of these items is removed from the package to be voted upon separately. Such a
request should be made to the Secretary of the Conference no later than 25 September 2020, by email to
standards@iata.org.

Resolution 011c – Attachment C4.5.1a/P
Recommended Practice 1201 C4.5.1b/P
Action

Item C4.5.1a/P
1 of 1
Item C4.5.1a/P: Resolution 011c – Multi Airport City

Background
Editorial amendments to Resolution 011c in line with amendment in Resolution 763 and inclusion of PTC poll template
attachment.
Action
Conference to adopt changes to Resolution 011c outlined in Attachment A_C4.5.1a/P.

Item C4.5.1a/P
1 of 3
Attachment A_ C4.5.1a/P
RESOLUTION 011c
Multi Airport City
PTC1(184)011c
PTC2(184)011c
PTC3(184)011c
PTC12(184)011c
PTC123(184)011c
PTC31(184)011c
PTC23(184)011c
Expiry: Indefinite
Type: B
RESOLVED that:
SECTION A – AIRLINE CODING DIRECTORY
1) Airlines and Automated pricing systems shall use the location identifiers published in the IATA Airline Coding
Directory (ACD)
2) Assignment of three-letter location identifiers and creation of Metropolitan Areas for purpose of schedule and
availability shall be established and maintained via Passenger Conference Resolution 763
3) Locations contained in the ACD as part of a Metropolitan Area shall not be used for defining multi-airport cities
4) The process outlined in Passenger Services Conference Resolution 763 will be used in the creation/dismantling of
a metropolitan area or listed/de-listed under a metropolitan area location identifier. Once a modification to a
metropolitan area occurs through this process, the Passenger Tariff Conference secretariat shall receive
notification and take appropriate action as described in this Resolution 763, Paragraph 1.8.
5) Amendments to multi-airport cities shall only be done with the express approval of accredited airline members of
the Passenger Tariff Conference as described in Passenger Service Conference Resolution 763
SECTION B- CITY CODE DIRECTORY
1) City codes listed in the CCD shall be used for establishment of mileage and for pricing of air fares. Where a city
listed in the CCD is served by more than one airport/non-airport, such location is considered a multi-airport city for
the application of mileage and pricing of air fares
2) MULTI-AIRPORT CITIES
a) for the purpose of pricing and mileage, any IATA member airline may request a location to be listed/de-listed
from a multi-airport city by submitting such request to the IATA Secretary
b) such request will be validated by airlines involved in ongoing pricing activity
c) once a request for listing/de-listing a location from a multi-airport city is validated a poll will be conducted in
accordance with Passenger Service Conference Resolution 763, Paragraphs 8.1.5 through 8.1.9 using template
in Attachment “A”.
d) a member may request an escalation of the listing/de-listing process in case of error or oversight in the initial
listing/de-listing process
i) the escalation request will be submitted to mileage@iata.org with copy to the IATA Secretary

Item C4.5.1a/P
2 of 3
ii) notification that the request has been received and the action to be taken sent to members within 48 hours
of receipt
e) if the poll is agreed upon, the CCD and Mileage Data Base will be updated accordingly
i) If a location is de-listed from a Multi-Airport City application, MPM and TPM must be
created and distributed by IATA within 10 business days
ii) if a location is listed within a Multi-Airport City application, MPM and TPM for such location will be removed
from the Mileage Data Base and will instead assume the MPM/TPM of the City affiliated with the Multi-Airport
City location
f) listing or de-listing locations under the following criteria will not be subject to validation nor poll
i) closure of a location
ii) addition of an airport to an existing city

Item C4.5.1a/P
3 of 3
RESOLUTION 011c – MULTI AIRPORT CITY
Attachment A
(AIRPORT/METROPOLITAN AREA CHANGE):
Ballot Title: Addition of _______________ International* airport (___) to the Multi-Airport city of ________________
Question
Should ________ international airport (___) be added to the city of _______ (___) as a Multi-Airport city application?
Closing Date: Day of week, month date year time CEST
Description
A request from an airline to add ____________ International Airport (___) located in the city of _________ (___) to the
Metropolitan Area of _________ (___) has been agreed by a majority according to the procedure set forth in IATA Resolution
763 for purposes of schedules and availability.
This change to the Metropolitan Area of ___________ (___) does not alter pricing or mileage processes.
Per IATA Resolution 011c a poll must be sent to all Passenger Tariff Conference Members to determine whether the
addition of __________ (___) to the Metropolitan Area of _________ (___) should also apply as a Multi-Airport application by
adding __________ (___) to the Multi-Airport city of _________ (___) which would alter both pricing and mileage processes for
__________ (___).
IATA is now polling the Passenger Tariffs Conference Members to express their position on the addition of _________
international airport (___) to the multi-airport city of __________ (___) as per IATA Resolution 763 paragraph 1.8.2. Each PTC
member is requested to advise whether they support or reject adding _________ (___) to the Multi-Airport city of _________
(___) for the purpose of pricing and mileage application.
A change to a Multi-Airport city will only be actioned in the City Code Directory if a unanimous vote by IATA Passenger
Tariffs Conference Accredited members is reached. Each airline may exercise only one vote, and abstentions are not
counted. A minimum of 6 votes is required for a decision to be valid.
The CCD poll will be open for the period of 30 days for voting. Non-responses, abstentions, and responses received after
the deadline will not be counted towards the poll.
* International shall only apply if the airport provides service to locations outside of the country in which it is located.

Item C4.5.1b/P
1 of 1
Item C4.5.1b/P: Recommended Practice 1201

Background
Resolution 201 Children and Infants, paragraph 1), still refers to YY fares by stating:
“The following rules shall apply:

Fares shall be assessed as provided in the fare Resolution …”
Proposal
Delete paragraph 1) and keep remaining text for airline reference as recommended practice.
Action
Conference to adopt Recommended Practice 1201 outlined in Attachment A_C4.5.1b/P.

Item C4.5.1b/P
1 of 1
Attachment A_C4.5.1b/P: Recommended Practice 1201

RECOMMENDED PRACTICE 1201 (new)

CHILDREN AND INFANTS
PTC(XX)1201 (new)
EExpiry: Indefinite
TType: B
RESOLVED that,
the following rules shall apply:
1) fares shall be assessed as provided in the fare Resolution

2) 1)
a)
i) only one infant not occupying a seat is allowed per accompanying adult passenger
ii) only infants not occupying a seat are entitled to the infants' fare
b) infants occupying a seat shall be charged the applicable child's fare
3) 2) stopover charges, weekend surcharges, cancellation charges, etc. are assessed at the same
percentage as the fare
Exception:
for infants not occupying a seat, only stopover charges apply and are assessed at the same percentage as the fare
4) 3) when travel includes both domestic and international services and different children/infants fares apply, the fare need
not be more than the sum of the applicable fares for the domestic and international portions
5) 4) when a separate seat is required on a portion of the itinerary, combination of an infant no-seat fare(s) and an infant
booked seat fare(s) is permitted within an itinerary but not within a fare component; no minimum checks are applied when
fares are assessed under this paragraph
6) 5) when an infant occupies a seat the fare should be reassessed as a child's fare for remaining portions of the journey but
not within the fare component
GOVERNMENT RESERVATIONS
BRAZIL
The Government of Brazil has conditioned their approval of Resolution 201 ‘Children's and Infant fares’ as follows:
For normal and special fares:
Accompanied children aged 2–11 years: charge 75% of applicable adult fare
Unaccompanied children
(i) aged 2–7 years: charge 100% of applicable adult fare
(ii) aged 8–11 years: charge 100% of applicable adult fare
(1.6.01/15.3.02)
ITALY
In compliance with Art. 591 of Italian Penal Code, to/from/via Italy an unaccompanied minor is defined as a passenger who
has reached his/her 5th but not his/her 14th year of age. (11.2.03)
UNITED KINGDOM
The continued approval of the United Kingdom Aeronautical Authorities of Resolution 201 is given on the basis that carriers
may, if they wish, file a children's discount for unaccompanied children of up to 12 years carried to or from the United
Kingdom. (25.8.88)

Item C4.6
1 of 2
Item C4.6: Report and Workplan of the Integration Group,

under the Shop – Order Standards Board
Submitted by: Sebastien Nicolas, Chair of the Integration Group, under the Shop – Order Standards Board
Margaret Brown, Vice Chair of the Integration Group, under the Shop – Order Standards Board
Ionut Badea, Senior Manager Shop-Order Standards Board, Secretary of the Integration Group
(badeai@iata.org)
Background
The Integration Group was established under the Shop – Order Standards Board with a mandate through to 2nd November
2020, to:
• Deal with matters concerning the integration of current and emerging distribution systems and capabilities,
including the associated business requirements to manage integration and transition.
align with existing standards, and that requirements and are documented with a corresponding change to
• Review and endorse proposals to amend Standards to support the integration and future compatibility of
interlining between carriers in the transition between old and new processes.
as required.
Members of the Integration Group
2. Airlines Reporting Corporation Paige Blunt
3. Amadeus Alexandra Sorrentino
4. American Airlines (AA) Margaret Brown
5. British Airways (BA) Deirdre O'Callaghan
6. Cathay Pacific Airways (CX) Andy Lo
8. Hahn Air Lines (HR) Vicente Zepeda Cabral
9. JSC "Sirena-Travel" Olga Mironova
10. KLM Royal Dutch Airlines (KL) Rick Jacobs
11. Lufthansa Systems Petra Kühne
12. Navitaire Robin Aborn

Item C4.6
2 of 2
14. SITA John Meeks
15. Swiss International Air Lines (LX) Sebastien Nicolas
16. Travelport Caroline Wilkinson
17. United Airlines (UA) Nick Pawlisz

The Group is chaired by Sebastien Nicolas from LX as chair and Margaret Brown from AA as vice chair. Under the Terms of
Reference of the Group, these officers hold the position for 1 year, subject to continued involvement in the group.
Integration Group activity in 2020

The activity plan of the group included monthly calls and at least two face to face meetings across 2020. Due to a reduced
workplan, unavailability of resources and the impact of COVID starting with Q2 2020, the face to face meetings have been
cancelled. The activity of the group has been paused as part of the reprioritization exercise ran with the SOSB in March
2020. In the June 2020 meeting the group decided to reduce the frequency of monthly calls to quarterly calls with the next
call planned in September 2020. Any new items will be tackled on an ad-hoc basis depending on the urgency.
Integration Group adoption of standards

There are no proposed changes to standards put forward by the Integration Group at the time of this transmittal.
Integration Group Work Plan

Attachment A_C4.6.
Action

Item C4.6
Attachment A_C4.6
1 of 2
Attachment A_C4.6: Integration Group Work Plan

ITEM GROUP SUBJECT DESCRIPTION STATUS COMMENTS

SUMMARY
1.1 Integration Supporting Group to review current On-hold Supporting documents (Agent
Group documents NDC messages and Coupon, Audit Coupon, Tax-Fee-
validate that the data Change Coupon and Credit Card
present is sufficient to Charge Form) may still be in use in
produce an ITR based some markets (both by Airlines and
on the data Travel Agencies).
requirements listed in
the resolution. Survey results: no concerns from
Airlines have been raised about the
presence of these documents in the
Resolutions
Next actions:
Activity on hold; pending further
updates from the airlines.
1.2 Integration Regulatory It is mandatory in some On-hold Group discussed what happens with
Group requirements countries to display the the other/previous versions of the
backporting in credit card fees. CR release, how to consider in NDC the
previous 136A is raised to government regulation mandates
standard address this in 19.2 applicable in a few months with the
releases (NDC release of the standard. current delivery of the schemas
flow for Credit PSDII – 3DS 2.0.
Card fees)
Next actions:
Topic passed over to Customer
Payment Group for their action. Kept
on hold for Integration until feedback
from CPG is received.
1.3 Integration Netting in the The review on how On-going Item will be raised to the Order
Group NDC flow netting should be Group for feedback in July.
handled from an end-
to-end NDC flow in Next steps:
order for all the Call in August with volunteers from
stakeholders to be the Integration group to discuss
aligned. feedback from Order Group and next
The review covers the steps.
following:
1) What does ‘netting’

mean?
2) How it is
materialized?
3) How it is reported?
1.4 Integration FCMI 3,4,5 Evaluate if FCMI 3,4,5 On-going Group discussed the implementation
Group would require an of FCMI, some of the airlines and
enhancement. system providers having already
implemented this standard while
some others not yet. The

Item C4.6
Attachment A_C4.6
2 of 2
discussions in the group led to the

question if FCMI 3,4,5 would need
any sort of enhancements
considering the current level of
maturity and implementation at
industry level.
Requirements to be further clarified

with the group during 2021, if any.
1.5 Integration RP 1735 Evaluate the possibility New Requirements to be further clarified
Group of adding a section to with the group during September
RP 1735 specific to conference call.
NDC processes
1.6 Integration NDC There has been New Requirements to be further clarified
Group commissions in discussion on the with the group during September
BSPLink separation of reporting conference call.
processes of NDC and
legacy transactions.
This relates to the
ability for commission
on NDC sale to pass
through without
validation. The issue
was recognized as
crucial as there is a
high possibility of a
future need to
differentiate the NDC
sales in Reporting,
Sales Audit and
Revenue Accounting.
There is a need to
clarify with DPC team
the use of the FCMI
indicator (e.g. FCMI can
be used not only on
airline stock). Also,
more specific wording
to say on the reporting
side the NDC
transactions are
expected to be flagged
with FCMI 3,4,5. Having
“and/or” in this
standard is
questionable.

Item C4.7
1 of 2
Item C4.7: Report and Workplan of the Intermodal Group,

under the Shop – Order Standards Board
Submitted by: Denis Grenier, Chair of the Intermodal Group, under the Shop – Order Standards Board
Ionut Badea, Senior Manager Shop-Order Standards Board, Secretary of the Intermodal Group
(badeai@iata.org)
Background
The Intermodal Group was established under the Shop – Order Standards Board with a mandate through to 2nd November
2020 to:
• Deal with matters concerning all activities relating to facilitating intermodal passenger processes including the
associated business requirements.
align with existing standards and that requirements are documented with a corresponding change to
• Govern and develop the changes to the Intermodal Best Practices Guide.
(including Offer, Order and Integration and ticketing groups) as required.
Members of the Intermodal Group
2. AccesRail and Partner Railways Denis Grenier
4. Aeroflot Elena Kshivanskaya
5. Air Algerie Rabah Midou
6. Airline Reporting Corporation (ARC) Paige Blunt
7. ATPCO David Smith
8. Cathay Dragon Shirley Yan
9. Deutsche Bahn / DB Vertrieb Sebastian Rieckesmann
10. Etihad Airways Karuppuchamy Marimuthu
11. INFINI Travel Information, Inc. INFINI Business Planning Team
12. International Rail Transport Committee Sandra Dobler

(CIT)
13. JSC Sirena-Travel"" Alexey Barinov
14. Lufthansa Ralf Baerwalde
15. Nihon Unisys, Ltd. Atsuro Hiramatsu

Item C4.7
2 of 2
18. Qatar Airways Haresh Nanda
19. SITA John Meeks
20. TCH (TRANSPORT CLEARING HOUSE) Anna Golenkina

During an Online Ballot for the Intermodal Group, Denis Grenier from AccesRail Inc. was elected as Chair. Under the Terms
of Reference of the Group, these officers hold their positions for 1 year, subject to continued involvement in the group. Vice
Chair of this group is not appointed.
Intermodal Group activity in 2020

The group is chaired by Denis Grenier from AccesRail and Partner Railways. The vice-chair position remains vacant at this
point in time. The Group met face to face in IATA Geneva’s offices on the 3rd and 4th of March jointly with the members of
the International Railway Union (UIC) as a direct action from the Memorandum of Understanding (MoU) signed between IATA
and UIC. The topics in the agenda included a review of Intermodal standards, overview of IATA Intermodal activities and UIC
standards and setting up a workplan across 2020 for the Intermodal group. As part of the reprioritization exercise ran in
March with SOSB the activity of the group has been paused.
Intermodal Group adoption of standards

There are no proposed changes to standards put forward by the Intermodal Group at the time of this transmittal.
Intermodal Group Work Plan

This group has no Work Plan established.
Action
Conference to note report

Section D:
Travel Standards Board Items
Contents
Agenda item number Agenda item name Attachments
D1 Report of the Travel Standards Board
D2 Endorsement of elections for positions on Travel Standards Board
D3 Delegation of authority to the Travel Standards Board
D3.1 Delegation of authority to the Operations Advisory Council

D3.2 Report of standards activity delegated to the Operations Advisory
Council (formerly the Operations Committee)
D4 Groups active under Travel Standards Board, and Terms of Attachment A_D4
Reference Attachment B_D4
Attachment C_D4
Attachment D_D4
Attachment E_D4
Attachment F_D4
D4.1 Report of the Baggage Steering Group
D4.2 Report of the Baggage Working Group
D4.2.1 Voting Items of Baggage Working Group presented as a Package
D4.2.1a/P Update of Resolution 780 Form of Interline Agreement

D4.2.1b/P Update of Resolution 743D – Content categories and examples Attachment A_D4.2.1b/P
D4.2.1c/P Update of RP 1754 Attachment A_D4.2.1c/P
D4.2.1d/P Update of RP 1745 Attachment A_D4.2.1d/P
D4.2.1e/P Update of RP 1740c Attachment A_D4.2.1e/P
D4.2.1f/P Update of Resolution 740 Attachment A_D4.2.1f/P
D4.2.1g/P Update of RP 1745 New Exception Codes MAIL/CMAIL Attachment A_D4.2.1g/P
D4.2.1h/P Update of RP 1800 Attachment A_D4.2.1h/P
D4.3 Report of the Departure Control Systems Message (DCSM)

Working Group
D4.3.1 Voting item from the Departure Control Systems Message WG Attachment A_D4.3.1
D4.4 Report of the Common Use Group
D4.5 Report of the Facilitation Working Group

D4.5.1 Voting Items of the Facilitation Group, under the Travel Standards Attachment A_D4.5.1
Board, presented individually: New Recommended Practise 1701o
- One ID
D4.6 Report of the Fuel Data Standards Group
D4.7 Report and Workplan of the Ground Operations Automation and

Digitization Technical Group

Item D1
1 of 3
Item D1: Report of the Travel Standards Board

Return to Main Contents Page | Return to Section D Contents Page
Submitted by: Rob Broere, Chair of the Travel Standards Board
Pierre Charbonneau, Director Passenger Experience and Facilitation, IATA, Secretary of the Travel
Standards Board,
(charbonneaup@iata.org)
Background
The Travel Standards Board is established under paragraph 2.3.3 of Resolution 009
2.3.3 Travel Standards Board
The Travel Standards Board manages the development of standards concerning any interaction between airlines
and any other partners involved in the delivery of a product or service to a customer.
This includes but is not limited to passenger experience, passenger airport processes, departure management
activities, and the relationship between airlines and government agencies controlling facilitation or receiving
passenger information.
This also includes operational processes supporting the delivery of passenger services: ground handling and airport
handling standards, airside safety, and baggage handling.
Members of the Travel Standards Board

Position Airline Delegate name Title Term commenced
1 Air China Zhen Liu Senior Manager - Service Control, Product 1 November 2018
and Services.
2 Alaska Airlines Rick Nagy Principal Product Manager 1 November 2018
3 American Mark Matthews Director - Customer Planning Operations 1 November 2018
Airlines
4 British Airways Tony Readdie Operations Systems Manager 1 November 2018
5 Delta Air Lines David Hosford General Manager ACS Strategy and 1 November 2018
Technology
6 Deutsche Vicky Scherber Process Owner Passenger & Baggage 1 November 2018
Lufthansa AG Processes
8 Etihad Airways Paul Richard Smith General Manager Ground Operations 1 November 2018
9 KLM Royal Binyamin Mizrahi Passenger Baggage Handling Manager 1 November 2018
Dutch Airlines
10 LATAM Airlines Edwin Garcia Head of Airport Operations 1 November 2018
(Chair from 2020)
11 LOT Polish Marcin Slawecki Head of Ground Operations 1 November 2018
Airlines
12 Hahn Air Frederick Nowotny Head of Sales Engineering 7 November 2018
13 Qatar Airways Tony Paul (Resigned Manager Safety and Service Delivery 1 November 2018
July 2020)
14 Singapore Timothy Chua Vice President, Airport Operations 1 November 2018
Airlines
15 Turkish Airlines Emre Cevik Manager, Product and Service Management 1 November 2018
16 United Airlines Aaron McMillan Managing Director - Customer Solutions & 27 January 2020
Recovery
17 Virgin Australia Caitlin Malone Manager, Airport Experience and Insights 1 November 2018
(Resigned)
18 Vacant
Item D1
2 of 3
Note that the delegate from Philippine Airlines withdrew his candidature, leaving one vacant position.

At the first meeting of the Travel Standards Board, held in Geneva on 9 April 2019, Rob Broere from Emirates was elected as
Chair, and Edwin Garcia from LATAM was elected as Vice Chair. With the departure of Rob Broere, Edwin Garcia accepted the
role of Chair with a pending election to take place in 2021 for the role of Vice-Chair. Under the terms of Resolution 009, these
officers will hold these positions for a period of 3 years.
Travel Standards Board activity in 2020
The Travel Standards Board has met face to face two times since it was established, the second of these meetings was
aligned with the IATA Global Airport and Passenger Symposium (GAPS) held in Warsaw. In addition to the face to face
meetings there have been scheduled every 6 weeks, which have been attended by most of the Board members. During the
COVID-19 crisis the board held some extra-ordinary calls in order to support the IATA Restart program. During the COVID-
19 Pandemic face to face meetings were cancelled and the Travel Board met virtually.
The board has discussed numerous topics during the year which fall into several broad categories:
• Passenger Focus and Engagement
o Global Passenger Symposium and COVID-19 travel surveys
o Passenger contact details and communication channels
o Passenger items carried onboard such as Lithium Ion batteries
• Travel Delivery
o Credit card use in the Common Use Environment
o Disruption Management
o Flight Status API Standards
o Biometric use through One ID
o CUSS Roadmap
o Off-Airport acceleration
o Interline processes and strategy
o Sharing of data with governments (PNR Clearing House)
o PCI Compliance
• Ground Handling
o CEDAR (the Connected Ecological Digital Autonomous Ramp)
o IGOM Chapters 1 and 2
• COVID-19 Related Items
o TravelBoard held a number of Covid-19 related sessions where they supported and provided guidance to
the direction that IATA was taking.
o A number of dedicated virtual sessions where held to get airline input to support IATA driving forward the
relevant areas supporting the airlines the best they can.
 This include the IATA participation at the ICAO CART (Council of Aviation Recovery Task Force)
 Reviewing the guidance prepared and distributed as the iATA Restart Guidance
o Specific focus was also given around the process of passenger facilitation in terms of getting airlines
visibility of continuous changes of visa rules and IATA responded in making the Timatic changes available
as alert, which was really appreciated by the members.
o A re-shape and acceleration of OneID was also discussed adding it touchless passenger processes at
every touchpoints.
o The IATA baggage handling guidance was reviewed and refined based on the principles of a touch-free
operation.
o Industry cost savings and revenue generation measures
• Voting Items
o Resolution 780 Form of Interline agreement,
o Update of Resolution 743D – Content categories and examples,
o Update of RP 1754,
o Update of RP 1745A
o Update of RP 1740c,
o Update of Resolution 740 – RFID tag layout,
o Overarching One ID RP – Seeking TB endorsement
o New RPs 1780a and 1780b
o RP 1800 editorial changes
Item D1
3 of 3
The Travel Board established a Strategic Partner Advisory Forum which met virtually in April, with attendance from many
strategic partners to discuss key aviation challenges. This forum was well attended and is proposed to align with future
face to face meetings.
Future Direction
The Board will continue to meet face to face twice per year when possible and continue the schedule of calls between face
to face meetings. The board continues to be interested in the board areas that are presented above, and intends to add to
these areas, specific activity in:
• Development of standards and guidance in the area of On-Board Experience

• Working closely with IATCI (Inter Airline Through Check In) Board to ensure that the OneID impact on interline
through check-in is managed correctly.
• Passenger Accessibility Process (PAP) review of all relevant processes and standards
Action

Item D2
1 of 2
Item D2: Endorsement of elections for open positions on

Submitted by: Pierre Charbonneau, Director Passenger Experience and Facilitation, IATA, Secretary of the Travel
Standards Board
(charbonneaup@iata.org )
Background
New nominations


1 Air China Zhen Liu Senior Manager - Service Control, Product 1 November 2018
and Services.
2 Alaska Airlines Rick Nagy Principal Product Manager 1 November 2018
3 American Airlines Mark Matthews Director - Customer Planning Operations 1 November 2018
4 British Airways Tony Readdie Operations Systems Manager 1 November 2018
5 Delta Air Lines David Hosford General Manager ACS Strategy and 1 November 2018
Technology
6 Deutsche Vicky Scherber Process Owner Passenger & Baggage 1 November 2018
Lufthansa AG Processes
7 Emirates Airline Rami El Samra Senior Manager Svs Dev & Business Solution 1 November 2018
8 Etihad Airways Paul Richard Smith General Manager Ground Operations 1 November 2018
9 KLM Royal Dutch Binyamin Mizrahi Passenger Baggage Handling Manager 1 November 2018
Airlines
10 LATAM Airlines Edwin Garcia Head of Airport Operations 1 November 2018
(Chair from 2020)
11 LOT Polish Marcin Slawecki Head of Ground Operations 1 November 2018
Airlines
12 Hahn Air Frederick Nowotny Head of Sales Engineering 7 November 2018
13 Qatar Airways TBA 1 November 2018

Item D2
2 of 2
14 Singapore Timothy Chua Vice President, Airport Operations 1 November 2018

Airlines
15 Turkish Airlines Emre Cevik Manager, Product and Service Management 1 November 2018
16 United Airlines Aaron McMillan Managing Director - Customer Solutions & 27 January 2020
Recovery
17 Virgin Australia TBA 1 November 2018
18 Vacant

standards@iata.org.
Action

Item D3
1 of 1
Item D3: Delegation of authority from the Conference to the

Standards Board
Background
…
2.7.1.1 Such standards are not in conflict with other standards adopted by the Conference; and
2.7.1.2 The Conference retains full visibility over all standards adopted by any Board.

The Board requests the following delegations of authority.
Standard (name of Recommended Practise, Manual, data Description of standard

exchange standards implementation guide or other
Publication)
PNRGOV and PAXLST Implementation Guides Implementation Guide for data exchange standards around
passenger data exchange with governments
CUSS and CUPPS Technical Specifications Technical specifications of Common Use Self Service and
Common Use Passenger Processing Systems, and
associated implementation guides.
Item D4.2.3.1: New Recommended Practices on self-
asserted identity
Action
Conference to endorse the delegation of authority.

Item D3.1
1 of 1
Item D3.1: Delegation of authority from the Conference to the

Safety, Flight and Ground Operations Advisory Council
(SFGOAC)
Standards Board
Background
The Passenger Standards Conference has authority over a broad range of industry standards that cover end-to-end
passenger processes and interaction between airlines and a variety of industry stakeholders. This includes a number of areas
of standards that extend beyond passenger operations and are required more generally.
Some of the standards under the remit of the Conference involve processes that are entirely operational, and more closely
align with activity that IATA historically undertook under the authority of the Operations Committee. Accordingly, the
Passenger Services Conference had delegated authority for the development and adoption of these standards to the Ground
Operations Group under the Operations Committee, under the oversight of the Airport Services Committee.
This included development and adoption of changes to the IATA Ground Operations Manual (under the authority of
Recommended Practise 1690b), and to the Airport Handling Manual (under the authority of Recommended Practise 1690a).
In 2018, under the new Governance structure of Resolution 009, this oversight was transferred to the Travel Standards Board,
though delegated authority continued to be granted to the Ground Operations Group under the Operations Committee.
In June 2020, the IATA Annual General Meeting endorsed ten new Advisory Councils to replace the six Industry Committees.
The Operations Committee has been superseded by the new Safety, Flight, Ground Operations Advisory Council (SFGOAC).
Accordingly, the Conference are asked to endorse that the following groups will continue to operate under the Ground
Operations Group of the new SFGOAC, but with authority delegated from the Travel Standards Board.
AIDX (Aviation Information Data Exchange): AIDX is responsible for maintaining a standard to allow an airline, airport or
associated service provider to exchange flight or flight related information in the current operational window of a flight
as published in RP 1797a.
GAD (Ground Operation Automation and Digitalization) The GAD focuses on development of digital standards in the
scope of Airside Operations (e.g. Aircraft- Turnaround, Load Control, De-Icing, Loading; Ground Support Equipment and
Aircraft Interface.
Maintain a work plan and report regularly to Travel Standard Board on identification strategies for aircraft turn-around
processes, aircraft messaging (including xml messaging) and undertakes the continual review, development and
improvement of the relevant content of the IATA Airport Handling Manual (AHM) chapter 5, 7 and 9).
The Travel Standards Board will also delegate authority to the Ground Operations Group for the review and development of
recommendations (in the form of amended or new services standards and procedures) that shall be published in the IATA
Airport Handling Manual (Recommended Practice 1690), IATA Ground Operations Manual, and any other such publications
that include Standards and Recommended Practices.
The Travel Standards Board will retain responsibility for ensuring that the IATA Airport Handling Manual and IATA Ground
Operations Manual are aligned with IATA Resolutions and Recommended Practices in the IATA Passenger Services
Resolutions Manual.
Action
Conference to note.

Item D3.2
1 of 1
Item D3.2: Report of Standards activities delegated of

authority to the Ground Operations Group
Submitted by: Joseph Suidan, Head of Ground Operations IATA
(suidanj@iata.org)
Background
Within the remit of IATA Ground Operations standards setting activities reside the Ground Operations Working Group (GOG)
and Ground Operations Standards (GOS) Task Force.
As the governance has not been finalized due to the pandemic crisis, GOG and GOS have been established with the interim
participation,
GOS
During the course of 2020, the GOS has developed and finalized the following standards, which have been approved by the
GOG and will be published in AHM Ed. 41 and IGOM Ed. 10:
IATA Ground Operations Manual (IGOM)

• Risk assessment updated
• Ch 3 – updates from IDQP, Aircraft Cleaning, hand signals
• Ch.4 – resequencing of aircraft ground movement, ULD handling, carriage of cargo in passenger seats
• Ch. 6 – turnaround supervision – updated
IATA Airport Handling Manual (AHM)

• AHM 011 - eliminated
• AHM 110 – updated with a new RESOLUTION 735d
• AHM 440 - Potable water updated
• AHM 463 – eliminated
• AHM 616 - Human Factor updated
• AHM 617 - OHS program updated with new injury cost model
• AHM 618 - New JUST culture
• AHM 621 Security management updated
• AHM 640 - New chapter on Pandemic management
• AHM 660 - New aircraft damage cost model revised
• AHM 730 – Codes updated
• AHM 731 – Enhance reporting on ATFM delays updated
• AHM 732 - New chapter for delay codes system
• AHM 904 Bombardier C series / A220 series
• AHM 904 Correction to A350
• AHM 907 incorporated electric GSE content from AHM 910 into AHM 907
• AHM 910 extracted electric GSE content for use in AHM 907
• AHM 918 GSE Storage and Return to Service
• AHM 921 corrections to address custom built units with different orientations
• AHM 1110 - update training for cleaning staff, training modules chart, job functions
• AHM 1111 New chapter on training program during pandemic
Action

Item D4
1 of 2
Item D4: Groups active under the Travel Standards Board

Standards Board
Background
3.1.2 The Board shall grant the Group a mandate which may not exceed a period of one year, at which point the
Group may be renewed by the Board for a maximum of 12 months. A group may be renewed as many times as
required.
3.1.3 Each Group shall have a Terms of Reference establishing the scope, working procedures, voting processes
and anticipated meetings.
3.1.5 A Group should be established where there is a requirement to perform actual development activity across a
specific area of standards. This may be established on the basis of a discrete function, or an existing body of
standards that require an identifiable area of expertise. The structure of Groups should maximize efficiency and
reduce duplication.
The Board has voted to dissolve both the Passenger Experience Management Group and the Airport Services Group as of
April 2020. The board will take over the responsibilities of the Passenger Experience Management Group and the Airport
Services Group. The Facilitation, Common use, Fast Travel and DCS Messages Working Groups will report directly to the
Travel Standards Board.
The Board has accordingly endorsed the continuation of all groups, with the exceptions of the Passenger Experience
Management Group and the Airport Services Group, for a further 12 months, from 1 November 2020.
The creation of a baggage Steering Group has been endorsed by the Travel Board on April 9, 2020; a Baggage working group
will be reporting directly to the Baggage Steering Group.
The Terms of Reference of the Groups are provided as Attachments to this item as follows.
Group name Scope (from Terms of Reference) Terms of Reference

Attachment
Common Use Group Deals with matters concerning Common Use Self Service (CUSS- A_D4
RP 1706c), Common Use Passenger Processing Systems
(CUPPS-RP 1797), Bar Coded Boarding Pass (BCBP-RESO 792),
Common Use Web Services (CUWS-RP 1741), and IATA Technical
Peripheral Specifications (formerly AEA) (ITPS-TSG).
Facilitation Group Deals with matters concerning passenger facilitation, and the B_D4
exchange of information between airlines and other stakeholders
including airports and governments.
Baggage Working Group Deals with matters concerning passenger baggage processes. C_D4

Item D4
2 of 2

governing these processes. Ensure that proposals align with
existing standards, and that requirements are documented with a
applicable.
Departure Control System Deal with matters concerning passenger Departure Control D_D4
Working Group System (DCS) processes.
existing standards, and that requirements are documented with a
applicable.
Fuel Data Standards Groups Deal with matters concerning the development and maintenance E_D4
of data standards to facilitate aviation fuel processes in an
efficient and effective manner, including the associated business
requirements.
governing these processes, according to the methodology
described in Appendix II of these document. Ensure that
proposals align with existing standards and the requirements are
documented with a corresponding change to the Implementation
Guide where applicable.
Baggage Steering Group Deal with matters concerning the development of baggage F_D4
standards. Review and develop proposals from the Travel Board
in the area of baggage collaboration, infrastructure and data.
Review the workplan of the baggage working group (BWG) to
ensure alignment to overall standards strategy. Review and
endorse non-standard related guidance materials such as
implementation guides, fact sheets, etc.
Ground Operations Digital standards in the scope of Airside Operations (e.g. Aircraft-
Automation and Turnaround, Load Control, De-Icing, Loading; Ground Support
Digitalization Equipment and Aircraft Interface)
Develop best practices for ramp automation (e.g. autonomous
vehicles, ramp infrastructure)
Develop and update of relevant sections of the IATA Airport
Handling Manual (RP 1690A)
Develop and update IATA Ground Operations Manual Section 5
(RP 1690B)
Develop and updated digital standards to be endorsed by
IATA Architecture and Technology Strategy Board under the
provisions of Resolution 009.
Action
The active groups are established under the authority of the Board, and are presented for the Conference to note

Item D4
Attachment A_D4
1 of 4
Attachment A_D4: Common Use Group (under Travel Standards Board)

Terms of Reference
Group name Common Use Group (CUG)
Reports to Travel Standards Board (TSB)
Role / Mandate Common Use will provide flexibility of choice to deploy services based on
interfaces adhering to industry standards.
1. Deal with matters concerning:

• Common Use Self Service (CUSS), the specifications and standards
for multiple airlines sharing one physical self-service kiosk. (RP
1706c)
• Common Use Passenger Processing Systems (CUPPS), the range of
services, specifications and standards enacted to enable multiple
airlines, service providers or other users to share physical check-in
or gate podium positions whether simultaneously or consecutively.
(RP 1797)
• Bar Coded Boarding Pass (BCBP), the required characteristics of the
data elements and format of the Bar Code on the Boarding Pass.
(RESO 792)
• Common Use Web Services (CUWS), the standardization of data
exchange supporting common use self-service bag drop and
different touchpoints through the use of web services technology.
(RP 1741)
• IATA Technical Peripheral Specifications (formerly AEA) (ITPS-TSG),
the maintenance of the specification that describes all exchanges
of Departure Control Systems (DCS) to device communication and
all device responses supporting Boarding Pass Printer (ATB),
Baggage Tag Printers (BTP), Boarding Gate Readers and Self-
Boarding Gates (BGR and E-Gates), SBD (Self-Baggage Drop) and
SD (Scale Device).
governing these processes, including data exchange standards for
passenger data.
3. Review and approve proposed additions, changes and deletions to
standards including RP 1706c, RP 1797, RP 1741 and Resolution
792 on BCBP as well as any future standards relating to common
use environment.
4. Liaise with other process owning groups under any Conference,
and advisory groups under Industry Committees as required.
5. Liaise closely with other bodies, including Airlines for America (A4A),
Airports Council International (ACI) and IATA Committees impacting
on Common Use Standards
6. Maintain a work plan and report regularly to Travel Standards Board.
Period of effectiveness Effectiveness extended for a further 12 months from 1 November 2020

Item D4
Attachment A_D4
2 of 4
Participation The Common Use Group is opened to all IATA airline members or
organizations that are members of the Strategic Partnership program with the
Passenger Experience or Common Use area of involvement.
Members
• The CUG works closely with IATA member airlines, IATA Strategic
Partners as well as Industry Associations with the Passenger
Experience or Common Use area of involvement.
• The CUG shall elect a Chairperson and a Vice-Chair (or Co-Chairs)
that will propose to the Management Group any task forces or
technical solution groups to work on tasks to meet its deliverables.
• The CUG is currently composed of the following sub-groups:
• Technical Solution Group CUSS
• Technical Solution Group CUPPS
• Technical Solution Group Common Use Web Services
• IATA Technical Peripheral Specification
• Bar Coded Boarding Pass (BCBP) group of experts
Eligibility for Participation • IATA Member Airlines

• Airports
• Governments
• Strategic Partners participating in the Strategic Partnerships
program with the area of involvement of Passenger experience or
Common Use.
Or any other organizations subject to the approval of the Chairs and IATA.
Meetings *Due to the Covid-19 pandemic, no face to face meeting occurred in 2020 and
have been replaced by virtual sessions/calls.
• The CUG will meet at least twice annually on a face-to-face basis,
coinciding with the PEMG meeting.
• The CUG may arrange additional meetings outside of this schedule
as required.
• Each sub-group could also schedule some additional meetings if
required.
• Additionally, conference calls may be arranged at the CUG level and
subgroup level to progress work streams as required.
• The agenda for the meetings will be proposed by the IATA CUG
facilitator and validated with the CUG at least 14 days prior each
meeting.
• All topics discussions and decisions reached shall be formalized in
meeting minutes and circulated within a maximum of one month
from the meeting date.
Working Groups The CUG may establish and disband temporary sub-groups to investigate or
The CUG is currently composed of the following subgroups:

• Technical Solution Group Common Use Self Service (CUSS-TSG)
• Technical Solution Group Common Use Passenger Processing
Systems (CUPPS-TSG)
• Technical Solution Group Common Use Web Services (CUWS-TSG)
• IATA Technical Peripheral Specifications (ITPS-TSG)
• Bar Coded Boarding Pass (BCBP) group of experts

Item D4
Attachment A_D4
3 of 4
Officers • The CUG shall elect a Chairperson and a Vice-chairperson (or Co-
Chairs) for a term up to two years by a simple majority vote.
Membership is renewable.
• IATA Airline members are eligible for the Chairperson and vice-chair
positions.
• IATA members, ACI member airports and IATA Strategic Partners
may vote.
• There needs to be one vote per organization and per category in
order to be valid.
• If a CUG Chairperson/Vice-chairperson cannot complete their term,
a new election for a Chair or Vice-Chairperson would be held.
• The CUG Chairperson and Vice-chairperson commit to attend:
• At least half of the face to face meetings per annum to
ensure continuity.
• The majority of conference calls in a given calendar year.
• Any member of the subgroups could be nominated for a lead and
co-lead position.
• Each subgroup will elect a lead and co-lead for a term up to two
years that can be renewable.
• The leads and co-leads of subgroups commit to attend the majority
of meetings and conference calls. In case of low participation, new
elections would be held.
• The role of the lead/co-lead of a Common Use subgroup requires
the following:
• Propose an agenda for meetings and conference calls
• Drive subgroup discussions during meetings and
conference calls
• Produce minutes of meetings and conference calls in a
timely manner and
• Report back on the subgroup activities during the CUG
monthly (quarterly) conference call.
• Leads and co-leads cannot cumulate roles and be a CUG chair/vice-
chair.
involvement in common use processes.
Quorum n/a
Voting Decision making is by majority.
(Excluding the election of Chair and Each organization may exercise only one vote, and abstentions are not
Vice-Chair). counted.
IATA members and IATA Strategic Partners may vote. Where activity is joint
with A4A, a separate A4A vote will be held for applicable items.
The members of the CUG commit to attend the majority of meetings and
conference calls. In case of low participation, the leads/co-chairs of the CUG
can terminate a participant and find a new participant.
Any Member airline may also attend any meeting of any Group and may

Item D4
Attachment A_D4
4 of 4
A minimum of 6 votes is required for a decision to be valid, with at least one

vote per organization type represented amongst the named group members
(airline, airport, Strategic Partner).
Endorsement of standards Standards endorsed by a majority vote will be presented to the Travel
Standards Board for approval, before presentation to the Conference for

Resolution 009.

required.

Item D4
Attachment B_D4
1 of 2
Attachment B_D4: Facilitation Group (under Travel Standards Board)

Terms of Reference
Reference.
Group name Facilitation Group (FG)
Reports to Travel Standards Board (TSB).
Role / Mandate The Facilitation Group (FG) provides solutions to improve the current
passenger process including in the area of efficiency, passenger data
transmission, identity management, immigration, accessibility. Border
management and other requirements related to police, custom, agriculture
and health controls have an impact on airlines operations and passenger
process time.
1. Deal with matters concerning passenger facilitation, and the

exchange of information between airlines and other
stakeholders including airports and governments.
governing these processes, including data exchange standards
for passenger data.
3. Streamline the passenger process from booking to destination.
4. Ensure passenger process is facilitated also for persons with
reduced mobility and disabilities
5. Address situation of disruptions and provide guidance for
carriers in such circumstances
6. Advocate for an effective regulatory framework which supports
a sustainable aviation industry and promote safe, secure and
seamless passenger travel.
7. Develop strategy and tools for effective communications and
information sharing.
8. Develop a streamlined management of the passenger’s identity
through the process
9. Liaise with other process owning groups under any Conference,
and advisory groups under Industry Committees as required.
The group provides guidance to the travel board.


• Airports
• Governments

Item D4
Attachment B_D4
2 of 2

program with the area of involvement of Passenger experience,
Disruption management or Passenger Accessibility.
Meetings Scheduled as required, minimum of one per year.
Working Groups The group may establish and disband temporary sub-groups to investigate or
The following Working Groups are hereby established:

• Control Authority sub-group
• One ID Advisory Group
• One ID Group
• Future of Passenger Data Task Force - FoPD (disbanded on March
2020 due to the de-prioritization of the project)
• PNRGOV sub-group
• PAXLST Sub-group
• Passenger Accessibility Process (Task Force)
• Disruption Management (Task Force)
• IGOM Chapter (Task Force)
Officers A Chair will be elected from a group member representing a Government.
The Chair is elected for a period of 2 years, subject to the group’s mandate
continuing.
election of the Chair.
IATA provides the secretariat.
involvement in passenger facilitation.

Item D4
Attachment C_D4
1 of 3
Attachment C_D4: Baggage Working Group (BWG) (under Travel

Standards Board) Terms of Reference
Reference.
Group name Baggage Group
Reports to Travel Standards Board

The BG used to report to the Airport Services Group which was dissolved by
the Travel Standards Board on April 9, 2020.
The Travel Standards Board endorsed the creation of a Baggage Steering
Committee, which has not been created yet.
Role / Mandate 1. Deal with matters concerning passenger baggage

processes.
existing standards, and that requirements are documented
with a corresponding change to Implementation Guidance
where applicable.
3. Review and improve industry standards with respect to
reducing interline baggage mishandling as regards to
baggage messages, and bag tag construction.
4. Identify any cross-functional issues related to baggage
messaging that need to be resolved outside the BWG and
Liaise with other process owning groups under any
Conference, and advisory groups under Industry
5. Review and endorse proposals to amend: Resolution 709,
739-746, 751-754; and Recommended Practice 1739-
1740e, 1743a-1751, 1752a, and 1754.
6. Maintain a work plan and report regularly to Airport Services
Group.
Participation To participate in the group, organizations must either elect to be Members

of the group, or to participate as Observers.
Members
Minimum 6, maximum 18 members.
Where nominations exceed available vacant positions, the Airport Services

Group will elect members into vacant positions.

mandate continuing.


Item D4
Attachment C_D4
2 of 3
necessary.
Observers

• Airports
• Governments
program with the area of involvement of Passenger experience or
Common Use.
Groups are established as follows:

• Baggage Information eXchange Group
• Electronic Baggage Tags Group
• Lost and Found Group
• Automation Group
• RFID Group
• Baggage Prorates Group
Officers A Chair and Vice-Chair will be elected from group Members. The Chair and
Vice-Chair will be elected for a period of 2 years, subject to the group’s
mandate continuing.
An IATA secretary will be provided by IATA Management and an A4A

Secretary by A4A.
involvement in airport services activities.
Voting Decision making is by majority of airline votes. Each airline may exercise
only one vote, and abstentions are not counted.
(Excluding the election of Chair and
Vice-Chair). Where activity is joint with A4A, a separate A4A vote will be held for
applicable items.

Item D4
Attachment C_D4
3 of 3
meeting, and minutes will be published within 30 days following the
meeting. Such documentation (together with a record of attendees, and the
outcome of any voting action including individual votes) will be visible to all
Member airlines.

Resolution 009.

required.

Item D4
Attachment D_D4
1 of 2
Attachment D_D4: Departure Control System Group (DCSG) (under Travel

Reference.
Group name Departure Control System Group (DCSG)

Reports to Travel Standards Board
The Airport Services Group (ASG) has been dissolved by the Travel
Standards Board on April 9, 2020.
Role / Mandate 1. Deal with matters concerning passenger Departure Control
System (DCS) processes.
where applicable.
3. Review and endorse proposals to amend: Resolution 708; and
Recommended Practice 1706a, 1706b, 1707a-1719e
(overseen by the DCS Messaging Working Group)
4. Liaise with other process owning groups under any
Conference, and advisory groups under Industry Committees
as required.
5. Maintain a work plan and report regularly to Airport Services
Group.
Members
Minimum 6, maximum 18 members, with a minimum of 2 IATA or A4A airline

members.
Where nominations exceed available vacant positions, the Airport Services

Group will elect members into vacant positions.

mandate continuing.

necessary.
Observers
Item D4
Attachment D_D4
2 of 2
A4A Member Airlines
Strategic Partners in the Travel Standards Strategic Partnerships program.
mandate continuing.
An IATA secretary will be provided by IATA Management and an A4A

Secretary by A4A.
Voting Decision making is by majority of airline votes. Each airline may exercise
only one vote, and abstentions are not counted.
Vice-Chair). Where activity is joint with A4A, a separate A4A vote will be held for
applicable items.
Member airlines.

Resolution 009.

required.

Item D4
Attachment E_D4
1 of 3
Attachment E_D4: Fuel Data Standards Group (FDSG) (under Travel

Reference.
Group name Fuel Data Standards Group (FDSG)
Reports to Travel Standards Board.
Receives business input, guidance and support from the Commercial Fuel
Working Group (CFG), under the Industry Financial Advisory Council.
Role / Mandate Deal with matters concerning the development and maintenance of data
standards to facilitate aviation fuel processes in an efficient and effective
manner, including the associated business requirements.

processes, according to the methodology described in Sub-item D4.7.1. Ensure
that proposals align with existing standards and that requirements are
documented with a corresponding change to the Implementation Guide where
applicable.
Review and endorse proposals to maintain and/or amend:
Fuel Invoice Standard;
Fuel Transaction Standard;
Fuel Operational Standard (formerly known as Pre-Transaction Standard);
Fuel Tender/Bid Standard;
Fuel Code Directory
Identify digital transformation opportunities and drive industry movement

towards leveraging these.
Steer fuel digital projects to ensure project completion and success.
groups under Industry Committees as required.
Maintain a work plan, report regularly to the Travel Standards Board, and inform
the CFG.
Period of effectiveness The Group is effective from 1 November 2020, for a period of 12 months, and
may be disbanded by the Travel Standards Board at any time.
Participation To participate in the Group, organizations must either be Members of the group,
or participate as Observers.

Item D4
Attachment E_D4
2 of 3
Members

minimum of 6 must be IATA Member Airlines
Membership of the Group is, subject to the discretion of the Group Chair and
the IATA Secretary, to ensure a fair representation of airlines and other relevant
industry partners. Application for membership to this Group can be made in
written form or by e-mail to the IATA Secretary of the Group.
Member organizations must commit to active participation of one designated

The named delegate may be changed during the term only when absolutely
necessary.
Any organization which fails to attend 2 consecutive meetings (including

scheduled telephone calls without providing an alternate) may forfeit its
membership in the Group, subject to the decision of the Group Chair and IATA
Secretary.
Observers
Any organization eligible for participation but which is not a member may attend
any meeting as an observer, and access any materials from meetings, subject
to the approval of the Group Chair and IATA Secretary.
Strategic Partners participating in the areas of Fuel Services, Technical Fuel, or

Aviation Support Services.
Any other relevant organization subject to the approval of the Group Chair and
IATA Secretary.
Meetings Quarterly meetings will be scheduled (as required by the work plan and in
concurrence with the IATA Secretary), of which at least two meetings are
expected to be face to face.
IATA shall have the responsibility to coordinate meetings of the Group including
the preparation of the agenda for and reports of the meetings, and arrange for
appropriate support services (for example, legal and technical support).
Focus Groups The Group may establish and disband temporary focus groups to investigate or
concurrence with the IATA Secretary.
Officers A Chair and Vice-Chair will be elected from Group Member delegates
representing airlines. The election will occur by simple majority. The Chair and
Vice-Chair will be elected for a term of 3 years, with an expected rotation after 2
terms.
All airlines which are members of the Group will be eligible to vote in the election
A Secretary will be provided by IATA Management.

Item D4
Attachment E_D4
3 of 3
Profile of delegates Named delegates should have relevant experience and day-to-day involvement
in the following areas:
Fuel procurement/sales
Fuel ticketing & invoicing
Fuel operations
IT services
Quorum A quorum of 50% of airline members of the Group or five (5) airlines, whichever
is higher, is required for voting to be valid.
Voting Any required action to be voted on by the Group may take place at an in-person
meeting, or by online ballot.
(Excluding the election of Chair
and Vice-Chair). Any airline member of the Group may attend any meeting of the Group and may
participate in any vote at meetings where they attend. Any airline member of
the Group may participate in an online ballot by notifying the IATA Secretariat in
advance.
Decision making is by majority vote of member airlines of the Group

participating in the vote. Each airline may exercise only one vote, and
abstentions will not be counted.
Each member of the Group shall be obliged to make a declaration of interest or

conflict of interest if in its view a matter being deliberated or voted by the Group
is a matter in which the member, in his personal capacity, or the organization he
or she represents, has a personal or direct financial interest in the outcome.
This obligation shall be without prejudice to the right of IATA to make an
appropriate intervention and subsequent determination, if in its view, there was
sufficient evidence of a potential conflict of interest. A member who makes
such a declaration, or in whose respect an equivalent determination is made by
IATA, shall not participate in the deliberation or voting of the relevant matter.
Such documentation (together with a record of attendees, and the outcome of
any voting action including individual votes) will be visible to all members of the
Group.
Endorsement of standards Standards endorsed by a valid vote will be presented to the Travel Standards
Board for approval.
Changes to data exchange standards require endorsement by the Architecture

and Technology Strategy Board under the provisions of Resolution 009.

endorsement by the Travel Standards Board and adoption at the Passenger
Services Conference as required.
Conditions for Use and Conditions for use of the IATA fuel standards and associated materials, as well
Intellectual Property as intellectual property rights are described in Sub-item D4.7.2.

Item D4
Attachment F_D4
1 of 3
Attachment F_D4: Baggage Steering Group Terms of Reference

Reference.
Group name Baggage Steering Group (BSG)
Reports to Travel Standards Board (TSB)
Role / Mandate 1. Deal with matters concerning passenger baggage processes.

where applicable.
a. Resolution 709, 739-746, 751-754; and Recommended
Practice 1739-1740e, 1743a-1751, 1752a, 1754
(overseen by the Baggage Working Group)
4. Liaise with other process owning groups under any
Conference, and advisory groups under Industry Committees
as required.
5. Maintain a work plan and report regularly to Travel Standards
Board.
Period of effectiveness Effectiveness for a period of 12 months from 1 November 2020

Members
Minimum 9, maximum 18 IATA airlines.
Where nominations exceed available vacant positions, the Travel Standards


mandate continuing.

necessary.
The named delegate may not appoint a proxy from within their organization
to attend meetings on their behalf.
Observers

Item D4
Attachment F_D4
2 of 3

One working group is established with their own terms of reference:

• Baggage Working Group (BWG)
mandate continuing.
An IATA secretary will be provided by IATA Management.

Voting Decision making is by majority. Each airline may exercise only one vote, and
abstentions are not counted.
Vice-Chair). Any required action to be voted on by the Group may take place at an in-
person meeting, or by online ballot. For an online ballot, a two-thirds
majority is required, and the ballot will remain open for 21 days.
Member airlines.
Endorsement of standards The role of the steering group is to guide the activities of the Baggage
Working Group. It is not anticipated that the Baggage Steering Group will
create standards, however they may sometimes amend standards from the
Baggage Working Group. Standards endorsed by a majority vote will be
presented to the Travel Standards Board for approval, before presentation
to the Conference for adoption as required.
Item D4
Attachment F_D4
3 of 3

Resolution 009.

required.

Item D4.1
1 of 2
Item D4.1: Report and Workplan of the Baggage Steering

Group, under the Travel Standards Board
Submitted by: Andrew Price, Head Global Baggage Operations, Secretary of the Airport Services Group,
[pricea@iata.org]
Background
The Baggage Steering Group was Re-established to provide a small group that can discuss the strategy for baggage
standards. The group does not act as a governance body for the approval of standards, but as a sounding board for
positions taken by IATA with regard to baggage operations.
1. Deal with matters concerning passenger experience, including the associated business requirements.
proposals align with existing standards, and that requirements are documented with a corresponding
change to Implementation Guidance where applicable.
4. Resolution 792
5. Recommended Practices 1701, 1701a – m, 1706c, 1797 and 1741.
7. Liaise with the Airports Council International ACI.
8. Maintain a work plan and report regularly to Travel Standards Board.
9. Review and endorses industry business cases for a new generation of passenger experience projects
submitted by its working groups.
10. Propose new projects or the closure of existing projects subject to approval by the IATA Governance.
Members of the Group

In addition to the airline members, there are airport members (Heathrow, Fraport) and A4A representatives and a
representative from ACI (Airlines Council International) who bring their viewpoints to the committee.

1 Alaska Airlines Rick Nagy
2 Delta Air Lines David Hosford
3 American Airlines Mark Matthews
4 Lufthansa Hansjuergen Lehmann
5 Air France Thierry Michelon
6 KLM Tarik Ennad
7 SAS Susanne Birge
8 Turkish Airlines Ergen Altiyaprak
Item D4.1
2 of 2
9 Thai Airways International Surin

10 Singapore Airlines Mohammad Nazri
11 All Nippon Airways M Azuma
12 South African Airlines Bali Mabena
13 Egyptair Samir Soliman
14 Etihad Eva Nemcova

The baggage steering group has not met physically since 2019, and all discussions have taken place by e-mail. Given that
there are no votes taking place in the Baggage Steering Group the chair and vice-chair positions remain vacant.
Group activity in 2020

The Baggage Steering Group has been consulted on a number of occasions to contribute to and review the IATA position
on Industry Restart and the use of passenger baggage allowance by third parties.
Group adoption of standards

N/A
Group Work Plan

It is intended that this group will continue to act as an advisory board for baggage operations. The group is particularly
interested in the following activities:
1. Review of IATA Restart, baggage plan and any other major deliverables
2. Strategic input on:
3. Off Airport Framework
4. 753 delivery – we do not have 100% coverage yet
5. Modern Baggage Messaging implementation
6. RFID
7. UNAR processes, touch-free, Resolution 755 (Reflight messaging)
8. Multi-model (rail-air connections)
Action
Conference to note the report

Item D4.2
1 of 2
Item D4.2: Report and Workplan of the Baggage Working

Group
Submitted by: Rick Nagy, Alaska Airlines, Chair of the baggage Working Group, under the Travel Standards Board
Blanka Svobodova, Manager Global Baggage Operations, Secretary of the Baggage Working Group,
svobodovab@iata.org
Background
The Baggage Group was established under the Travel Standards Board with a mandate to develop proposals on standards
and to:
1. Deal with matters concerning passenger baggage processes.
2. Review and endorse proposals to create or amend standards governing these processes. Ensure that proposals
align with existing standards, and that requirements are documented with a corresponding change to
3. Review and improve industry standards with respect to reducing interline baggage mishandling as regards to
baggage messages, and bag tag construction.
4. Identify any cross-functional issues related to baggage messaging that need to be resolved outside the BWG, and
Liaise with other process owning groups under any Conference, and advisory groups under Industry Committees as
required.
5. Review and endorse proposals to amend: Resolution 709, 739-746, 751-754; and Recommended Practice 1739-
1740e, 1743a-1751, 1752a, and 1754.

who committed to active participation on standards development. However, elections were not held, and the meetings were
open to all members.
BWG meetings are open to all Member airlines

Chair: Rick Nagy, AS
Vice-Chair: Eleonore Wenzl-Bery, LH

BWG44 meeting took place on the 24th of September 2019 in FRA
BWG45 virtual meeting took place on the 10th of June 2020

Baggage Working Group voted unanimously for the update of standards as presented in this agenda.

Item D4.2
2 of 2
Group Work Plan

Next Virtual meeting planned for October 2020
2021 – 2 BWG meetings (face to face or virtual)
Topics:
Contact less baggage

Further work on EBT and HPBT – update of the Implementation guide, Case studies of Implementation
Update of RP 1800
Off airport baggage process
Clarification of UNAR process = Bags ahead of passengers (we received several inputs to work on during last BWG meeting)
Provision for European Commission enabling bags staying on board without re-screening in case bags screened by EDS3
standard machines
Claims/Prorates standards (Reso 754, 780, 743)

Provision for mishandling created by passenger (non-proratable cases)
Guidance for dealing with low-cost/charter to IATA member airline cases
Fraud prevention
Issue of increasing number of damage bags
Baggage Information Exchange

Working on schema update 20.3, alignment approved changes in RP 1745 with xml schema
In 2021 – regular update of XSD
Resolution 755 Re-flighting messaging

Update needed, received inputs from vendors
+ One Pager on rules/changing tag during Re-flight
Action

Item D4.2.1
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Item D4.2.1: Voting Items of the Baggage Working Group,

under the Travel Standards Board presented as a package.
Submitted by: Rick Nagy, Alaska Airlines, Chair of the baggage Working Group, under the Travel Standards Board
Blanka Svobodova, Manager Global Baggage Operations, Secretary of the Baggage Working Group,
svobodovab@iata.org
Background
The Baggage Working Group persevered through the many challenges related to Covid-19 to accomplish important work to
update RFID, Electronic Baggage Tag standards to reflect today’s technology. This good work, along with other updates, will
ensure that our guests and their belongings travel together safely and efficiently.
Following are some of the highlights of this year’s efforts.
• Updated R 743D to include generic and inclusive baggage content descriptions
• Updated R780, elevating the importance of the passenger’s baggage in the language of the resolution and
strengthening certain passenger remuneration provisions
• Enhanced electronic baggage tag recommendations, including the use of NFC and battery less option to update the
EBT (R 1754)
• Modernized certain technical requirements and definitions for the use of RFID inlays in checked baggage (RP 1745
and RP 1740c)
• Provided a common layout for the RFID tag for use with on-demand baggage tags (R 740)
• Added exceptions codes to accommodate company mail and postal service mail being shipped as checked
baggage (RP 1745)
As Chairman of the BWG, my sincere appreciation goes out to all of the team members that volunteer their time, passion and
wisdom to the working group. This work could not be completed without their efforts.
Finally, I want to thank the Travel Board for their direction as well as Blanka Svobodova, Andrew Price and the IATA Baggage
team for their role in keeping focus on improving the guest experience. It is a privilege to serve with you.
Rick Nagy
Alaska Airlines
Chairman – IATA Baggage Working Group

Update of Resolution 780 Form of Interline Agreement D.4.2.1/aP
Update of Resolution 743D – Content categories and D.4.2.1/bP
examples
Update of RP 1754 D.4.2.1/cP
Update of RP 1745 D.4.2.1/dP
Update of RP 1740c D.4.2.1/eP
Update of Resolution 740 D.4.2.1/fP
Update of RP 1745 New Exception Codes MAIL/CMAL D.4.2.1/gP
Update of RP 1800 D.4.2.1/hP
Action

Item D4.2.1b/P
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Item D4.2.1a/P: Update of Resolution 780 Form of Interline

Agreement
Submitted by: Baggage Working Group
Secretary Note: The Baggage Working Group voted on changes to the MITA Agreements, which have been incorporated
and described in the item presented by the Interline Group under the Planning Standards Board. No further action from the
Conference is required on this item.

Item D4.2.1b/P
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Item D4.2.1b/P: Resolution 743D – Content categories and

examples
Background
Changes to Resolution 734D were adopted by the baggage working group.
Action
Conference to adopt changes to IATA Resolution 734D as outlined in Attachment A_ D4.2.1b/P.

Item D4.2.1b/P
Attachment A_D4.2.1b/P
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Attachment A_D4.2.1b/P: Resolution 743D – Content categories and

examples
RESOLUTION 743 Attachment “D”
CONTENT CATEGORY AND CONTENT DICTIONARY
When listing the contents of missing and on hand baggage messages, the following categories shall be utilised:
1. CONTENT CATEGORIES
Alcohol Food/Beverage/Tobacco
Art/Photo
Audio (will be under Electronics)
Book/Papers
Coat/Jacket
Computer (will be under Electronics)
Cosmetics/Hair
Currency/Wallet
Dress/Skirt
Electric Electronics*) Note: anything that can be recharged or plug in
Food ((will be under Food/Beverage/Tobacco)
Footwear
Gift
Hair (will be Cosmetics/Hair)
Handbag Bag
Headwear/Weather
Household
Infant/Children
Jewellery/Timepiece
Linen (will be under Household)
Mechanic/Tools
Medical/ Optics
Music
Nature
Optics (will be under Medical/Optics)
Papers (will be under Book/Papers)
Photo (will be under Art/Photo)
Religious
Skirt (will be under Dress/Skirt)
Shirt/Sweater
Sleepwear (the item could go under Shirt and Trousers)
Sport/Sportswear
Sportswear (will be under Sport/Sportswear)
Suit
Sweater (will be under Shirt/Sweater)
Tobacco (will be under Food/Beverage/Tobacco)
Tools (will be under Mechanic/Tools)
Toys
Trousers
Uniform
Video (will be under Electronics)
Weather (will be under Headwear/Weather)
Weapon
*) Note: anything that can be recharged or plug in

Item D4.2.1c/P
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Item D4.2.1c/P: Update of RP 1754

Background
Changes to Recommended Practice 1754 were adopted by the baggage working group.
Action
Conference to adopt changes to IATA Recommended Practice 1754 as outlined in Attachment A_ D4.2.1c/P.

Item D4.2.1c/P
Attachment A_D4.2.1c/P
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Attachment A_D4.2.1c/P: Update of RP 1754

RECOMMENDED PRACTICE 1754/ A4A 30.71

FORM and FUNCTION of the ELECTRONIC BAGGAGE TAG (EBT)
The following are the minimum specifications for an electronic baggage tag applicable for use in an
interline environment by IATA members.
This guidance for electronic baggage tags pertains to tags approved for general use. The countries where
electronic baggage tags may be used are shown in the Fast Travel map. Where use in a country or region
is dependent upon additional specification that are not in this guide, then those specifications will be
shown in attachments to this Recommended Practice.
GENERAL EBT PRINCIPLES

1. Any party may manufacture electronic baggage tags. Airlines will not be the sole point of
distribution for electronic baggage tags.
2. Electronic baggage tags are considered to be Personal Electronic Devices (PEDs) and should
adhere to FAA Guidance 91-21-C or its subsequent versions.
3. All electronic baggage tag providers should submit their design details and samples to IATA.
Details are available by contacting baggage@iata.org.
4. Airlines retain the right to accept an electronic baggage tag for carriage or not.
5. All Electronic Baggage Tags shall have a GUID (Globally Unique Id).
6. A QR Code containing the GUID of the baggage tag shall be printed permanently on the EBT as
a fall back option for broken screen.
7. EBTs shall include a physical switch that activates the tag into listening mode for an update. The
listen mode shall be maintained for a limited period of time, and the tag shall cease to listen once
the update is complete or in the absence of transmission for 60 seconds. Other techniques may
be used to activate the listening mode of an EBT in addition to the physical switch. When such
techniques are used, the EBT shall make use of additional security mechanisms to ensure an
authorized party is updating the tag.
As a security measure, the EBT must incorporate the means to ensure it is activated in close (<
5 cm) proximity of the device, e.g. require a button press, or hold NFC reader close. If an EBT
can be activated and updated over a longer distance, additional security mechanisms must be
used to ensure an authorized party is updating the tag.
8. Simple validation of displayed data by checking the messages using LPN and .M (GUID). If
different, could be a miss-labelled bag. Use .M as master.
9. The update of the EBT information via any available channel must refresh the display.
10. It must be possible to update an EBT using a passenger owned device (such as a mobile phone)
and/or and airline owned device (such as a handheld scanner or fixed airport infrastructure).
Ability to update EBT with PAX device plus Airline owned device.
11. EBTs are designed to not transmit accidently (see point 2). To facilitate this the journey data
update mechanism can only activate a tag for a limited time, which is no more than 60 seconds
with the tag ceasing to be active once the update is complete.
1112. Airlines or their authorized agents (operating through a trusted channel) must be able to update
the tags throughout the journey to cope with itinerary changes and disruptions.
1213. Manufacturers must provide mechanism to update tags individually or en masse through the
RFID interface or manual button press, but it shall not be possible to make mass updates through
other interfaces.

Item D4.2.1d/P
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Item D4.2.1d/P: Update of RP 1745

Background
Action
Conference to adopt changes to IATA Recommended Practice 1745 as outlined in Attachment A_ D4.2.1d/P.

Item D4.2.1d/P
Attachment A_D4.2.1d/P
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Attachment A_D4.2.1d/P: Update of RP 1745

Recommended Practice 1745
2.3.16 .M Unique Identifier

Construction Example Format
2.3.16.1 Element Identifier: Full stop (.), ‘M’ .M .a

2.3.16.2 Separator: oblique (/) / /
2.3.16.3 Baggage Tag Number 4220123456 ffffffffff
—10-digit License Plate Number
2.3.16.4 Separator: oblique (/) / /
Unique Identifier Type—G = RFC
4122 UUID
--- G = 32-character RFC 4122 UUID
— T = 24-character TID
— A = 28-character TID
— B = 32-character TID
— C = 36-character TID
— D = 40-character TID
— E = 44-character TID
— F = 48-character TID
2.3.16.5 —X = GUID generated from TID G a

(see below)*
—T = TID
2.3.16.65Separator: oblique (/) / /

Unique Identifier (GUUID or TID)
2.3.16.76—(24 or 32 to 48 hexadecimal C96B68CEAC214937AFDFDDC2BA4289EC t(t..t)

characters in length)
2.3.16.87Separator: oblique (/) / /
2.3.16.98Link: for internal airline usage only 002 fff
2.3.16.109 End of element delimiter
Example: - -
.M/0006635467/G/9981117C0CCC452CA3B618B238E00759 <≡
.M/0006635467/T/68CEAC214937AFDFDDC2BA42<≡ -
* A TID is converted into a GUID as follows:

•Take the TID as 24 hexadecimal characters XXXXXXXXXXXXXXXXXXXXXXXX
•From the left, split it into 12-, 3- and 9-character sections XXXXXXXXXXXX-XXX-XXXXXXXXXX
•Insert a “4” and an “A” at the split points and append the sequence “454254” to the end of the result:
XXXXXXXXXXXX4XXXAXXXXXXXXX454254
Note: TID stands for Transponder Identity and is originated from the RFID tag. TID is essential for Reusable Tags to identify the
tag, is encoded in the tag in TID memory and should be associated with the LPN generated by the DCS.
Reference: RP 1740c
Note Reference to RP 1740c

Item D4.2.1e/P
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Item D4.2.1e/P: Update of RP 1740c

Background
Changes to Recommended Practice 1740c were adopted by the baggage working group.
Action
Conference to adopt changes to IATA Recommended Practice 1740c as outlined in Attachment A_ D4.2.1e/P.

Item D4.2.1e/P
Attachment A_D.4.2.1e/P
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Attachment A_D4.2.1e/P: Update of RP 1740c

Recommended Practice 1740c

…
2.7 Object Identifier
Object Memory Decoded Data

Object Mandatory Status
Identifier Bank Characters
License Plate Code
1 0 15961 12 1 Y OTP 01 f[10]
(10 digit)
m[3]
1 0 15961 12 2 Flight date C OTP 01 See encoding rules
below.
Select or not;
Level of screening—0—5
1 0 15961 12 3 Security Information N R/W 11 Screening cleared or
failed See
encoding rules below.
1 0 15961 12 4 Issuing Station N R/W 11 m[3]
1 0 15961 12 5 Baggage Routing N R/W 11 m[6–18]
1 0 15961 12 6 Flight Data N R/W 11 m[13–65]
n/a
(note: Previously
1 0 15961 12 7 unused n/a n/a n/a
passenger name, no
longer to be used)
Airline Frequent Flyer
1 0 15961 12 8 N R/W 11 f in the range 0 to 3
Level
1 0 15961 12 9 Screening airport code N R/W 11 m[3]
1 0 15961 12 10 Destination Code N R/W 11 m[3]
ATL or not
1 0 15961 12 11 Internal Airport Status N R/W 11 See encoding rules
below
1 0 15961 12 12 UUID N R/W 11 m[32]
1 0 15961 12 13 Flight Suffix N R/W 11 m[1-5]
Door-to-door Delivery
Service:
1 0 15961 12 90 N R/W 11 f[4]
Issue Date
1 0 15961 12 91 Service: N R/W 11 f[3]
Sequence Number
EDS Processing for
Door-to-see
1 0 15961 12 92 N R/W 11 m[12]
door Delivery Service
encoding rules below.
1 0 15961 12 93 Service: N R/W 11 m[4]
Collecting Company
1 0 15961 12 94 Service: N R/W 11 f[15]
Invoice
1 0 15961 12 95 Service: N R/W 11 m[4]
Delivering Company
1 0 15961 12 127 Optional Data N R/W 11 Variable—m[n-m]
…
2.8 Encoding Rules
Reference: ISO 15962
Encoding Rules for the Flight Date

Object ID 1 0 15961 12 2
This element is conditional.

Item D4.2.1e/P
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If the tag is pre-encoded then the element shall not be encoded.
If the tag is issued with encoding of the Julian Date then the element shall be encoded as follows:
Date in Julian format (1-366 being the day of the year, e.g. 1 is 01.01, 366 is 31.12 in a leap year).
When used with Pectabs send by the DCS explicitly setting the OID 2 value (instead of doing Auto RFID) the date encoded will
be the date as seen by the DCS of the first flight leg from the encoding station contained in the data stream sent to the printer.
When using Auto RFID features of the Baggage Tag printer, the Julian Date is derived from the local printer real time clock which
can be (and often is) completely different from the DCS clock.
Previously the licence plate extension would be used to allow a greater range in baggage tag numbers to be issued. The inclusion
of the date allows this extension, and thus this element has been removed.
Encoding Rules for Security Information
Object ID 1 0 15961 12 3
Security Information consists of:
Passenger Status 1-bit 0 = non-selectee; 1 = selectee
000 = no screening done

001 = level 1
010 = level 2
Screening Level 3-bits
011 = level 3
100 = level 4
101 = level 5
Screening Status 1-bit 0 = failed 1 = cleared

This information may be optimally encoded in 5 bits. ISO encoding is byte aligned, so this means that there will be 3 bits that
can be used for new applications at a later date. The position definition of each bit is as follows:
Bit 8 Passenger Status
Bit 7 Screening Status
Bit 6 Reserved for future use
Bits 1-3 for Screening Level
MSB
Encoding Rules for Baggage Routing
Object ID 1 0 15691 12 5
Up to 6 city codes that are being routed—e.g. LHRSINKULPER

This comprises the originating station ID—in this case LHR (London Heathrow), then the subsequent flight segments (Singapore,
Kula Lumpur, Perth).
Encoding Rules for the Flight Data
Object ID 1 0 15961 12 6
The flight data is comprised from:
Carrier Code e.g., KL 2 characters

Flight Number e.g., 1930 4 numbers
Annual Julian Date e.g., 220 (representing 8th August) 3 numbers
Arrival Airport Passengers e.g., AMS 3 alpha-characters
Class of travel e.g., C (representing “Club”) 1 alpha-character
Flight date would be encoded in Julian format

e.g., KL1930220AMSC
The flight data refers to the baggage, not to passenger. This can be different to the passenger routing in some cases. The class
of travel refers to the passenger’s booked class of travel.
Item D4.2.1e/P
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The flight data field allows for 65 characters, which is 5 flight legs.
e.g. QF0999197MELYQF0888197DRWYQF0777197SYDJ
Encoding Rules for Internal Airport Status
Object ID 1 0 15961 12 11
Internal Information consists of:
Bit 8: ATL 1-bit 0 = not-ATL; 1 = ATL
Bits 7-1: Reserve for future use
Encoding Rules for Flight Suffix
Object ID 1 0 15961 12 13
The Flight Suffix object defines the optional flight number suffixes that belong to the flight numbers in the Flight Data object.
The suffix shall be a single uppercase character. The position in the Flight Suffix string corresponds to the ordered sequence of
segments in the Flight Data object. Spaces shall be used for segments that don’t have a suffix. Trailing spaces are optional and
may be omitted to save memory.
For example:
<space>A<space>B
This indicates the ‘A’ suffix for the second segment defined in the Flight Data object, and the ‘B’ suffix for the fourth segment
defined in the Flight Data object.
Note that the Flight Suffix is stored in a separate object for backwards compatibility reasons.
Encoding Rules for EDS Processing for Door to Door Delivery Services
Object ID 1 0 15961 12 90
The EDS Processing for Door-to-door Delivery Services comprises of a 12 Character alphanumeric string that is to be
decoded as follows:
Description of Element Example Format

EDS Information m [12]
Date (5 characters) JUL 15 MMMDD
Time (4 characters) 0915 4 Digits
Identifier (1 character) X 1 alphanumeric
Result (2 characters) 11 2 alphanumeric
7. PRIVACY
Privacy is the protection of information that is available on or through the use of the baggage tag. Privacy falls
into 2 areas for an RFID tag. These are:
• Protecting the identity of a passenger: it should not be possible to read an RFID tag and determine or
obtain the passenger name or other directly identifying information regarding the passenger. This means
that the passenger name, frequent flyer number, etc, should not be recorded onto the tag
• Restricting a derived identification of an individual: the RFID tag acts as a unique token that can be used
to track an individual, even without knowing their specific identity. For instance, a tag “123” can be issued
to a person in Airport A, and then read again in Airport B. You can therefore determine that the passenger
was in airports A and B, which can be a privacy issue.

Item D4.2.1e/P
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The result of this is that it must be possible to prevent a tag from identifying itself when the purpose for which
the tag has been issued is completed. All RFID tags have a KILL and UNTRACABLE command set. It is
recommended to always use the UNTRACABLE command rather than the KILL command, as KILL prevents
operational recovery actions such as tracing from being enabled with RFID.
Attachment B
…
1. READ SENSITIVITY
The Tag should meet the following read sensitivity (dBm) requirements in the following test configurations
through the frequency range. All the tag samples tested should meet the minimum requirements.
1.1 Single Tag on Cardstock
Frequency 902 MHz to 928 MHz in steps of 1 MHz
ANTENA 1 ANTENA 2 ANTENA 3 ANTENA 4
Position 0 -14 -13 -13 -14
Position 30 -12 -12 -11 -12
Position 60 -9 -9 -8 -7
Position 90 -6 -5 -5 -4NA
Position 120 -9 -9 -8 -7
Position 150 -12 -12 -11 -12
Position 180 -14 -13 -13 -14
Position 210 -12 -12 -11 -12
Position 240 -9 -9 -8 -7
Position 270 -6 -5 -5 -4NA
Position 300 -9 -9 -8 -7
Position 330 -12 -12 -11 -12

Item D4.2.1f/P
1 of 1
Item D4.2.1f/P: Update of Resolution 740

Background
Changes to IATA Resolution 740 were adopted by the baggage working group.
Action
Conference to adopt changes to IATA Resolution 740 as outlined in Attachment A_ D4.2.1f/P.

Item D4.2.1f/P
Attachment A_D4.2.1f/P
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Attachment A_D4.2.1f/P: Update of Resolution 740

Resolution 740
…
5.8.8 Form Feed Area

The following specifications may be used by any Member but are required for baggage tags issued in
multiuser or common user systems.
5.8.8.1 If top of form identification is obtained by using a change in opacity, then a form-feed area is
required between the end of one tag and the beginning of the next. The form-feed area may range from
a minimum of 3.175 mm (0.125 in) to a maximum of 6.0 mm (0.262 0.236 in). No printable face material
may be present in this area. The recommended distance is 6.0 mm (0.262 0.236 in). See Attachment ‘T’.
5.8.9 Method of Separation
Separation shall be a perforation located equal distance from the end of one tag to the beginning of the
next tag in the form feed area (5.8.8). When there is no form feed area the perforation will be in the face
material and backing paper. The recommended maximum value for the perforation is 40N/54 mm (4kg/54
mm) 70N/54 mm (7,2kg/54 mm).
Attachment “G”
IATA standard RFID baggage tag has one basic label design in two possible orientations in order to
support applied Industry standard.
"Claim-check" first is often preferred to ensure good receipt by passenger in self-service. "Bingo stub"
first facilitates print accuracy on these.

Item D4.2.1f/P
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Item D4.2.1f/P
3 of 3

Item D4.2.1g/P
1 of 1
Item D4.2.1g/P: Update of RP 1745 New Exception Codes

MAIL/CMAL
Background
New baggage exception codes “CMAL” for Internal Company mail and “MAIL” for Postal service mail are added to RP 1745
Attachment A 1.3 – Additional Recommended Codes for Baggage Identification or Handling list.
This will
1. assist Airlines and/or their contracted vendors the choice to identify and track Internal Company mail bag and/or
Post service mail bag, if required.
2. enable Airline operator’s compliance with local regulations relating to carriage of “Company mail”.
Action
Conference to adopt changes to IATA Recommended Practice 1745 as outlined in Attachment A_ D4.2.1g/P.

Item D4.2.1g/P
Attachment A_D4.2.1g/P
1 of 1
Attachment A_D4.2.1g/P: Update of RP 1745 New Exception Codes

MAIL/CMAL
RP 1745 Attachment A 1.3 – Additional Recommended Codes for Baggage Identification or Handling list.

Item D4.2.1h/P
1 of 1
Item D4.2.1h/P: Update of RP 1800

Background
Action
Conference to adopt changes to IATA Recommended Practice 1800 as outlined in Attachment A_ D4.2.1h/P.

Item D4.2.1h/P
Attachment A_D4.2.1h/P
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Attachment A_D4.2.1h/P: Update of RP 1800

RECOMMENDED PRACTICE 1800

Automated Baggage Handling Based based on the messaging of RP 1745
1. INTRODUCTION/SCOPE
The License Plate Concept is the industry standard for automated baggage handling. It is based on various IATA/A4A
Resolutions and Recommended Practices, especially on IATA/A4A Resolution 740/115.10, “Form of Interline Baggage Tag”
and on IATA RP 1745, “Baggage Information Messages”.
Structure of This Document
Section 1—Introduction/Scope
Section 2—Purpose
Section 3—Glossary of “Terms in Automated Baggage Handling Environment”
Section 4—Business Overview of Baggage Processes
Section 5—Process Descriptions
Section 5.1—Sortation
Section 5.2—Screening
Section 5.3—Reconciliation
Section 5.4—Tracking
Section 5.5— Re-Flighting
Section 5.6—Re-Tagging
Section 5.7—Offloading/Reloading
Section 5.8—Tracing
Section 5.9—Intermodal Receipt/Intermodal Delivery
Section 6—References
2. PURPOSE
This document intends to provide a blueprint for automated baggage handling within airline operations from airline perspective.
It gives recommendations to airlines, airports and system providers of how Baggage Information Messages should be applied
in the context of baggage processes.
It should serve as a guideline for following “standard processes”: Intermodal Receipt/Intermodal Delivery, Sortation, Screening,
Reconciliation, Tracking, Re-Routing, Re-Flighting, Offloading/Re-Loading, Tracing and Re-Tagging. Guidelines for “specific
processes” like “Self Service Check-in” and Self Service Baggage Processing as defined in RP 1701f, RP 1701j and
Resolution 740 (HPBT and EBT).
It has been developed by an industry working group consisting of airline, airports and system provider representatives.(IATA
Strategic Partners)
It is recommended that airlines should agree with their Automated Baggage System Business Partner on the processes
supported and message content needed.
3. GLOSSARY OF “TERMS IN AUTOMATED BAGGAGE HANDLING ENVIRONMENT”
ABS Automated Baggage System

The generic term used to describe an automated system that uses the LPC in conjunction with the
messages defined in the RP 1745.
Example BRS, BSS, etc BHS
BCM-BAM Baggage Control Message—Baggage Acknowledgement Message

The purpose of the BAM is to confirm the receipt of a baggage message when the sender of the
message requests an acknowledgement. A BAM is sent to the originator of the message that has
requested an acknowledgement.
BCM-DBM Baggage Control Message—Delete Baggage Message

The purpose of the DBM is to warn any automated baggage system that sortation or reconciliation
data for a specific flight is about to be revalidated.
BCM-FCM Baggage Control Message—Flight Close Message

The Flight Close Message is sent by the Departing Carrier to advise a local Automated Baggage
System that a specific flight has been closed (no changes for baggage) and no security discrepancies
have been detected. The message can also be sent by an ABS to advise a DCS that it has completed
processing baggage for a specific flight. The message can be sent multiple times.

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BCM-FMM Baggage Control Message—Final Match Message

The Final Match Message provides information of which bags were locally loaded but must be off-
loaded due to no authorization for transport. The message also indicates bags that were authorized
but have not been loaded. The message can be sent multiple times.
BCM-FOM Baggage Control Message—Flight Open Message

The Flight Open Message is sent by the Departing Carrier to advise a local ABS that the DCS is ready
to begin processing baggage for a specific flight or to advise the DCS that the ABS is ready to begin
processing baggage for a specific flight. The FOM may also be sent when a closed flight is reopened.
The message can be sent multiple times – every time the baggage is reopened after closing.
BCR Baggage Check-in Record

The unique identification in a DCS and one or more ABS(s) of an item of a baggage to be transported
on a specific flight.
BHS Baggage Handling System
The generic term used to describe any kind of handling system for tracking, tracing or manual
sortation. It could include conveyor system.
BMM Baggage Manifest Message

The purpose of the BMM is to inform the down line stations about the actual detailed baggage loading
of the flight. A BCM-BMM is sent according to the rules of the BTM. A BMM may be sent as locally
agreed by the operator of the automated ABS to the departing carriers and/or the handling entities at
the down line station.
BMS Baggage Management System

Airline and/or airport information system that captures data from one or more ABS or other airline or
airport operational systems (e.g. DCS, AODB, Weight and Balance, WorldTracerTracing system) and
processes it for administrative, management and operations control purposes, such as Performance
Management, Resource Management, Tracking, Flow Control, Baggage Irregularities, Customer
Relationships.
BNS Baggage Not Seen Message

The Baggage Not Seen Message provides information collected during baggage loading related to
those boarded passengers whose baggage was not carried on the flight. Note: If BNS is used handling
errors in check-in, gate or baggage loading, and/or system errors could cause misleading information.
Note: Consideration should be given to using BPM with .B LBA or LBN. LBA = Left Behind, authorized
to load (bag verified not loaded, e.g. scanned post flight), LBN = Left Behind, not authorized for
loading
BPM Baggage Processed Message

The Baggage Processed Message is an information on baggage or container process. collection of
data showing the loading status of baggage, its last known location and destination.
Generally a BPM should reflect the physical handling of a bag. To maintain semantic clarity of
message content a BPM should repeat unaltered the specific elements received from a DCS if they
were observed.
BRS Baggage Reconciliation System

An ABS that reconciles passenger and baggage data for security purposes.
BSI Baggage System Interface

Baggage System Interface (BSI) is a system that enables one or more users to exchange baggage
messages with one or more automated baggage systems. Reference: IATA RP 1746
BSM Baggage Source Message

The Baggage Source Message is sent by departing carrier from its Departure Control or Check-In
System, or that of its handling agent, to the operator of an Automated Baggage System at the point of
departuregenerating baggage record.
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BSS Baggage Sortation System

An ABS that routes a bag to a handling location based on defined sorting criteria. It is usually a
conveyor system.
BSM/L Baggage Source Message for local departing bags
A baggage source message containing the letter L (Local) in the Baggage Source indicator of the .V
element (e.g. .V/1LJFK…)
BSM/R Baggage Source Message for remotely checked-in bags
A baggage source message containing the letter R (Remote) in the Baggage Source indicator of the
.V element (e.g. .V/1RJFK…)
BSM/T Baggage Source Message for transfer bags
A baggage source message containing the letter T (Transfer) in the Baggage Source indicator of the
.V element (e.g. .V/1TJFK…)
BSM/X Baggage Source Message for terminating bags
A baggage source message containing the letter X (Terminating) in the Baggage Source indicator of
the .V element (e.g. .V/1XJFK…)
BSM/E Baggage Source Message for exception bags (Reflighting = Rerouting and RUSH) as per Resolution
755
BTM Baggage Transfer Message

Provides a receiving carrier at a transfer station with the details of all baggage on an incoming flight
that is to be transferred to the receiving carrier's services by the delivering carrier. It is recommended
to send a copy of the BTM to the airport if requested. A BTM only needs to be sent when baggage
data has not been previously passed as part of a through check-in transaction.
BTS Baggage Tracking System

An ABS that enables tracking of a bag being processed during flight and/or ground transportation.
BUM Baggage Unload Message

The Baggage Unload Message is a request to unload, or not to load specific baggage.
CT (or CTX) Computerd Tomography (CT) Technology

A term used to describe one of the techniques that may be used as a component of the HBSSBHS.
DCS Departure Control System

A system that supports an “Automated method of performing check-in, capacity and load control and
dispatch of flights (RP 1008)”.
It typically generates or and controls the association of a LPN to an item of baggage to be transported
on a flight.
It also handles communication with Automated Baggage Systems by exchanging Baggage Information
Messages and/or other Ground Operations related IATA messages (e.g. PTM, CPM).
It generates and processes this information according to passenger and baggage check-in status and
flight handling status.

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EDS Explosive Detection Systems

A term used to describe one of the techniques that may be used as a component of the HBSS.
EDtS Explosive Detection Tomography System

A term used to describe one of the techniques that may be used as a component the HBSS
ETD Explosive Trace Detection

A term used to describe one of the techniques that may be used as a component alongside of the
HBSS
HBS Hold Baggage Screening

The application of technical or other means which are intended to identify and/or detect weapons,
explosives or other dangerous devices which may be used to commit an act of unlawful interference.
Reference: IATA Security Manual, Ch. 4.9, Security Standard No. 8.
As defined in ICAO Annex 17 (and other relevant National Regulations) , screening can be
accomplished through technical or other means and can include physical hand searching or
examination of baggage by X-ray or explosive detection systems.
HBSS Hold Baggage Screening System

A system that enables the automated inspection of checked baggage for explosives on a multilevel
method.
INVOLUNTARY A decision to change flight made by the airline without influence of any passenger. Reference: IATA
CHANGE Resolution 735d
LPC License Plate Concept

The industry standard for Automated Baggage Handling enables the identification of a single bag by
its License Plate Number (unique ten digit number, as defined in IATA Resolutions 740, 751 and 769
A4A/IATA RESO 30.35/740 and A4A/IATA RESO 30.69/769, commonly called “tag number”) and the
access to data relevant to the processing of that bag.
LPN License Plate Number

The LPN serves to identify the respective piece of baggage in Automated Baggage System (ABS) and
Departure Control Systems (DCS) and acts as a key enables to access to the data exchanged in
Baggage Information Messages as defined in RP 1745.
NOC New Operating Carrier

The carrier(s) selected for onward carriage from the point where an involuntary reroute became
necessary and any subsequent connecting carrier in the disrupted itinerary. The NOC can be online or
interline.
OCB Operating Crew Baggage
Baggage item(s) belonging to Airline operating crew member
OCM Operating Crew Member
OFD Office Function Designators for Passenger and Baggage Handling

Recommends two-letter designator codes to address airport, passenger and baggage handling
functions in teletype communications between Members and/or handling agents. Reference: IATA
RP 1704
OOC Original Operating Carrier

Means the carrier on whose flight a passenger is originally scheduled to be carried and who is
responsible for the condition which creates the need for an involuntary change in the passenger's
journey.

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OSSC One Stop Security Screening Concept

Opportunity supported by relevant authorities to avoid the re-screening of transfer bags when
originating from a source classified as safe.
The classification generally requires a combination of agreements between station, carrier and
regulatory authorities.
PBHA Problem Baggage Handling Area

This is a specific location(s) at an airport where problem bags (e.g. bags without labels) are being
handled (re-flighted, re-tagged), either by airline or non-airline staff.
PCR Passenger Check-in Record

The unique identification in a DCS of a passenger checked-in for travel on a specific flight.
Typically, it will be linked to a PCR BCR to ensure that ICAO Annex 17, passenger/baggage
reconciliation requirements can be met.
RE-FLIGHTING means the process for dealing with change to a bag itinerary
unaccompanied bag that has been added to a flight.

RUSH BAG
TRANSFER Baggage connecting between two separate point-to-point flights. May be online or interline.
BAGGAGE
TRANSIT/ Baggage passing through an intermediate airport in a multi-sector flight, with or without change of
THROUGH aircraft.
BAGGAGE
UNAC Unaccompanied Bag, is a bag that does not travel on the same flight as its passenger.
UNAR Unaccompanied bag, all requirements for travel met (Baggage ahead of Passenger)
VOLUNTARY A decision made by the passenger to change the flight

CHANGE
4. BUSINESS OVERVIEW OF BAGGAGE PROCESSES

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5. PROCESS DESCRIPTIONS
The following process descriptions show examples of processes that could be adopted relate to so-called standard processes.
Self Service Baggage Processing is defined in RP 1701f, RP 1701j and Resolution 740 (HPBT and EBT)..
5.1 “Sortation”—Automated Baggage Security Sortation
5.1.1 Definition “Sortation”
Automated Baggage Sortation means the automated or manual sorting of outbound local, transfer and transit baggage and of
terminating baggage by means of any kind of ABS, e.g. Baggage Sortation System (BSS) and/or Baggage Handling System
(BHS).
Automated Baggage Sortation may be implemented in different ways and will require the electronic exchange of data between
Departure Control Systems (DCS) and Automated Baggage Systems (ABS).
5.1.2 Goal “Sortation”
Enable the automated sorting of baggage to its correct destination.
Additionally, transport baggage according to assigned “Sortation Criteria” and according to assigned “Loading Priority”. Baggage
Segregation
5.1.3 Relevant References “Sortation”
IATA Resolutions Manual: Resolution 740, RP 1740c, RP 1745, Attachment A, 1
5.1.4 Process Description “Sortation”
1. Assign Sortation and Segregation Criteria and Loading Priority
Sortation and Segregation Criteria and Loading Priorities will be defined between airlines and ABS operators and processed
according to the data content of the BSM elements and the Baggage Identification and Handling Codes as defined in RP 1745,
Att. A.
Examples of Sortation Criteria would be:
—Final Destination in case of Multiple Leg Flights (. F element, Destination/Airport Code)
—Transfer Bags at destination (presence of the .O element)
- Bags with an exception code in .E element e.g.
—Bags of “HAJJ” pilgrims for separate sorting on arrival
—Priority Bags .E/PRIO
—Short Connection Bags .E/SCON to facilitate a dedicated transfer process, e.g. tail to tail)
5.1.5 Relevant Messages “Sortation” From DCS
5.2 “Screening”—Automated Baggage Security Screening

5.2.1 Definition “Screening”
The automated screening of local outbound and transfer baggage by means of a Hold Baggage Screening System (HBSS).
Hold Baggage Screening is performed by applying technical or other means which are intended to identify and/or detect
weapons, explosives or other dangerous devices which may be used to commit an act of unlawful interference. Reference:
IATA Security Manual
Automated screening may be implemented in different ways (following related local, national and other regulations) and will
require the electronic exchange of data between Hold Baggage Screening Systems (HBSS), Automated Baggage Systems
(ABS) and Departure Control Systems (DCS).
5.2.2 Relevant messages “Screening”
A screening system may transmit BPMs with their screening result to systems which require it.
5.3 “Reconciliation”(Passenger Status to Baggage Status)
5.3.1 Definition “Reconciliation”
The automated reconciliation for security purposes of all outbound passenger and baggage data in a Baggage Reconciliation
System (BRS) and transport authorization for a specific flight. Automated Reconciliation may be implemented in different ways
and will require the electronic exchange of data between Departure Control Systems (DCS) and BRS Automated Baggage
Systems (ABS).
5.3.2 Goal “Reconciliation”
Transport only authorized baggage.
This means baggage of passengers who are travelling on that very flight or baggage that has been subjected to other security
control measures (UNAR, RUSH) in compliance with ICAO Annex 17, Ch. 4, Section 4.4, 4.4.3, July 2002.
Support security, quality and on-time departure by enabling effective and reliable co-operation between the airline and the
“Party responsible for loading”.
5.3.3 Relevant References “Reconciliation”
—ICAO Annex 17, Chapter 4, Section 4.3, Standard 4.3.1
—IATA “Security Manual”, Chapter 3, Section 3.9, Chapter 4, Section 4.10, IATA Recommended Security Standard No. 9
---other relevant IATA Resolutions and Recommended Practices
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—IATA Resolutions Manual: Resolution 709/A4A 30.09, Resolution 743/A4A 115.21, Resolution 746, Resolution 769/A4A 5.69,
Resolution 780, Attachment A, Resolution 780e, RP 1740b, RP 1740c, IATA RP 1745, Attachment A, 1.3.; E; F; G; H, IATA
RP 1739, Attachment (A; B; C; D; E), RP 1750, RP 1780e, RP 1789, RP 1746
5.3.4 Process Diagram “Reconciliation”
5.3.5 Process Description “Reconciliation”
1. Assign security-loading authorization to baggage.
This occurs when baggage is checked-in for a flight and when baggage information is modified or
deleted according to passenger/baggage status. This information is conveyed to other systems by
means of BSM .S element.
2. Validate confirmation of loading status (and location).
The DCS processes and/or validates acknowledges the load information received from the BRS in a
BPM.
3. Correct discrepancies in baggage data. (For example the additional removal of .E)
This refers to manual activities that may be necessary.
4. Validate boarding result.
At every boarding of a passenger, the DCS sets the ‘Authority to Transport’ (ATT) to ‘Y’ (yes).
5. Determine final transport authorization.
The DCS provides information of which bags were loaded but must be off-loaded due to no authorization
for transport. It also indicates bags that were authorized but have not been loaded by means of the BCM-
FMM. Can happen multiple times.
6. Validate confirmation of final transport authorization.
The DCS looks at BPM and/or BNS messages to confirm that the final loading matches the expected
loading of baggage. Can happen multiple times.
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7. Close Flight for Baggage (no safety relevant discrepancies)
The DCS indicates to the BRS that there will be no additional change in number of baggage. It is an
indicator for the ground handler of the status of baggage operations and what the ground handler needs
to do next. no further changes to baggage data are expected and the BRS confirms to the DCS that it has
completed baggage loading. This happens by means of the FCM.
Authority to Authority to Transport Loading Advice Action Example, depending on airline processes
Load (ATL) (ATT) coming from DCS
coming DCS system
system
N N Do not load or Offload Standby, Waitlist, Not checked-in (Through
transfers), Offloaded, VFDB=Volunteer For
Denied Boarding
Y N Load in aircraft (but potentially Passenger is checked-in [standby, waitlist,
the bag might be VDB etc..] with or without the seat but not
offloaded)with caution boarded yet
N() Y- Load in aircraft Do not load N/A
Y Y *) Load in aircraft Normal operation (Passenger check-ed in
and boarded), Operating crew, RUSH,
UNAR
N Not present or not Do not load DCS or BRS not supporting ATT (they
supported have to use the boarding status from the
last BSM)
*)
Y Not present or not Load DCS or BRS not supporting ATT (they
supported have to use the boarding status from the
last BSM)
*)
*) for Operating Crew and RUSH ATT is O=Optional

Handling process FMMs
1. Generate the “first”/“maybe final” FMM by automated process which is triggered by a transaction. Status: it seems that
all passengers are on board (boarding almost to be completed)
2. After the FMM is generated the passenger turns up at the gate and is accepted for boarding (always depends on airline’s
decision). Process to re-open the flight, generate a new BSM with ATT ATL YES and “further”/”maybe final” FMM will be
generated.
3. The process can be repeated several times until the signal is triggered that no more changes on baggage are
possible – last FMM is sent followed by FCM.
5.4 “Tracking”
5.4.1 Business Process Definition
In baggage tracking terms, recording tracking points refers to the action of setting down in writing or other permanent form the
acceptance, acquisition or change in custody of a bag for later reference.
The minimum of set of recorded tracking points shall be – based on IATA Resolution 753:
- 3.1 Acquisition of the bag from the passenger by the member or its agent
- 3.2 Delivery of the bag on to the aircraft
- 3.3 Delivery and acquisition of the bag between members or their agents when custody changes between carriers
- 3.4 Delivery of the bag to the passenger.
Automated Baggage Tracking means the ability to track passenger baggage from check-in through delivery at its destination
airport (including transfer baggage, in the airport and intermodal environment). This can be achieved through automated tracking
of all baggage movements during ground transportation by collecting data from “tracking points” within a Baggage Tracking
System (BTS).
5.4.2 Business Process Goal

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Enable the automated tracking of baggage during all phases of transportation within an ABS with the goal to enable a DCS or
ABS to determine the physical location of a bag. Conditionally, and depending on the availability of a station specific topology,
a DCS or ABS could calculate the remaining processing time for physical bag movement from the last tracking point to the next
baggage handling location (e.g. loading site, claim area).
Automated tracking may be performed for departing, transfer, terminating; remotely checked-in baggage and/or baggage
received from or delivered to a non-airline business partner in the intermodal environment.
The tracking point can only be used as change of custody, if all the recommended elements are available. Airlines should aim
to record as many tracking points as are available.
Recording Acquisition of Bag (From the passenger to the carrier)
Possible tracking Recommended data elements Example of recording method
points
Counter LPN, Outbound Flight, Station, Time Manual or handheld scanner (barcode,
RFID)
Baggage Drop LPN, Outbound Flight, Station, Time Self-service bag drop reader (Barcode,
OCR, RFID)
Offsite (off airport) LPN, Outbound Flight, Station, Time Manual or handheld scanner (barcode,
RFID)
Security Screening LPN, Outbound Flight, Station, Time Handheld scanner or fixed pier and claim
read point (barcode, OCR, RFID)
BHS LPN, Outbound Flight, Station, Time Fixed pier and claim read point or sortation
reader (barcode, OCR, RFID)
Gate LPN, Outbound Flight, Station, Time Manual and handheld scanner (barcode,
RFID)
BRS LPN, Outbound Flight, Station, Time All of the above
Recording Delivery of Bag on to the Aircraft

Possible tracking Recommended elements Example of recording method
points
Bag Load into hold LPN, Outbound Flight, Station, Tracking Action Handheld scanner or fixed belt
loader reader (Barcode, RFID)
ULD position in hold LPN, Outbound Flight, Station, Tracking Action, Container Handheld scanner or fixed reader
ID (barcode, RFID)
Trolley/cart load into LPN, Outbound Flight, Station, Tracking Action, Container Handheld scanner (Barcode or
hold ID RFID)
Delivery and Acquisition of Bag between Carriers at Defined Connecting Point
Possible tracking points Recommended elements Example of recording
method
Bag exchange (carrier to carrier) LPN, Inbound Flight, Outbound Flight, Station, Depended on the chosen bag
Time, Recording Location exchange tracking point
Bag exchange (carrier to/from third LPN, Inbound Flight, Outbound Flight, Station, Depended on the chosen bag
party) Time, Recording Location exchange tracking point
Tail to tail transfer container LPN, Inbound Flight, Outbound Flight, Station, Handheld scanner or fixed belt
Time, Recording Location, Container ID loader reader (barcode, RFID)
Aircraft Unload Bag tag number and location loaded (ULD or Handheld scanner or fixed belt
Bulk) loader reader (barcode, RFID)
Connecting Drop Location Bag tag number and location transferred Handheld scanner or fixed pier
and claim reader (Barcode,
RFID, OCR)
BHS Bag tag number and location transferred Fixed sortation scanner
(Barcode, OCR, RFID)
Delivery of the Bag to the Passenger
Possible tracking points Recommended elements
Carousel Delivery LPN, Inbound Flight, Station, Time Fixed pier and claim reader
(barcode, OCR, RFID)
Direct delivery to passenger LPN, Inbound Flight, Station, Time, Recording Handheld scanner or manual
Location, Tracking Action (barcode, RFID)
5.4.3 References
IATA Resolutions Manual: RP 1745, Resolution 753, Joint IATA & A4A Baggage Tracking Implementation Guide
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5.4.4 Business Process Description
1. Send Baggage Tracking data
Tracking data is sent as a BPM. This can be either based on a subscription or on a request for a particular baggage
item. (via BRQ)
2. Receive Baggage Tracking Information
Tracking data is received, stored and used for further processing, as per the Goals defined in Resolution 753: such as
determining physical location or remaining processing time, reconciliation, measuring compliance to Service Level
Agreements, determining flight readiness for departing flights etc.
Preventing baggage mishandling,
Mishandling Root Cause Analysis,
Ensuring fairer pro-rationing of mishandled bag charges,
Improve on-time departure,
Faster mishandling baggage repatriation,
Fraud prevention/reduction,
Measuring baggage performance,
Better passenger experience
5.4.5 Relevant Messages from DCS
i = incoming, o = outgoing
BPM — by bilateral agreement, a BPM confirms the “Baggage Processing Information” during ground transportation by
(i) using .J for physical tracking of baggage (time stamp, reading location, etc.), Location categories in the end of
.J and Action codes under .R/ACT. Reference: RP 1745 Attachment A
5.5 Re-flighting
5.5.1 Definition “Re-flighting”
The goal is to deliver baggage to the passenger by the fastest possible means, using the services of any member, to the
airport nearest to the passenger's address and to ensure that security requirements for Mishandled Baggage are observed.
“REFLIGHTING” means the process for dealing with change to a bag itinerary
“REFLIGHT BTM” is a standard message sent by reflighting system to advise other carrier systems about the change in the bag
itinerary.
“MISHANDLED BAG” is a bag that was separated from its passenger for part or all of its intended route (whether voluntary or
involuntary); or that was not delivered to the passenger when expected.
“UNACCOMPANIED BAG” is a bag that does not travel on the same flight as its passenger.
“RUSH BAG” is an unaccompanied bag that has been added to a flight.
“DELIVERY” means delivery to a passenger’s final destination (for example by courier).

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“REROUTING/REBOOKING” means the action of accepting a passenger onto a new flight and having the bag accompany the
passenger.
“RETAGGING” means updating the displayed itinerary on the physical bag tag (including electronic bag tags) following an
itinerary change.
“RESCREENING” means security screening the bag to the appropriate level.
“REDIRECTING” means directing a bag to a new location within an airport environment based on a new itinerary.
When possible the same LPN should be used for the whole baggage journey (including re-flighting) as also mentioned in
Resolution 740. If allowed by local, national and other authorities and subject to local rules and procedures it’s preferable the
baggage is not re-screened.
For process around UNAR (Bag travelling ahead of Passenger) please see Chapter 5.4.
5.5.2 Relevant References “Re-Flighting”

IATA Resolutions Manual: Resolution 743, Section 2.1, Resolution 743a, Sections 3 and 3.1, Resolution 780, Article 1.20, 4,
Resolution 735d, Article 3.2, Resolution 740, 3.2 and Attachment L, RP 1745. Resolution 755
Activity Diagram “Automated Baggage Re-Routing”

5.5.3 Process Description “Involuntary Re-Routing”
This process is initiated by the Departure Control System (DCS) and is performed within Automated Baggage Systems
(ABS) involving the exchange of data between the Departure Control Systems (DCS) and the ABS. This process is applicable
if the DCS is the same for both flights or if automated exchange of data is possible between the two DCSs involved.
Accompanied Baggage Re-routing Process
1. Cancel the BCR from original flight
This occurs when baggage is cancelled from a flight for which it had been checked-in for. This information is
conveyed to other systems by means of BSM DEL, conditionally by means of BTM/DEL in case of interline re-
routing, with .E/RRTE and .E/IROP.
2. Register baggage for new flight
This occurs when passenger and/or baggage are checked-in for a new flight. The DCS will indicate the rerouting
request of a bag by sending a new BSM, conditionally BTM, for the original tag number with the new routing
information (.F, if available .I and optionally .O) and a .E element using the bag message codes RRTE and
IROP.
3. Evaluate if tag update is required. (The preference is to keep the original LPN.)
Note: If a manual process in required, when baggage of passengers is re-routed to an interline partner or
different airline, the updating of the tag is always initiated by the OOC. It can be performed by the OOC or a
contracted handling agent, or asked to be done by the NOC or by baggage handling agents at a re-labeling
workstation re-sticking facility.
4. Evaluate Baggage Security Screening requirement (based on regulatory and/or carrier specific requirements)
5.5.4 Process Description “Voluntary Re-Routing”
This process is initiated by the passenger and is performed within Automated Baggage Systems (ABS) involving the exchange
of data between the Departure Control Systems (DCS) and the ABS.
This process is applicable if the DCS is the same for both flights or if automated exchange of data is possible between the two
DCSs involved.
The process is the same as described above but without .E/IROP.

5.5.5 Relevant Messages “Re-Routing” from DCS
It is recommended to send BSM DEL that indicates that the baggage data for the contained tag number is void for the
“original flight” (depends if it is possible – e.g. in case of the two different DCSs involved).
Reference to Example Scenarios in Resolution 755
5.6 “Re-Tagging”– Automated Baggage Re-Tagging

5.6.1 Definition “Re-Tagging”

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Automated Baggage Re-Tagging means the ability to re-print the original baggage tag [keep the same LPN] of one piece of
baggage and attach the new label on that baggage according to a local bilateral agreement and Airlines permission for baggage
that has lost its tag or where the tag has been damaged during its transport.
It is critical the original baggage tag number should be retained for the complete journey as stated in Resolution 740.
5.6.2 Goal “Re-Tagging”
The goal of the “Re-Tagging” process is to avoid mishandled baggage.
When re-tagging a bag it is important to ensure that tag details are correct.
Automated Baggage Re-Tagging can be performed by airlines themselves or any ABS that were authorized by the Airlines
according to a local bilateral agreement.
5.6.3 Relevant References “Re-Tagging”
Resolutions Manual: IATA Resolution 780/A4A Resolution 5.65, IATA Resolution 740/A4A Resolution 30.35, 5.1.1.1 and
5.1.1.2, IATA Resolution 743 1.6.1, IATA RP 1745/A4A RP 30.45, IATA RP 1774.
5.6.4 Process Description “Re-Tagging”, “Re-Printing”
Typically, the re-tagging process is initiated by the baggage handling agent and involves human interaction with Automated
Baggage System (ABS) and conditionally the exchange of data between ABS and Departure Control Systems (DCS).
Optionally the re-tagging process can be initiated by an airline agent and performed without any involvement of an ABS. (It
means re-printing of the tag from the airline host system.) This scenario is not part of this document.
1. Identify baggage attribute(s) The minimum baggage tag data needs to be available
2. Search baggage data with matching attributes and show result(s) By scanning or typing LPN the baggage data is
retrieved
3. Validate and optionally select baggage data displayed If the baggage data cannot be retrieved bag has to referred
to problem bags/re-flighting staff
4. Evaluate local re-tagging agreement with Airline Delivering It is recommended to regularly update the re-flighting
rules (between Carriers and Airports)
5.6.5 Relevant Messages “Re-Tagging”
Please see the Scenarios (process diagrams and messaging) under IATA Resolution 755
5.7 “Offloading/Reloading”
5.7.1 Definition Offloading/Reloading
Automated Baggage Offloading means the automated request from a DCS to the ABS to offload a specific piece of bag(s) from
a specific flight. This may happen on request of the passenger for service reasons or be triggered by the airline for security and
other reasons.
Automated Baggage Re-Loading means the automated request from a DCS to the ABS to re-load (a) specific piece of bag(s)
on a specific flight for which an offload request had been sent previously.
Automated Baggage Offloading and Re-Loading may be implemented in different ways and will require the electronic exchange
of data between Departure Control Systems (DCS) and Automated Baggage Systems (ABS).
5.7.2 Goal Offloading/Reloading
Offload baggage from a specific flight
This occurs when a previously checked-in and/or loaded baggage for a specific flight has to be offloaded and be delivered to a
specific (handling) location.
Route baggage to a specific handling location
In addition to the offload request, the BUM may include a “Handling Advice” to indicate the location where the offloaded baggage
should be sent to for further handling or for pickup by the passenger.
Re-Load baggage on a specific flight
This means that a specific bag, for which an offload request had been generated previously, has to be reloaded on the original
flight and with the original tag number. The re-load request is generated by the DCS when re-accepting that specific bag and is
communicated to the ABS via the IATA RP 1745 “Baggage Source Message” (BSM).
5.7.3 Relevant References Offloading/Reloading
“Offloading”—Resolutions Manual: IATA RP 1745/A4A RP 30.45, Attachment F; G; RP 1780e, RP 1746
“Reloading”—Resolutions Manual: IATA RP 1745/A4A RP 30.45, Attachment A1
5.7.4 Process Description Offloading/Reloading
1. Initiate Baggage Offload and optionally Assign Handling Location Advice
This occurs when a previously checked-in and/or loaded baggage for a specific flight has to be offloaded and be delivered
to a specific (handling) location which can be classified into a “secured” or “unsecured” area. It will be communicated to
the ABS by using the “Baggage Unload Message” (BUM) or BSM DEL or BSM CHG. The physical scan of Offloaded
Baggage should be performed immediately.

Item D4.2.1h/P
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This may happen on request of the passenger for service reasons or be triggered by the airline for security or other
reasons.
Within the baggage offload process it shall be differentiated between:
Temporary Offload
—The “Temporary Offload” request for a piece of baggage is generally used for passenger service reasons or customs
inspection. (e.g. medicine or passport is inside bag) and is typically initiated by the passenger. It requests the extraction
of baggage from an ABS or the physical offload from an aircraft compartment or from an ULD.
—The “Temporary Offload” request may include an Identification and Handling Code (e.g. .E/CUST) and a “Handling
Location” (e.g. CLAIM)
The “Temporary Offload” will be communicated to the ABS by means of the IATA RP 1745 “Baggage Unload Message”
(BUM)
—The offload request will typically be followed by a “re-load request” for that specific tag.
Permanent Offload
—The “Permanent Offload” request for a piece of baggage can be initiated by the passenger and/or by the airline and
will typically be followed by a record deletion to indicate the ABS that the respective passenger and/or baggage will
definitely not travel on the intended flight.
—The “Permanent Offload” will be communicated to the ABS by means of the IATA RP 1745 “Baggage Unload Message”
(BUM) followed and by the BSM DEL message to indicate the ABS that the record has been deleted.
2. Re-Load baggage on a specific flight
This means that a specific bag, for which an offload request had been generated previously, has to be re-loaded on the
original flight and with the original tag number. The re-load request is generated by the DCS when re-accepting that
specific bag and is communicated to the ABS via the IATA RP 1745 “Baggage Source Message” (BSM) changing the
Baggage Loading Authorization to “Yes” and optionally using the Baggage Code “RELD” in the .E Element.
5.7.5 Relevant Messages Offloading/Reloading
BUM (o) — requires the offloading of a bag and will change the “Baggage Loading Authorization” of the bag into N = “not
authorized for loading”
— optionally the BUM can include a Baggage Identification and Handling Code (.E) and a Baggage Handling
Location (.H) to specify the offloading request for a specific reason and delivery of the bag to a specific
Handling Location
— in case of a “permanent offload” request, the BUM will be followed by the BSM DEL
BSM — requires the offloading of a baggage and will change the “Baggage Loading Authorization” of the bag into N
DEL (o) = “not authorized for loading”
BPM (i) — by bilateral agreement, a BPM confirms the physical offloading for a specific “Baggage Outbound Flight
Segment”, in such a case Offload BPM must be sent immediately
BSM (o) for “Reloading” is the same for Loading
5.8 “Tracing”— Automated Baggage Tracing

Item D4.2.1h/P
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Automated Baggage Tracing means the ability to provide information collected during baggage processing on request or
proactively to a passenger, a check-in agent airline or handling agent or other system and or an Industry Tracing System for
missing mishandled bags.
Automated tracing may be implemented in different ways and will require the electronic exchange of data between Departure
Control Systems (DCS), Automated Baggage Systems (ABS), Industry Tracing Systems and airline application passenger
owned communication tools.
Enable the airline to provide baggage processing information to a passenger on his request, directly or via a check-in airline or
handling agent agent.
Improve passenger service by providing proactive information at, or prior to, the passenger's arrival at the final destination about
baggage irregularities. Additionally, enable the creation of appropriate baggage tracing files by providing automated information
to an industry tracing system.
5.8.3 References
IATA Resolutions Manual: Resolution 743/A4A 115.21, RP 1745, Resolution 753, Resolution 755
1. Receive baggage processing information from Automated Baggage System
For example a DCS receives BPMs from a BTS, BSS, BRS or HBSS and/or a BNS from a BRS, and/or a forward
message from a Re-flighting System and/or Industry Tracing System.
2. Update baggage information in the PCR/BCR by processing the received information from the Automated Baggage
System
For example a DCS receives a BPM from a BRS for an unseen bag (UNS) meaning that a bag that was authorized to be
loaded did not show up for a flight. The BCR is then updated with the “baggage unseen” indicator.
3. Use baggage tracing information
For example, retrieve baggage information on request (of the check-in airline or handling agent or of the passenger using
self service devices) or provide proactive information as a dedicated passenger service (via airline application) or in case
of baggage irregularities (e.g. SMS, Website, Email, BNS message, airport information displays).
5.8.5 Relevant Messages
BPM — by bilateral agreement, a BPM confirms the “Baggage Processing Information” during ground transportation,
(i) specifically by using .B to communicate baggage irregularities [NO BPM from DCS ?]
5.9 “Intermodal Receipt”/“Intermodal Delivery”

Automated Intermodal Receipt of baggage means the ability to transfer baggage from an Intermodal Surface Transport
Provider (STP) to an airline. and vice versa
The parties engaged in handling the bag for the journey may be an STP partner at the beginning, an airline for the flight, and
another STP partner at the end.

Item D4.2.1h/P
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The process may involve separating the carriage of the bag and the passenger, for example involving the early collection and
storage within the overall process.
Automated Intermodal Receipt and Intermodal Delivery of baggage may be implemented in different ways and will require the
electronic exchange of data between Departure Control Systems (DCS), Surface Transportation Provider System (STPS) and
Automated Baggage Systems (ABS).
Intermodal Baggage Definition
This is baggage that is carried by a Surface Transportation Provider (STP) in conjunction with an airline journey. This will be
other than by aircraft, airport baggage system, airport ground handling equipment (such as a baggage tug) or a means of
transport internal to an airport for certain purposes (such as transferring between terminals). Examples include ground or sea
transportation such as rail, bus, ferry, courier service providers.
Intermodal bags may be accompanied by the passenger or otherwise. The handling of unaccompanied bags should follow
existing airline procedures and may be subject to local regulations.
The Intermodal Baggage Process is intended to support the automated handling of baggage beyond the limits of the aircraft and
airport by enabling automated transfer of baggage between airline and STP.
5.9.3 References
—IATA Resolutions Manual: Resolution 709/A4A 30.09, Resolution 743/A4A 115.21, Resolution 746, Resolution 769/A4A 5.69,
Resolution 780, Attachment A, Resolution 780e, RP 1740b, RP 1740c, IATA RP 1745, Attachment RP 1750, RP 1780e,
RP 1746 Resolution 753
Intermodal Receipt:
1) STPS accepts a bag for surface transportation.
2) STPS sends a BTM to the receiving carrier and the receiving ABS.
3) DCS (and optionally ABS) processes the BTM, creates a Baggage Record and sends a BSM to the ABS.
4) Optionally the STPS confirms the acceptance, delivery and handing over of the baggage to the ABS by sending BPMs
to the DCS and ABS.

Item D4.2.1h/P
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5) The ABS confirms receipt of the bag by sending BPMs to the DCS (and optionally to the STP).
Intermodal Delivery:
1) The DCS as the delivering carrier sends a BTM to the receiving STPS and ABS.
2) The ABS processes the BTM, creates or updates the Baggage Record and sends a BPM to the DCS and STPS,
optionally to other ABSs.
3) The STPS confirms the receipt of the bag by sending BPMs to the DCS and ABS.
4) After delivery of the bag to the customer, the STPS sends a BPM to the DCS (and optionally to the ABS).
5.9.5 Process Overview “Intermodal”
Process Summary Surface Transport Message Airline/ABS

Description Provider
Intermodal Bag Acceptance (o) STP check in bags BTM → (DCS & (o) DCS Passenger Checked in
Receipt by STP collected from customer ABS) DCS create bag record Update
(Proof of Acceptance) (o) BPM → (DCS bag record
& ABS)
Bag Delivered by Bag handled and tracked by (m) BPM → (DCS Process BPM Update bag
STP to ABS STP & ABS) record
Bag Received by (c)BPM–(DCS & Bag handled and tracked by

ABS STP) ABS
ABS sends BPM to STP
Airport/ABS Sorting, Tracking, These processes are described elsewhere in RP 1800

Process Reconciling etc.
Intermodal Airline passes Bag passed from airline/ABS BTM→(STP & DCS sends BTMs to STP and
Delivery intermodal bags to to STP, for transportation to ABS) ABS as required
STP customer
Bags Received by Bags received from airline BPM→(DCS & STP sends BPMs to DCS and
STP by STP ABS) ABS as required, as bags
accepted by STP from airline
Bags Tracked Bags tracked internally with (o)BPM→(DCS & STP sends BPMs to DCS and
internally by STP STP logistics process, as ABS) ABS as required Bags are
bags are transported moving through delivery
process
Bags Delivered by Bags handed over to (m)BPM→(DCS) Bags delivered to customer

STP to customer customer by STP (Proof of
Delivery?)
ABS = Automated Baggage System

DCS = Departure Control System
STP = Surface Transport Provider
(o) = Optional
(m) = Mandatory
(c) = Conditional
Note from IATA/A4A BWG/PSG: No agreement was reached on whether some messages should be defined as conditional
or optional.

Item D4.2.1h/P
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5.9.6 Relevant Messages
BTM (o) — informs a receiving carrier and/or other handling partner(s) about incoming transfer bags for sorting and/or
reconciliation purposes
— contains the “Baggage Check-in Location”, “Baggage Outbound Flight Segment” and the “Baggage Class of
Travel”
— conditionally, the “Baggage Inbound (Non-Flight)Travel Segment”, the “Baggage Onward Flight Segment”
— conditionally, baggage data such as “Baggage Loading Priority” and/or “Baggage Type” and/or “Baggage
Identification And Handling” code
BPM (i) — by bilateral agreement, a BPM confirms the “Baggage Processing Information” during baggage transfer from
an STP to an ABS and vice versa, specifically by using .J
— optionally, the STPS confirms the acceptance, delivery and handing over of the baggage to the ABS by
sending BPMs to the DCS and ABS; the ABS confirms receipt of the bag by sending BPMs to the DCS (and
optionally to the STP)
BCM- — optionally, requests the acknowledgement of message receipt

BAM (o)
BCM- — confirms the receipt of a baggage service message when message acknowledgement was requested by
BAM (i) DCS
6. REFERENCES

Item D4.2.1h/P
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Resolution 755 Reflighting Messaging

Item D4.3
1 of 2
Item D4.3: Report and Workplan of the Departure Control

Systems Message (DCSM) Working Group
Submitted by: Carole Rogotzke, Chair of the Departure Control Systems Message (DCSM) Working Group, under the
Ionut Badea, Senior Manager Shop – Order Standards, IATA (badeai@iata.org)
Secretary of Departure Control Systems Message (DCSM) Working Group
Background
The Departure Control Systems Message (DCSM) Working Group was established under the Travel Standards Board with a
mandate to:
1. Deal with matters concerning passenger Departure Control System (DCS) processes.
2. Review and endorse proposals to create or amend standards governing these processes. Ensure that proposals
align with existing standards, and that requirements are documented with a corresponding change to
3. Review and endorse proposals to amend: Resolution 708; and Recommended Practice 1706a, 1706b, 1707a-1719e
(overseen by the DCS Message Working Group)
4. Liaise with other process owning groups under any Conference, and advisory groups under Industry Committees as
required.
5. Maintain a work plan and report regularly to Airport Services Group.
Members of the Departure Control Systems Message (DCSM) Working

Group

1 Amadeus Peter Butler
2 Air Canada (AC) Gillian Rehbohm
3 Air India (AI) Preet Kaur Singh
4 Alaska Airlines (AS) Rosalie Hallenbeck
6 Delta Air Lines (DL) Carole Rogotzke
7 EL AL Israel Airlines (LY) Donna Bahar
8 JSC Sirena-Travel Alexey Barinov
9 KLM Royal Dutch Airlines (KL) Eelco Folkertsma
10 Navitaire Kevin Vandenberg
11 SITA John Meeks
Departure Control Systems Message (DCSM) Working Group activity in

2020
This year the Departure Control Systems Message (DCSM) Working Group has not yet met nor held any conference call
activity due to lack of agenda items to be addressed. This group may have its mandate extended for a further 12 months by
the Travel Standards Board (from 1 November 2020), but the future of this activity will be reviewed by the Board, in the light
of other changes occurring within this domain, including One Identity, ONE Order and Inter-airline Through Check-in (IATCI)
standards.

Item D4.3
2 of 2
Departure Control Systems Message (DCSM) Working Group adoption of

standards
There are no proposed changes submitted.
Departure Control Systems Message (DCSM) Working Group Work Plan

The work plan of the Departure Control Systems Message (DCSM) Working Group is empty at the time of this transmittal.
Carriers are encouraged to participate in the groups activity and help build an industry workplan.
Action

Item D4.3.1
Updated in Second Transmittal
1 of 1
Item D4.3.1: Voting item from the Departure Control Systems

Message (DCSM) Working Group-
Addition of Special Service Request Code WPOW, AMOW,
AMMO and changes to SSR DOCO
Submitted by: Ionut Badea, Senior Manager Shop-Order Standards, IATA (badeai@iata.org)
Secretary of the Shop - Order Standards Board and DCS Messages Working Group
Background
The A4A IATA Reservations Group (AIRG) has created three new SSRs to support the business requirements raised by
Lufthansa. These are summarized below:
AMMO - In accordance with both government and airline regulations, firearms and ammunition must be carried separately.
Firearm magazines and ammunition clips whether loaded or empty must be securely boxed or included in a hard-sided
case. Passenger may carry the unloaded firearm and ammunition in the same case, or the ammunition may be placed in a
separate case (without a weapon). Some carriers already use an SSR AMMO to identify both the weapon and the
ammunition when they are carried in separate cases. The identification is important for proper identification when baggage
tagging takes place.
WPOW, AMOW - The SSRs would be used in the passenger’s reservation to distinguish weapons of war and ammunition of
war when a request for transportation of such weapons and ammunition is made. The SSRs would streamline the end-to-
end process from booking to aircraft and back to the military passenger who is deployed and transported on commercial
aircrafts.
Also, at the request of United, a change of the construction rules for SSR DOCO when used for either a Redress or Known
Traveller Number is included. Since a passenger may have multiple numbers for different countries, the Country/State for
which the Supplementary Travel Information is applicable should become mandatory.
In order to meet the requirements these three new SSRs and the change to the existing DOCO SSR need to be able to be
transmitted in DCS messages.
The below proposal outlines the changes to be done on RP 1708 and RP 1707b to support these requirements.
Action
Conference to adopt changes to IATA Recommended Practice 1708 and 1707b as outlined in Attachment A_ D4.3.1.

Item D4.3.1
Attachment A_D4.3.1
1 of 2
Attachment A_D4.3.1
RP 1708
2.12.7 Table of SSR Codes
SSR Code See Note Number Description

ACKI Automated Check-in
AMMO Ammunition booked and carried as checked baggage
AMOW Ammunition of War booked and carried as checked baggage
…
WEAP Weapons, firearms or ammunitions booked and carried as Checked
Baggage
WPOW Weapon of War booked as Checked Baggage
RP 1708
Section 3 – Examples
3.1.1 PNL Message Example (Part 1)
...
3KOSTA/TONYMR/OLGAMRS/KEVINMR
.R/ALRG HK1 PEANUT/BUFFER ZONE/FOOD ALERT-1KOSTA/KEVINMR
.R/AMMO HK1 BIATHLON AMMUNITION-1KOSTA/KEVINMR
...
3.1.2 PNL Message Example (Part 2)
...
1NYSSEN/VICTORMR .O/IB441Y05PMI
1OBRIEN/OSCARMR .L/A1B2C3
.R/WPOW HK1 ARMY ISSUED M162A
.R/AMOW HK1 10 KG NATO 5.56X45MM AMMUNITION
...
RP 1707b
3.40.2 API DOCO Element
This element lists Passenger other travel related information. Where the components of a DOCO element
provided, an oblique (/) is inserted to indicate an element is missing. This is not required when no further
components are provided. The Passenger Identification Element may follow the final element entered.
Construction Example Data Field Name
3.40.2.1 element ID .R/ element ID

Item D4.3.1
Attachment A_D4.3.1
2 of 2
3.40.2.2 SSR code DOCO SSR/OSI code
3.40.2.3 space → information separator
3.40.2.4 action/status code and the number 1 HK1 status code
3.40.2.5 oblique / information separator
3.40.2.6 place of birth AMBER HILL GBR a(..35)
3.40.2.8 travel document type V a(a)
3.40.2.10 travel document number 9891404 m[..25]
3.40.2.12 travel document place of issue LONDON a(..35)
3.40.2.14 travel document issue date 12JUL64 date/full
3.40.2.16 country/state for which visa Travel document US country code

is applicable
3.40.2.17 oblique (if Infant indicator follows) / information separator
3.40.2.18 infant indicator I I
3.40.2.19 passenger identification -1ADDAMS/MARYMRS passenger ID
Examples:
.R/DOCO HK1/AMBER HILL GBR-1BROSNAN/JAMES

.R/DOCO HK1/BREMEN DEU////12JUL06-
1KAISER/HARALD
.R/DOCO HK1//K/111222333///CAN-1POYER/DANIEL

Item D4.4
1 of 4
Item D4.4: Report and Workplan of the Common Use

Group (CUG)
Submitted by: Tim McGraw and Thomas Jeske, Co-chairs of the CUG, under the Travel Standards Board
Sylvain Campeau, Senior Manager Passenger Process & Technology and Secretary of the CUG,
campeaus@iata.org
Background
The Common Use Group was established under the Travel Standards Board with a mandate to deal with matters
concerning
1. Common Use Self Service (CUSS), the specifications and standards for multiple airlines sharing one
physical self-service kiosk.
2. Common Use Passenger Processing Systems (CUPPS), the range of services, specifications and
standards enacted to enable multiple airlines, service providers or other users to share physical
check-in or gate podium positions whether simultaneously or consecutively.
3. Bar Coded Boarding Pass, the required characteristics of the data elements and format of the Bar
Code on the Boarding Pass.
4. Common Use Web Services (CUWS), the standardization of data exchange supporting common use
self-service bag drop and different touchpoints through the use of web services technology. (RP
1741)
5. IATA Technical Peripheral Specifications (formerly AEA) (ITPS-TSG), the maintenance of the
specification that describes all exchanges of Departure Control Systems (DCS) to device
communication and all device responses supporting Boarding Pass Printer (ATB), Baggage Tag
Printers (BTP), Boarding Gate Readers and Self-Boarding Gates (BGR and E-Gates), SBD (Self-
Baggage Drop) and SD (Scale Device).
6. Review and endorse proposals to create or amend standards governing these processes, including
data exchange standards for passenger data.
7. Review and endorse proposals to amend Resolution 792; and Recommended Practices 1706c, 1797
and 1741.
9. Liaise with the Airports Council International ACI.
10. Maintain a work plan and report regularly to Passenger Experience Group.

The Terms of Reference of the Group allowed for a core membership of 18 delegates from airlines and Strategic
Partners, who committed to active participation on standards development.
Despite this, the group was run as an open group, and Chairs (or Leads) were elected for each working group,
as follows.
1. CUWG Co-Chair American Airlines Tim McGraw
2. CUWG Co-Chair Lufthansa Thomas Jeske
3. CUSS-TSG Lead Materna Andreas Gehling
4. CUSS-TSG Lead Lufthansa Joachim Bauer
5. CUPPS-TSG Lead RESA Nadine Caramelle
6. CUWS-TSG Lead GTAA Ernest Eustache
7. CUWS-TSG Lead Idemia Mehdi Mansour
8. CUWS-TSG Lead Collins Aerospace Chris Hurley
9. CUPPS-TSG Lead Lufthansa Systems Dietrich Hasselhorn
10. ITPS-TSG Lead Swiss Airlines Thomas Schmitter
11. BCBP Lead KLM Peter Van Der Zon

Item D4.4
2 of 4
Note that the delegate Christian Porzio from American Airlines withdrew his candidature from the CUWS TSG
lead in January 2020. He has been replaced by Mehdi Mansour from Idemia and Ernest Eustache from GTAA.

At the first meeting of the Common Use Group, Tim McGraw from American Airlines and Thomas Jeske from
Lufthansa were elected as Co-chairs. Under the Terms of Reference of the Group, these officers hold their
positions for 2 years, subject to continued involvement in the group.
There was a vote taken in December 2019 during the face to face meeting in Madrid and both Tim McGraw and
Thomas Jeske were voted to remain Co-Chairs of the Common Use Group.

Meetings:
The following CUG meetings took place in the last year:
October 18-21, 2019, PEMG 20 Bangalore – 2 Common Use Awareness sessions were given to a broader
audience
December 3-5, 2019, Madrid - Agenda items: IATA Governance, IATA Passenger Experience Update, Bar Coded
Boarding Pass RESO 792, ITPS Update, CUPPS Update, CUPPS Leadership Vote (Nadine Caramelle re-
endorsed), SCA/PCI DSS Update, New CUG Extranet Demo, Prioritization 2020 for CUG, 2020 Meeting schedule,
One ID update and Use Cases, CUWS and CUSS update. Both the CUSS-TSG & CUWS-TSG held a 1.5-day
workshop.
Due to the Covid-19 pandemic, no face to face meeting occurred in 2020 and have been replaced by virtual
sessions/calls.
General Common Use Group Calls:

Each TSG is having their separate periodic virtual workshops instead of holding face to face workshops, an
update is given to all members of the CUG during the General Common Use Group calls
Agenda items generally discussed during the general CUG calls include but not limited to IATA Corporate
Update, CUG general Updates, CUSS TSG Update, CUPPS TSG Update, CUWS TSG Update, BCBP RESO 792
version 8 Update, PCI/SCA Task Force Update, Future Meetings/Calls
To date, General CUG calls were held:

November 7, 2019
February 13, 2020
March 10, 2020
May 7, 2020
June 18, 2020
The next CUG call is scheduled for August 6, 2020 – Future meetings/calls schedule will be confirmed during the
August call.
CUSS Technical Specifications

The Technical Solution Group CUSS provided updates to the CUSS Technical Specifications. Version CUSS
1.5.1 was released in May 2020 and included an update on the existing biometric interface (to support biometric
requirements on CUSS platforms).
The team is carrying on the work to develop the technical specifications of the next version CUSS Technical
Specifications, version CUSS 2.0. Version 2.0 is required in order to:

Item D4.4
3 of 4
• Most of the technologies incorporated by CUSS 1.x have already reached their End of Life, will be
deprecated within the next years or are already not maintained anymore.
• CUSS 2.0 will make use of the latest Web Technologies like HTML5, JSON, TLS > 1.1, WebSocket
enabling Web Developers to implement CUSS applications
• Compliancy with other standards such as PCI DSS, GDPR, etc. The use of current technologies allows
to comply with current payment, privacy and security standards and regulations.
• CUSS 2.0 follows the “Security by Design” principles and supports Secure Technologies.
• Integration of Handheld Devices enabling contactless requirements.
• Supports other further devices like tablets and mobile devices.
• Cost savings and shorter Time to Market
• The new CUSS 2.0 Version allows for better compatibility with the latest technologies and shorter
release cycles.
• Save costs through easier and faster development, maintenance and deployment.
Important timelines for the new CUSS 2.0 Version

• CUSS 2.0 shall be capable of supporting CUSS 1.5 applications e.g. through an emulator technology
• Switch-over date shall be January 1, 2023. This decision shall go into a vote on JPSC in October
2020
Note: these timelines have been endorsed by the Travel Standards Board on May 5, 2020. These timelines will
be considered adopted with the acceptance of this report.
Common use Passenger Processing Systems

Current technical specification version is CUPPS 1.04.
No formal activity has been performed by this group since the last update.
Common use Web Services

The CUWS-TSG team updated the CUWS technical specification 2.0. The team focused on the work in the
definition of Web Services beyond the basic function of self-service bag drop.
The work is now focusing on the development of basic functionalities using standard Application Programming
Interfaces (API) for airside access and self-boarding. An optional API is currently under development to support
standard biometric validation.
Above mentioned API data exchanges, once development is finalized, will be integrated in the Aviation Industry
Data Model (AIDM) and ACI ACRIS for a full coordination of the ecosystem.
BCBP Group of Experts

The BCBP group of experts updated the BCBP version 8 of Resolution 792 in 2019 and changes were approved
by JPSC in October 2019. Changes to Resolution 792 came into effect on June 1, 2020.
The BCBP Group of Experts has remained available but silent this past year as no new changes have been
requested.
IATA Technical Peripheral Specifications (ITPS TSG)

The ITPS-TSG team was created under the CUG in 2018 and they took over the maintenance of the former AEA
technical Specifications. The first ITPS publication, version 2018, was released in the IATA online store in
December 2018.
ITPS Version 2019 was just recently released in June 2020 and includes the following key changes:
• New item for Bag Tag Printer (BTP)
• Extended Auto RFID for User Memory
• Enhanced Bag Tag Printer (BTP) and Baggage Radio Frequency (BRF) device
• Enhanced Baggage Radio Frequency (BRF) device
Update MSR Task Force

In 2018, a temporary task force under the CUG was created to review the challenges related to the use of
Magnetic Stripe Readers (MSR) at common use touch points, which currently present the ability for airlines to
take payments through an unsecured mechanism, with the goal to propose a solution to JPSC.

Item D4.4
4 of 4
In February 2019 the CUG hosted a workshop in Geneva in which the European Director for the PCI DSS Council
gave a presentation highlighting the state of non-compliance of Common Use Self Service (CUSS) kiosks and
Common Use Passenger Processing Systems (CUPPS) attended workstations.
Separately, as of September 13, 2019 EU legislation mandates that Strong Customer Authentication (SCA) be
used for electronic transactions made by European-issued cards at acceptance points acquired by EU based
acquirers. After investigation it was confirmed that it is not just remote electronic commerce transactions which
are in scope of the application of strong customer authentication (SCA) under Payment Services Directive 2
(PSD2).
A joint task force was created in June 2019, involving key members from the Payment Group and CUG in order
to work on a remediation solution. The work was carried on during the latter part of 2019 and beginning of 2020.
Recommended Practice 1791d “Payment Card Industry Data Security Standards (PCI DSS) and Strong
Customer Authentication (SCA) Compliance” was updated, endorsed by the Travel and Payment Standards
Boards and submitted to the PSC for a mail vote. Changes to the RP 1791d was approved by the PSC in June
2020.

Amendments to RP 1791d submitted to PSC was approved in June 2020 and will be effective in the next PSCRM
update.
Group Work Plan

The work plan of this group has been reviewed and endorsed by the Travel Standards Board.
Action
Conference to note.

Item D4.5.1
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Item D4.5: Facilitation Group work plan

Facilitation Group
The team has worked on developing the components of the IATA strategy on Open Borders endorsed by the FG until last
January. The program of work has then been directed to the IATA emergency priorities: adaptation of passenger process,
contactless options and border requirements.
Control Authority Working Group (CAWG)

The group works primarily on border control related topics. Including:
• ICAO Task Force on Health Outbreak Issues in Aviation
• Data Quality – Data Capture and Validation
• Data Quality - Multiple Passport Holders
• Data Quality – Travel Documents
• iAPI Best Practice Guide
• Non-Standard/Additional Data Requirements
• Travel Authorizations (eVisas)
• One ID - Enabling the Legislative Framework
The number of CAWG Sub-Groups (SG) has been reduced to streamlining the work and making the best use out of the
available resources, notably for addressing innovation considering the COVID-19. In 2020-2021, the focus will be on the
ICAO Task Force on Health Outbreak Issues (reviewing Annex 9), data quality, iAPI, non-standard/additional requirements,
travel authorizations and One ID/Digital identities. This will be achieved through the work of eight SGs.
The CAWG has submitted a working paper at the ICAO Facilitation in January 2020 which is leading to new Standard in
Annex 9 mandating States to respect the international SARPs and guidance when it comes to passenger data (API/PNR).
The group is composed of 18 national delegations with representatives from airlines, governments and airlines
associations, in addition to observers from international and regional organizations. It is currently chaired by Mr. Marc
Towaij (Canadian Border Service Agency) and Barbara Kostuk (Airlines for America) and supported by Ms. Karine Boulet
Gaudreault bouletk@iata.org.
One ID advisory group

The One ID Advisory Group, composed of representatives from airlines, airports, governments, industry associations and
international organizations, has been established for the purpose of providing strategic advice and recommendations to IATA
and its governance to help ensure the success of the One ID initiative, and in particular:
• ensure collaboration among the main stakeholders’ groups.
• validate guidance on policy, technical and operational requirements.
• promote information sharing on innovative identity management concepts, practices and technologies.
• provide advice and recommendations on the program of work.
The group meets virtually every 6 weeks in order to confirm yearly project work plan and validate guidance documentation
as prepared by the One ID Key Contributor Sub groups and Expert groups and confirm the direction of the project (e.g. One
ID Ecosystem, One ID process RP, etc.). This is plan that the group continues to review guidance material and upcoming
standards or RPs as they are being developed. The group also worked on a recommended practice which is sent for adoption
to travel board and PSC. The group is managed by Ms. Amandine Thomas thomasa@iata.org.
PNRGOV Working Group

PNRGOV WG’s primary role is to administer the PNRGOV message modification process, in accordance with the WCO’s
approval process and based upon direction from the IATA/ICAO/WCO API PNR Contact Committee (API PNR CC).
The two elected co-chairs are Ms. Olivia Dravet (Air France / KLM) and Mr. John Simmons (Canada Border Services Agency).
The group’s main priority remains as the maintenance and improvement of existing Implementation Guides, with a specific
focus on the alignment of XML and EDIFACT formats of PNRGOV message.
Item D4.5
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In 2019-2020 the group focused its efforts on:

• Update of segment MSG at Level 0 – Element 1225 to be Mandatory
• Update on several incorrectly formatted examples in the EDIFACT Implementation Guide
• XSD updates on the PNRGOV XML
In 2021 items for discussion will include the alignment with other industry messages in terms of DNDOI – Document
Number joined by Date of Issuance – to allow faster recycling of document numbers such as e-tickets.
PAXLST Working Group

PAXLST WG’s primary role is to administer the PAXLST message modification process, in accordance with the WCO’s
approval process and based upon direction from the IATA/ICAO/WCO API PNR Contact Committee (API PNR CC).
The two elected co-chairs are Ms. Jessica Allen (Delta Air Lines) and Mr. John Simmons (Canada Border Services Agency).
The group’s priorities are the XML version of PAXLST and the associated implementation guide, including a revision of
Implementation Guides with a possible re-scoping exercise for Interactive and Batch API. A ‘Best Practices’ document that
is in place for PNRGOV is also envisaged. The group’s main focus is on messaging standards, and adherence to these while
improving the data quality.
In 2019-2020 the group focused its efforts on:

• Updates on API Guidelines, mainly with regards to multi-leg flights to be proposed to the WCO/IATA/ICAO API PNR
Contact Committee
• Addition of CUSRES scenarios & examples to the Implementation Guide for a better understanding of iAPI
• Understanding IATCI workflow, to address challenges on transmitting the unsolicited CUSRES to partner carrier
• Plan to be proposed for a PAXLST Best Practices / Principles Document
The program of work for 2021 still needs to be finalized but on top of the regular updates it will include items for discussion
on AIRIMP update on SSR DOCO (inclusion of Document Expiry Date to be reflected in PAXLST).
Underlying the above is the drive to improve data quality. PAXLST XML Message is based on the proposal from the Data
Model team of the WCO developed, leveraging the WCO Data Model.
IATA is represented in Contact Committee by Mr. Ilker DUZGOREN (duzgoreni@iata.org)
Future of Passenger Data (FoPD) – Task Force

The Task Force established for the project on “Future of Passenger Data” has completed the initial gap analysis between
the existing PNRGOV XML schema and the One Order content. Development of a message in JSON format is removed from
the project scope as it was not being envisaged for One Order. The project is stopped as part of the re-prioritization
exercise considering COVID-19. The final revised scope of the project prior to its closure will be a part of the operational
work of PNRGOV WG.
Passenger Accessibility Process (PAP) Task Force

In 2019 the Industry Affairs Committee has endorsed the IATA strategy on Persons with disabilities and reduced mobility
(PRMD). This strategy identifies that more guidance and standardization in the handling of PRMD was needed. IATA has
quickly set up a project with the aim of designing the optimum PRMD process and developing guidance for the industry to
standardize the process. The process has been finalized and the manual is well underway. Priority for 2020-2021 is given to
the continuation of the development of the PRMD handling manual and to update existing standards and IATA
recommended practices, and/or create new ones.
Disruption Management (DM) Task Force

In 2019 disruption management has been identified as a key component of the IATA strategy on customer experience. A
task force has been set up to work on the following deliverables:
• Deliver the Disruption Management Manual
• Support/Pursue innovative solutions
• Identify Resolutions and Recommended practices that should be reviewed, created or updated.
This topic has been deprioritized following the emergence of COVID-19. Nonetheless the DM Manual has been finalized in
its draft version. The manual is set to be delivered to IATA Publication by mid-September. This work will conclude the 1st
version of the IATA DM Manual by Q4, 2020. In 2021 the group will focus on the standards and recommended practices.

Item D4.5
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IGOM Group Chapter 1 on Passenger

The review of IGOM chapter 1 was finalized in May. A final version has been shared with the Travel Board for comments.
Some adjustments will be introduced to cover the measure related to COVID-19 situation under a new “Pandemic” section.
The overall manual is managed by IATA Ground Operations Team.
In 2021 beside the improvement of the existing content new sections on NEXTT and One ID will be introduced.

Item D4.5.1
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Item D4.5.1: Voting Items of the Facilitation Group, under the

Travel Standards Board, presented individually
New RECOMMENDED PRACTICE 1701o - One ID
Submitted by: Annet Steenbergen Chair of the Facilitation Group, under the Travel Standards Board
Celine Canu, IATA Head if Aviation Facilitation, Secretary of the Facilitation Group, canuc@iata.org
Background
Limited physical infrastructure, enhanced security requirements and legacy processes results in more friction and a
complicated, unpleasant experience for passengers.
The One ID biometric enabled process flow seeks to introduce a streamlined, friction-free and passenger centric travel
experience that allows an individual to assert their identity, online or in person, to the level required at each process step,
while maintaining their privacy and the protection of personal data, and enabling significant improvements to operational
efficiency and security.
The concept relies on an early capture of passenger data, where the passenger gives an appropriate and informed consent
to distribution of their required personal information among the various stakeholders involved, on a need-to-know and
authorized-to-know basis. This avoids the multiple capture and validation of the traveler identity throughout the process for
facilitation purposes.
It is RECOMMENDED that, when Members plan to implement a biometrically enabled identity management solution based
on stakeholders’ collaboration, interacting with a dedicated or common use environment for the purposes of individual
airline processes that the procedures described in this Recommended Practice are applied. Provisions on the more
traditional process are contained in Recommended Practices 1701 and 1701a to 1701n.
Adoption process
• Draft RP drafted by One ID Advisory group and reviewed by One ID Advisory
• Draft RP endorsed by Travel Board
Action
Conference to adopt new Recommended Practice 1701o

Item D4.5.1
Attachment A_D4.5.1
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Attachment A_D4.5.1: NEW RECOMMENDED PRACTICE 1701o -One ID

RECOMMENDED PRACTICE 1701o

One ID
PSC(42)1701o Expiry: Indefinite
Type: B
1. GENERAL
Limited physical infrastructure, enhanced security requirements and legacy processes results in more friction and a complicated,
unpleasant experience for passengers.
The One ID biometric enabled process flow seeks to introduce a streamlined, friction-free and passenger centric travel
experience that allows an individual to assert their identity, online or in person, to the level required at each process step, while
maintaining their privacy and the protection of personal data, and enabling significant improvements to operational efficiency
and security.
The concept relies on an early capture of passenger data, where the passenger gives an appropriate and informed consent to
distribution of their required personal information among the various stakeholders involved, on a need-to-know and authorized-
to-know basis. This avoids the multiple capture and validation of the traveler identity throughout the process for facilitation
purposes.
It is RECOMMENDED that, when Members plan to implement a biometrically enabled identity management solution based on
stakeholders’ collaboration, interacting with a dedicated or common use environment for the purposes of individual airline
processes that the procedures described in this Recommended Practice are applied. Provisions on the more traditional process
are contained in Recommended Practices 1701 and 1701a to 1701n.
2. OBJECTIVE
The One ID process will provide the passenger with the facility to travel without the need to physically present documents at
various touchpoints where identity validation is requested. The identity will be verified by instant biometric recognition on a need-
to-know and authorized-to-know basis
The major benefits of the One ID biometric enabled passenger process are:
• Seamless travel - improved passenger experience
• Contactless – contactless touchpoints enabled in airport terminal
• Efficiency - improved productivity, capacity and cost savings
• Secure – improved border, aviation and airport infrastructure security
• Reduction of document fraud and of cost elements associated to it with passengers refused entry and repatriation to
the source
The use of a trusted, digital identity will allow passengers to assert their identity online and off-airport, thereby opening the
possibility to move more processes off-airport and have passengers arriving at the airport “ready to fly”. This then allows to use
biometric recognition at touchpoints where identity validation against a verifiable source such as travel document issued by the
appropriate authority is requested.
3. DEFINITIONS
3.1 Biometric Matching
One-to-one (1:1) is a system that compares one new captured biometric to one enrolled/registration biometric in order to make
a match.
One-to-few (1:n or 1:few): is a system that compares one new captured biometric against a subset sourced from the ‘many’
enrolled, based on defined criteria e.g. passengers at a gate for a given flight
One-to-many (1:N) is a system that compares one new captured biometric to all the biometrics enrolled in that system.

Item D4.5.1
Attachment A_D4.5.1
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3.2 Biometric Recognition

Capturing an individual biometric for instant identity verification or identification.
This is included in the identity verification and identification terminology.
3.3 Consent
Consent shall mean any freely given, specific, informed and unambiguous indication of the passenger’s wishes by which he or
she, by a statement or by a clear affirmative action, signifies agreement to the processing of personal data relating to him or her.
For consent to be informed, the passenger should be aware at least of the identity of the controller and the purposes of the
processing for which the personal data are intended. Consent should not be regarded as freely given if the data subject has no
genuine or free choice or is unable to refuse or withdraw consent without detriment.
3.4 Digital Identity

For the purposes of this RP, digital identity covers biographic and biometric information of the passenger. It can also include
their Digital Travel Credential (DTC), authenticated eMRTD data, existing travel authorizations (Visa, eVisa, ETA, ESTA etc.),
provision of additional data and/or digital credentials necessary to the facilitation of the passenger (vaccinations, minor handling
forms, observations, arrival cards etc.)
Binding the digital identity to the DTC or the eMRTD using biometrics enables a persistent trusted digital identity. This, combined
with verifying the DTC or eMRTD as genuine and unaltered, provides confidence that the passenger links to this digital identity.
3.5 Enrollment
Enrollment means that passenger has provided their informed consent, and identity has been successfully authenticated,
passenger has confirmed intention to fly and completed all other selections/steps to be Ready to Fly. Passenger biometric is
then captured at the time (or extracted from eMRTD), bound to flight data to enable retrieval of their biometric for matching at
subsequent touchpoints.
3.6 False Acceptance

False acceptance is when a biometric system incorrectly identifies a person based on the biometric presented or incorrectly
authenticates a biometric presented against a claimed identity. This is common with identical twins, for example.
3.7 False Rejection

False rejection is the failure of a biometric system to identify a person by the biometric presented or to verify the legitimate
claimed identity of a presented biometric. For example, this can occur when a facial image has dated given a person’s change.
3.8 Identification (Identify)

Capturing and matching a live biometric representation of a passenger with an enrolled biometric through 1:N, against all known
biometrics or 1:few (or 1:n), against a subset of known biometrics (e.g. a gallery). This confirms that this is the same person as
the enrolled individual, during subsequent process steps.
Note: for the purposes of One ID, 1: n (few) is preferred as it is both faster and less prone to errors with false acceptance or
false rejections than 1:N (all).
3.9 Identity Authentication

Capturing and matching a live passenger biometric with the biometric stored in a registered identity document, token or
credential, (e.g. ICAO Digital Travel Credential or ICAO electronic Machine-Readable Travel Document) through a process of
1:1 biometric matching.
This ascertains that the passenger is who they say they are and through the process can bind the digital identity to the passenger
through matching the biometric stored on the authority issued identity document, token or credential.
3.10 Identity Verification (Verify)
Capturing and matching a passenger biometric with an enrolled biometric through a process of 1:1 biometric matching.
In One ID, this would happen when a passenger is matched directly to their enrolled biometric that is bound to their flight data
as opposed to 1:few (or 1:n) identification against a gallery. This is most likely to occur in an exception handling process.
3.11 One ID Passenger Data
The One ID Passenger data refers to the information required and necessary by the stakeholders (airline, airport, authorities) to
facilitate the passenger process for an end to end journey. This data is decentralized and not stored as a complete set. In order
to proceed seamlessly at each touchpoint, subsets of this data can be created from the information that is necessary for that
particular stakeholder and/or touch point. For example, the captured biometric, and the flight information can be bound as a
subset of passenger data in order to meet the requirements necessary for a passenger to pass through airport security.

Item D4.5.1
Attachment A_D4.5.1
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4. ONE ID PROCESS
The process of the passenger through the various touchpoints is facilitated using biometric recognition.
4.1 Eligibility
All passengers will be eligible to enroll for the One ID process if they are able to;
1. Provide the required digital identity information, have their identity and identity document authenticated, and give their
consent for the involved parties that have a valid need or authorization to access necessary data.
4.2 Process Key Principles

Key assumptions on the One ID biometric enabled passenger process:
1. The process should be paperless;
2. Passengers own their data and should provide informed consent to share their digital identity information to all or
selected involved parties.
3. Passengers should have the possibility to opt out of sharing their digital identity information.
4. This digital identity information should be provided only once for the whole journey or persistent in time;
5. Biometric recognition systems should allow the passengers to be recognized throughout the process.
4.2.1 The biometric enabled passenger process
• Booking Order (Step 01): The passenger makes a booking order providing:
a. The booking is complying with the airline rules
b. Digital identity information (can be provided later, but preferably early as possible)
c. Consent to the involved parties that have a valid need and/or an authorized requirement to access the necessary
data (can be provided later, but preferably as early as possible)
• Ready to Fly (Step 02): The passenger will be ‘Ready to Fly’ when:
a. The passenger has provided required consent
b. The passenger’s border control formalities have been cleared by the appropriate authorities of the requiring state(s)
c. The passenger has confirmed intent to travel on specific flight, date and time, with or without bags, and has obtained
acceptance status by the airline
d. The passenger identity has been authenticated
e. The authenticity of the identity document/credential has been validated
f. The passenger has submitted their biometrics such that the passenger can be biometrically recognized at subsequent
touchpoints
g. The information is secured and can be trusted by control authorities or other government agency
Hereafter the One ID Passenger Data is ready to use.
From this point onward, when biometric recognition takes place to successfully identify the passenger, there will be no
requirement for additional documents to be produced at airport checkpoints. The entry/exit of the airport terminal could also be
biometrically enabled when required based on local airport security mandates. When applicable:
6. Bag Drop (Step 03): The passenger is recognized at bag drop, where applicable, through biometric recognition
against the information contained in the One ID passenger data. The bag tag, and tag license plate at this moment is
also validated to match the One ID passenger data.
7. Security Access (Step 04): The passenger is biometrically recognized and matched against the One ID passenger
data (access, yes or no).
8. Security Screening (Step 05): The passenger is biometrically recognized as they proceed to security. This enables
the possibility to apply specific protocols would this be locally required.
9. Exit Border Controls (Step 06): This step can be performed before or after security access or seamlessly and/or
combined with another process.
Exit Border Controls should not require passengers to stop unless they are selected for a secondary inspection by border officers.
1. Boarding (Step 07): The passenger is biometrically recognized and matched against the One ID passenger data
(boarding is enabled or not). Visual identification of the ID document will no longer be needed. Positive ID check will
be done automatically during the process (identity and flight information).

Item D4.5.1
Attachment A_D4.5.1
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2. Entry Border Controls (Step 08): The passenger is biometrically recognized and matched against the One ID
passenger data (cross border, yes or no). Entry Border Controls should not require passengers to stop unless they
are selected for a secondary inspection by border officers.
3. Baggage Collection (Step 09): It is assumed that this touchpoint would not require biometric recognition unless the
bags are mishandled.
4. Customs and Quarantine (Step 10): Biometric recognition will support custom authorities to more effectively target
persons of interest for secondary screening.
5. Transfer Process (Step TP): The passenger is biometrically recognized and matched against the One ID passenger
data (all applicable process steps). Any above steps that are required for transfer at an airport should include
biometrics as described in this document
This process describes the core touchpoints in the travel value chain where passenger identity verification can occur. It is
foreseen that other touchpoints (e.g. lounge access) can be biometrically enabled to identify passengers, leveraging the process
as described above but not part of this Recommended Practice.
In case of disruption of operations, the following process steps could be biometrically enabled:
6. Flight Re-Booking (Step FR): In case of disruption and re-booking, the airlines will have access to the relevant One ID
passenger data (identity and all valid travel authorizations) and will be able to optimize the best rebooking and re-
routing options. Where passengers are rebooked, their new flight information should be updated in the One ID
passenger data to allow passenger to be processed biometrically.
7. Baggage Recovery (Step BR): The passenger is biometrically recognized and matched against the One ID passenger
data and a passenger’s baggage claim file in the baggage tracing system is pre-filled with the available data.
4.2.2 Additional considerations

Some operations may require an alternative or complementary process including but not limited to:
10. Persons whose biometric data cannot recognized
11. Passengers that require additional checks and manual processes due to regulatory compliance.
12. Holders of Machine-Readable Travel Documents (MRTDs) commonly referred to as non electronic Passports.
4.2.3 Exceptions from the standard process
It is recommended to have a process in place to address technical and system failures or other requirements. A minimum number
of staff and equipment should be made available to address such situation.
4.2.4 Process Steps (Fig. 1)
The 10-steps process flow through the various touchpoints is facilitated using biometric recognition:
Fig. 1

Item D4.6
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Item D4.6: Report and Workplan of the Fuel Data Standards

Group
Submitted by: Christian Mietz, Chair of the Fuel Data Standards Group, under the Travel Standards Board
Daniel Chereau, Secretary of the Fuel Data Standards Group, chereaud@iata.org .
Background
The Fuel Data Standards Group (FDSG) is established under the Travel Standards Board with a mandate to:
1. Deal with matters concerning the development and maintenance of data standards to facilitate aviation fuel processes
in an efficient and effective manner, including the associated business requirements.
2. Review and endorse proposals to create or amend standards governing these processes, according to the
methodology described in Appendix II to this document. Ensure that proposals align with existing standards and that
requirements are documented with a corresponding change to the Implementation Guide where applicable.
3. Review and endorse proposals to maintain and/or amend:
a. Fuel Invoice Standard;
b. Fuel Transaction Standard;
c. Fuel Operational Standard (formerly known as Pre-Transaction Standard);
d. Fuel Tender/Bid Standard;
e. Fuel Code Directory
4. Identify digital transformation opportunities and drive industry movement towards leveraging these.
5. Steer fuel digital projects to ensure project completion and success.
6. Liaise with other process owning groups under any Conference, and advisory groups under Industry Committees as
required.
7. Maintain a work plan, report regularly to the Travel Standards Board, and inform the Commercial Fuel Working Group.

The Terms of Reference of the Group allows for a core membership of 20 delegates from airlines and IATA Strategic
Partners, who committed to active participation on standards development. The current membership is as follows:
Position Airline / IATA Strategic Partner Delegate name

1 Member (Airline) Air France Romain Aboucha
2 Member (Airline) Alitalia Gian Paolo Cantonetti
3 Vice Chair (Airline) Atlas Air Shakti Chopra
4 Member (Airline) British Airways Alan Goodman
5 Member (Airline) Cathay Pacific Suresh Rodrigo
6 Member (Airline) China Southern Jiye Chen
7 Member (Airline) Delta Christopher Kuhn
8 Member (Airline) IAG Stefan Munday
9 Member (Airline) KLM Wimjan Lurks
10 Chairman (Airline) Lufthansa Christian Mietz
11 Member (Airline) Siberia Airlines Vera Evsioukova
12 Member (SP) AirBP Simon Littlejohns
13 Member (SP) eBits Richard Moss
14 Member (SP) FuelPlus Klaus Peter Warnke
15 Member (SP) Gazprom-Neft Aero Dmitry Korpachev
16 Member (SP) i6 Alex Mattos
17 Member (SP) Q8 Aviation Kwan Lam
18 Member (SP) QT Technologies David Zanussi
19 Member (SP) SAP Kiran Srirama
20 Member (SP) Shell Maxine Horsfield

Item D4.5.1
Attachment A_D4.5.1
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Christian Mietz from Lufthansa and Shakti Chopra from Atlas Air continue their tenures as Chair and Vice Chair respectively
while FDSG was still reporting to the Financial Committee. Under the revised Terms of Reference of the Group, these
officers hold their positions for 3 years, subject to continued involvement in the group, effective from 1 November 2019.

Meeting 1 – 11 November 2019, New Orleans
a) Technical Workshop
a. Operational Standard: schema changes discussed, to be addressed by technical group;
update on work and release of Implementation Guide, for IATA Fueling Data Hub; discussion
on order summary aggregation.
b. Tender/Bid Standard: discussion on industry adoption, need for a robust implementation
guide, and legal status of bids transmitted using the standard. A focus group was created to
work on implementation guide.
c. Invoice Standard: discussion on additional acknowledgment in the standard: a focus group
was created to address this. A decision was made to not pursue further
harmonization/integration with the SIS IS-XML standard.
b) General Matters
a. Industry Fueling Data Hub: IATA announced approval of project to provide an industry hub.
The group requested copy of the hub’s BRD, for information. System vendors expressed
interest in assisting with delivery of the hub, as IATA still had to make a build or buy decision.
b. Implementation guides (IG): Priority was given to the development of a Tender/Bid IG,
followed by a combined manual for Transaction and Invoice standards; all to promote further
adoption of the standards.
Meeting 2 – 26 May 2020, Teleconference (due to COVID-19 travel restrictions)
1. Updates
a. Operational Schema: Version 20.1 released in April 2020; published on FDSG website
b. Fueling Data Hub: IATA had approached vendors interested in providing backend for the
hub; NDA’s signed and RFI process was about to start. COVID-19 crisis forced a re-
prioritization process in IATA and the project has been put on hold due to cash restraints and
resources focusing on projects that will assist with industry restart.
2. Promoting adoption
a. An initial list of organizations supporting each of the standards has been published on the
FDSG website.
b. Workshops and/or webinars proposed to promote digitalization and the use of standards.
Members suggested that the meetings concurrent with the Aviation Fuel Forum (AFF) could
be shorter and to dedicate part of the time currently allocated to the meeting, to workshops.
3. Implementation Guides (IG)
a. Agreement on potential common structure for IGs. Focus groups dedicated to IGs will also
contribute to enhance the standard as part of the process.
b. Focus groups were established to work on IGs for: Operational Standard (enhancing existing
IG); Tender/Bid; Transaction & Invoice (combined)
4. Other business
a. Electronic signatures: given several requirements to stop manual paper handling during
COVID-19, electronic signatures appear as an urgent need to overcome lack of necessary
paperwork. A focus group has been created to work on this.
b. Tank names in Operational Standard: Chair presented the need to resume unfinished prior
work to define correct use of tank names.
c. Standard visualization of Transaction: an idea was presented to support visualization of
transaction information, which may assist with regulatory compliance in some jurisdictions.
d. Platform to support FDSG work: given uncertainty about SSW’s future, Teams appears as an
easier alternative to collaborate. Pending decision.

Item D4.5.1
Attachment A_D4.5.1
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Standards for the complete lifecycle of fuelling are already established. Change requests to standards are submitted by
group members and observers and initially discussed with the Secretary and relevant key members for subject area.
Satisfactory candidate change requests are then added to agenda for the next face to face meeting. Change requests are
either approved, denied, or referred for revision and representation at a subsequent meeting.
Group Work Plan

There is a further group meeting planned for November 2020 in Europe, location and precise date will depend on what is
ultimately decided for the AFF. The meeting will address the group work plan:
1. eTender:
a) Identify the elements of the standard that were modified/relaxed to facilitate the initial tender runs.
b) Formalize any changes required to assure that the standard is tightly constructed.
c) Thorough re-testing of the standard.
d) Update the implementation plan to incorporate all findings.
e) Work on robust implementation guide to facilitate adoption.
2. Invoice & Transaction:
a) Investigate additional requirements for invoice acknowledgement/reconciliations and method to deliver
solutions.
b) Produce a new and robust implementation guide for Invoice and Transaction standards.
c) Evaluate developing a standard visualization for the Transaction standard.
3. Operational Standard:
a) Further investigate digital signatures to overcome social distancing restrictions arising from COVID-19, while
complying with different regulatory requirements around the world.
b) Develop a new and robust implementation guide for the Operational standard.
c) Resume work on tank naming convention.
d) Review earlier work on standard to identify and flesh out potential redundancies (i.e. duplicate methods to
transmit process timestamps).
4. Change Requests
a) Review current and new submissions arising from work on implementation guides.
Action

Item D4.7
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Item D4.7: Report and Workplan of the Ground Operations

Automation and Digitization Technical Group
Submitted by: Massimo Cicetti, Senior Manager Ground Operation Digitalization & Automation (cicettim@iata.org)
Joseph Suidan, Head Ground Operations, (suidanj@iata.org)
Background
The Ground Operations Automation and Digitization Technical Group (GAD) was established to investigate and participate
in the growing need for standards in digitization and automation on the ramp. These fields encompass a large body of the
work done by the previous Load Control and Aircraft Massaging (LCAM); Deley Codes Aircraft Messaging (DCAM) and
Ground Support Equipment and Environment (GSEE) technical groups. As such the GAD both develops both new material
and strategies as well as maintaining the Airport Handling Manual (AHM) chapters:
5: Load Control
7: Aircraft Movement Control
9: Airport Handling Ground Support Equipment Specification
10: Environmental Specification for Ground Operations.
To undertake this work, the group is divided into Teams:
Ramp Digitalization Team: Delay Codes; Timestamps Turnaround; Digital Load Control
GSE Team

The Terms of Reference of the Group allowed for a core membership of 18 delegates from Airlines, Ground Handlers and
Strategic Partners, who committed to active participation on standards development. Following the creation of this group,
members were nominated and elected as follows.
In addition to the airline members, there are airport / association members (Brussels, Eurocontrol, Frankfurt, GTAA, HAL,
Manchester), Ground Service Providers (dnata, Swissport, QAS) and Strategic Partners (IT providers, GSE manufacturers /
providers) who bring their viewpoints to the committee.

1 DHL Graeme Dewdney
2 Air Bridge Cargo Valeriy Atamanov
3 Flydubai Sean Fernandes
4 SAS Carina Forsell
5 UAE Adrian Kong
6 Qatar Airways Nabeel Karakunhi Thattankandy
7 Lufthansa Deniz Nisanci
8 Westjet Leigh Hoey
9 Delta Brian Swalwell
10 BA Sarah Kelly
11 Air Canada Martin Gray
12 Latam Tiago Veira Silva
13 Cathay Pacific Jonathan Bailey

Item D4.7
2 of 3

Each of the teams has a Team Leader:
GSE Team: Leigh Hoey, Westjet
Ramp Digitalization Team: Yves de Wandeler, Eurocontrol; Tom Farncombe, Amadeus

Due to the onset of the COVID pandemic and the involvement of IATA Ground Operations staff in the development of
ground handling guidance material to help airlines during the pandemic, the Ground Operations Automation and Digitization
Technical Group (GAD) was only formally established in late March 2020.
Some members of the group were informally involved in the initial development of the COVID guidance material and the
webinars.
Subsequent to the establishment of the group the teams have been working on the following:
GSE Team:
• GSE Storage – guidance material
• GSE Return to Service – guidance material
• GSE Identification and Classification
• AHM Chapter 9 updates and new content
Ramp Digitalization Team:

Delay Codes: Restructuring the IATA delay codes system
Timestamps Turn-around: Phase 1: The group is working to finalize the business requirement document (BRD) of “Time
stamps turn-around”. Standard scope: tracking (and sharing) of status of all operational tasks performed by ground
handling during aircraft turn-around. Phase 2: A digital standard will be delivered with IATA AIDM once BRD is completed.
Digital Load Control: Amendment of digital schemas X565, X581

Airport Handling Manual – 41st edition, effective 2021
Chapter 7:
AHM 732: Delay codes schema
Chapter 9:
AHM 904 – Aircraft Doors, Servicing Points, and Systems Requirements for the use of Ground support Equipment
AHM 907 – Basic Requirements for Electrically Powered GSE
AHM 910 – Basic Requirements for Ground Support Equipment
AHM 918 – GSE Storage and Return to Service
AHM 921 – Functional specification for Boarding/De-boarding Vehicle for Passengers with Reduced Mobility
AHM 926 – Functional Specification for Upper-deck Catering Vehicle
AHM 927 - Functional Specification for Main-deck Catering Vehicle
XML Toolkit 2nd Edition, effective Jun 2021

X565: Load Control semi-permanent data exchange
X581: Unit weight signal

Item D4.7
3 of 3
Group Work Plan

2020 Priority / Topic Document Team Deliverables Status
Objectives
Apr - COVID: Ground GSE Storage Bulletin https://www. GSE Review current Completed
May Handling Guideline iata.org/en/program guidelines
s/ops-infra/ground- Provide feedback
operations/ Address inquiries
Apr - Cargo in Passenger Cargo in pax cabin with / Ramp Digital Develop the guidelines Completed
May Cabin Guideline without seats fitted Updates
Address inquiries
Apr – COVID: Return to GSE Return to Service GSE Develop the guidelines Completed
May Service Updates
Address inquiries
May - Develop best GSE classification Template for GSE GSE Define GSE types and Ongoing
Dec practices for classification for categories
GSE Classification identification of GSE Develop matrix of GSE /
type/characteristics aircraft
Develop input template
May - Develop best GSE Automation Roadmap for GSE GSE Define roadmap for GSE Started
Dec practices for GSE automation automation
Automation
Jun - Ground Ops Green GSE and GSE Ground Ops. Report GSE Peer review of Ongoing
Dec Forecast Damage consulting work
Review of paper / report
Note: Input from GOS
will be needed too.
Jun - Inclusion of content GSE Storage AHM Ch 9 / AHM - GSE Completed
Sep from Guidance GSE Return to Service New chapter on Review guidance
material from COVID Crisis Management content and define
guidelines into AHM / Cargo in Pax Cabin AHM / Cargo Digital Ramp details to be introduced
IGOM content Handling Manual in AHM/ IGOM
Jun - AHM Updates. Review and approve AHM GSE Prepare new content Completed
Sep changes to AHM Ch 5, 7 & Digital ramp Review and approve
9 Delay codes Update content
Jun - Digital Standard Finalize Guidance material XML toolkit Digital ramp Finalize Guidance Ongoing
Nov for X565 material
Define structure for on-
line training
May - Delay codes Delay codes AHM Delay codes Complete testing / Completed
Sep content
May Digital Standard Finalize BRD of Digital BRD for digital Digital ramp Finalize BRD Ongoing
- Dec Standards Turn-around standard
time stamps
May - Digital Standard Develop BRD communicati BRD for digital Digital ramp Finalize BRD Ongoing
Dec on between Loading standard
& Load Control.
May - Airport Investigate opportunities N/A GSE/Digital Work plan Ongoing
Dec Infrastructure and technologies to Ramp
improve Airport stand and
Mobility.
Action

Section E:
Pay-Account Standards Board
(PASB) Items
Contents
Agenda item number Agenda item name Attachments
E1 Report of the Pay-Account Standards Board
E2 Endorsement of elections for positions on Pay-Account Standards

Board
E3 Delegation of authority to the Pay-Account Standards Board
E4 Groups active under Pay-Account Standards Board Attachment A_E4

Attachment B_E4
Attachment C_E4
Attachment D_E4
Attachment E_E4
Attachment F_E4
E4.1 Report and Workplan of the Billing and Settlement Plan Data Attachment A_E4.1
Interchange Specifications Group (BDISG)
E4.2 Report and Workplan of Customer Payment Group Attachment A_E4.2
E4.3 Report and Workplan of the Payment Fraud Prevention Group (PFPG) Attachment A_E4.3
E4.4 Report and Workplan of the Frequent Flyer Programs Fraud Attachment A_E4.4
Prevention Group
E4.5 Report and Workplan of Settlement with Orders Group Attachment A_E4.5
E4.6 Report and Workplan of the ATPCO-IATA JointTax Governance Attachment A_E4.6
Group (AITGG) under the Pay-Account Standards Board

Pay-Account Standards Board Items
Item E1
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Item E1: Report of the Pay-Account Standards Board (PASB)

Return to Main Contents Page | Return to Section E Contents Page
Submitted by: Myriam Burget, Chair of the PASB
Altug Meydanli, [Senior Manager, Pay-Account Standards], Secretary of the PASB
Background
The PASB is established under paragraph 2.3.4 of Resolution 009
2.3.4 Pay–Account Standards Board
The Pay–Account Standards Board manages the development of standards concerning any interaction between
airlines and any other parties for the purpose of managing financial processes supporting the delivery of passenger
services to the extent these are developed under the Passenger Services Conference.
This includes but is not limited to payment, settlement data exchange standards, and other related financial data
exchange standards.
Members of the Pay Account Standards Board

1 Air China Wei Tian 1 November 2018
2 Air Canada Christian Isford (resigned Aug 2020) 1 November 2018
3 Air France Jerome Boyer 1 November 2018
4 American Airlines Mary Beth McDonald 1 November 2018
5 British Airways Gyorgyi Szantner 1 November 2018
6 Cathay Pacific Airways Barry Tse 1 November 2018
7 Delta Airlines Mark Manhan 1 November 2018
8 Emirates Rukhsana Pawane 1 November 2018
9 Etihad Airways Ivan Colaco 1 November 2018
10 KLM Merle van der Storm (resigned Sep 2020) 1 November 2018
11 Korean Air Sang Jun Lee 1 November 2018
12 LATAM Airlines Marcela Figueroa 1 November 2018
13 Lufthansa German Airlines Nadine Goebbels 1 November 2018
14 Qantas Konda Reddy 1 November 2018
15 Singapore Airlines Boon Siong Ong 1 November 2018
16 Swiss International Airlines Myriam Burget 1 November 2018
17 Turkish Airlines Bilal Ismail Yalmanbaay 1 November 2018
18 United Airlines Susan Wade 1 November 2018

Chair: Myriam Burget from Swiss International Airlines
Vice-Chair: Jerome Boyer from Air France.
Under the terms of Resolution 009, these officers will hold these positions for a period of 3 years ending on 1 November 2021.
Pay-Account Standards Board (PASB) activities in 2020

Between November 2019-July 2020 PASB had 4 Conference Call and 1 face to Face Meeting. The key highlights of the PASB
Meeting and Conference Calls are summarized below;

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• PASB endorsed the creation of IATA-ATPCO Tax Governance Group to coordinate ticket tax, fees and charges
issues within different IATA domains including TTBS/RATD, reservations, pricing, ticketing, sales reporting, interline
billing.
• PASB together with IATA organized the first PASB Advisory Forum Meeting on 15th of November 2019.
• PASB agreed that the upgrading BSP DISH (Data Interchange Specifications Handbook) with mandatory full DISH
Revision is extremely costly for IATA, Airlines as well as GDSs and it takes a long time and effort however highlighted
that the past experiences proved even that though the industry takes the burden of upgrading DISH with a full
Revision, some system providers may not implement some important enhancements that were approved by BDISG.
Therefore PASB decided that DISH Revision 23 that went live at end of 2019 will be last mandatory DISH Revision
and future full DISH Revisions and standards activity will only be required for regulatory purposes and any future
changes in DISH that turns necessary will be managed by non-mandatory DISH Bulletins and DISH Releases. IATA
informed BDISG about this PASB decision.
• PASB endorsed the creation of an IBS OPS WG (Interline Billing and Settlement Operations Working Group) taskforce
to work on the Settlement part of the Future of Interline Project. IBS OPS Future of Interline (Settlement) taskforce
had its kick-off meeting in January 2020 however as the Future of Interline Project was deferred in 2020 due to
COVID-19 the taskforce activities were also deferred in 2020.
• Each Group reporting to PASB proposed reprioritization of their workplan for 2020 due to COVID-19 and PASB
endorsed the reprioritization requests of each group reporting to PASB.
• PASB endorsed various CR (Change Request) proposals of Customer Payment Group and Settlement with Orders
Group for the new IATA Messaging Standards Release.
• PASB endorsed the TIP Upfront Validation API which provides the Airline Industry and relevant stakeholders an API
(Webservice) to implement real-time validations at pre-ticketing stage.
• PASB endorsed BSP NDC API 1-Agent Validation for NDC Airlines reporting in the BSP. In the NDC/One Order
distribution channel, the airline is in control of the offer management, of the order management and of the
transaction issuance. The airline no longer relies on external system providers for the validation of agency data and
agency risk management data.
• PASB endorsed BSP NDC API 2-Real Time Sales Monitoring which enable Airlines to send real times sales monitoring
data for BSP risk management purpose.
• PASB decided to include NDC direct transactions in the payment fraud data collection metrics. PFPG (Payment Fraud
Prevention Group) has added the NDC direct sales metrics to the existing KPIs.
• PASB requested PFPG (Payment Fraud Prevention Group) to work on NDC Identity Fraud and keep NDC Identity
Fraud and NDC Card Fraud items as two separate items.
• PASB endorsed the IATA Fraud Whitepaper.
• PASB requested PFPG (Payment Fraud Prevention Group) to work on the Voucher Fraud topic as a priority topic with
the aim of creating a best practice document for the voucher fraud.
• PASB approved the revised RP 1791d- Payment Card Industry Data Security Standards (PCI DSS) Compliance to
reflect the European Union regulatory requirement that card transactions to be performed with Strong Customer
Authentication (SCA).
• IATA TTBS team informed PASB that since the beginning of the COVID-19 Crisis, IATA has noticed that the
information provided by member airlines on the applicable rates of TFCs (Taxes, Fees and Charges) to the IATA TTBS
has decreased in certain instances and stressed the importance of the timely submission of TFCs to IATA for the
correct application of TFC rates. PASB fully supported IATA TTBS on this and suggested TTBS to contact one to one
with the related airlines.
• PASB endorsed various amendments to DISH Revision 23 Standards reflected in a new DISH Update Bulletin
Publication 2020/1, declared effective 1 August 2020.

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• PASB approved on 20th August 2020 the following change requests/ enhancements for IATA Message Standards
Release 20.2;
o Document the Elements: The CPG (Customer Payment Group) proposal to clean up messages and fix
defects and propose unused elements for deprecation in future versions. This work contributes to future
work investigating the use of Common Types.
o Secure Customer Authentication: The CPG (Customer Payment Group) proposal to ensure Secure
Customer Authentication using 3DS 2.x is supported in the latest version of the schema before regulatory
change in EEA (European Economic Area) comes into effect in 2021.
o Secure Customer Authentication Backport: The CPG (Customer Payment Group) proposal to provide back-
port guidance for implementors seeking to provide secure customer authentication using 3DS 2.x using
previous versions of the schema.
o SwO (Settlement with Orders) Clearing Notification: Change in the Functional Model of SwO to have one
Clearing Class that will have the choice between Remittance Payer or Settlement Payee. The XSD schemas
for Remittance Transfer Notification and Settlement Transfer Notification will be deleted and new XSD
schema will be created – Clearing Notification.
o SwO (Settlement with Orders) Implementation Guide Revision
o NDC EasyPay Direct Authorisation API: Using this API an airline can verify if an agency (identified by its IATA
number) is able to support an EasyPay financial transfer via the state of a transaction authorisation
resource.
For further information about PASB activities please contact with the IATA PASB Secretary: meydanlia@iata.org
Action

Item E1.1
1 of 1
Item E1.1 Pay-Account Standards Advisory Forum

First PASB Advisory Forum Meeting was conducted on 15th November 2019 in Madrid.
Settlement with Orders (SwO) topic was discussed as a focus topic with detailed presentations and discussions.
Other topics that were discussed during the PASB Advisory Forum are;
• Customer Payment Group Update- NDC & One Order-Payment Related CRs (Change Requests).
• EU PSD2 and SCA (Strong Customer Authentication) Compliance,
• TIP (Transparency in Payments) API Update,
• NewGen ISS (New Generation of IATA Settlement Systems) Project Update,
• DISH 23 Project Update.
• Future of Interline Project Update
The 2nd PASB Advisory Forum Meeting is planned as a Virtual event in November 2020
Action

Pay Account Standards Board Items
Item E2
1 of 2
Item E2: Endorsement of elections for open positions on Pay-

Account Standards Board
Submitted by: Altug Meydanli, Senior Manager, Pay-Account Standards, Secretary of the Pay-Account Standards Board
Background
New nominations


1 Air China Wei Tian 1 November 2018
2 Air Canada TBA 1 November 2018
3 Air France Jerome Boyer 1 November 2018
4 American Airlines Mary Beth McDonald 1 November 2018
5 British Airways Gyorgyi Szantner 1 November 2018
6 Cathay Pacific Airways Barry Tse 1 November 2018
7 Delta Airlines Mark Manhan 1 November 2018
8 Emirates Rukhsana Pawane 1 November 2018
9 Etihad Airways Maryam Bin Musabbah 1 November 2018
10 KLM TBA 1 November 2018
11 Korean Air Sang Jun Lee 1 November 2018
12 LATAM Airlines Marcela Figueroa 1 November 2018
13 Lufthansa German Airlines Nadine Goebbels 1 November 2018
14 Qantas Konda Reddy 1 November 2018
15 Singapore Airlines Boon Siong Ong 1 November 2018
16 Swiss International Airlines Myriam Burget 1 November 2018
17 Turkish Airlines Bilal Ismail Yalmanbaay 1 November 2018
18 United Airlines Susan Wade 1 November 2018

Item E2
2 of 2

standards@iata.org.
Action

Item E3
1 of 2
Item E3: Delegation of authority to the Pay-Account

Standards Board
Background
2.6.4.2 Proposals to amend standards endorsed by the Board will be submitted for formal adoption by the Conference
except where the Conference delegated the authority to establish standards to the Board. Where delegated authority has
been granted to the Board (as described in Paragraph 2.7), the Board may issue the standard on their own authority.
2.7.1 The Conference may delegate authority to any Board (or any combination of Boards) to adopt non-binding standards
without an action by the Conference itself providing:
2.7.2 Unless referenced explicitly within a Resolution, such authority will only be granted for a maximum of one year, after
which point it must be renewed by the Conference. Such authority may be renewed as many times as required.
2.7.3 Guidance of such delegated authority will be published by IATA within the next Passenger Services Conference
Resolution Manual issued after the delegated authority is adopted.

The Board requests delegation from the Conference to adopt changes made to the following data exchange standards
(under the concurrent process for development and adoption of data exchange standards with the Architecture and
Technology Strategy Board), and the corresponding business standards contained within Implementation Guides.
1. BSP NDC API 1 for NDC Airlines reporting in the BSP- Agent Validation: In the GDS BSP traditional model, the
GDS/TSP collects from IATA in an automated way the Ticketing Authority File and the Ticketing Authority by FOP file
every hour (push method from BSPlink to each system provider). The source data for the generation of these files is
IATA’s BSPLink. It gathers data from the IATA Agency Management System (AMS) and ticketing authority data given to
agents by airlines and maintained by airlines in BSPLink. With this information, the GDS/TSP will activate/restrict an
Agent’s capability for transaction issuance based on IATA instructions.
In the NDC/One Order distribution channel, the airline is in control of the offer management of the order management
and of the transaction issuance. The airline no longer relies on external system providers for the validation of Agency
data and Agency risk management data.
2. BSP NDC API 2 - Real Time Sales Monitoring (RTSM): IATA API to enable Airlines to send real times sales monitoring
data for BSP risk management purpose.
In the GDS BSP traditional model, the GDS/TSP report in a real-time manner, through XML messaging, 11 elements of
sales instantly to IATA as quickly as the GDS transactions have been issued. This comes in addition to the submission of
a BSP RET batch file daily containing all sales data (DISH standard).

Item E3
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The RTSM messaging enables IATA to detect, through its risk monitoring engine, any sudden / abnormal sales increase
as well as any behaviour or pattern of form of payment usage (from Cash to credit card, from credit card to Cash). With
the implementation of NDC sales for IATA travel agents and for the BSP processing, most NDC airlines are reporting on
a daily basis an equivalent DISH file comprising all NDC sales data of last business day.
3. Transparency in Payment (TIP) Upfront Validation API: The TIP Upfront Validation provides the Airline Industry
relevant stakeholders an API (Webservice) to implement real-time validations at pre-ticketing stage. Based on a
standard way of request/responses these can perform validation of payment cards used by IATA Accredited Agents
against TIP consent database (Agents ‘Own Cards and Alternative Transfer Methods).
4. NDC Easypay Direct Authorization API: Using this API an airline can verify if an agency (identified by its IATA number) is
able to support an EasyPay financial transfer via the state of a transaction authorisation resource
The Conference should also note the delegation already provided within existing Recommended Practices 1791e and
1791f, which allow the Pay Account Standards Board to develop and adopt changes to the Card Fraud Prevention Best
Practices and the Frequent Flier Program Fraud Prevention Best Practices separately. These best practice guides are non-
binding.
Action
Conference to endorse this delegation of authority.

Item E4
1 of 2
Item E4: Groups active under the Pay-Account Standards

Board
Submitted by: Altug Meydanli, Senior Manager, Pay-Account Standards, Secretary of the Pay-Account Standards Board.
(meydanlia@iata.org)
Background
meetings.
3.1.5 A Group should be established where there is a requirement to perform actual development activity across a specific area
of standards. This may be established on the basis of a discrete function, or an existing body of standards that require an
identifiable area of expertise. The structure of Groups should maximize efficiency and reduce duplication.
The Pay-Account Standards Boards had the following Groups active during 2020.
Group name Scope

Billing and Settlement Plan (BSP) Data Interchange Deals with matters concerning the development and
Specifications Group (BDISG) maintaining data interchange specifications for the
exchange of passenger ticketing and related data between
Billing and Settlement Plan (BSP) business partners.
Customer Payment Group (CPG) Deals with matters concerning passenger payment and
financial processes related with customer payment
including the associated business requirements, and within
the scope of IATA resolutions.
Settlement with Orders Group (SOG) Deals with all aspects of financial settlement between two
parties – payer and payee – where at least one of the parties
is an airline, and within the scope of IATA resolutions.
Payment Fraud Prevention Group (CFPG) Deal with matters concerning the annual validation and the
update of Fraud Prevention Best Practices, including the
associated business requirements.
Frequent Flyer Program (FFP) Fraud Prevention Group (FFP Deal with matters concerning the annual validation and the
FPG) update of the FFP Fraud Prevention Best Practices,
ATPCO-IATA Joint Tax Governance Group (New Group as Deals with coordinating TFC (Tax, Fees and Charges) issues
January 2020) within different IATA and ATPCO domains including
TTBS/RATD, reservations, pricing, ticketing, sales reporting,
interline billing. Has a dual reporting to PASB (Pay-account
Standards Board) and ATPCO Council.

Item E4
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The Board has endorsed the continuation of all groups except the Transparency in Payments Group (TIPG) for a further 12
months, from 1 November 2020. The Board decided to close TIPG (Transparency in Payment Group) as TIPG does not have
any work plan for the next 1 year.
The Terms of Reference of the Groups are provided as Attachments to this item as follows.

Billing and Settlement Plan (BSP) Data Deals with matters concerning the A_E4
Interchange Specifications Group development and maintaining data
(BDISG) interchange specifications for the
exchange of passenger ticketing and
related data between Billing and
Settlement Plan (BSP) business
partners.
Customer Payment Group (CPG) Deals with matters concerning B_E4
passenger payment and financial
processes related with customer
payment including the associated
business requirements, and within the
scope of IATA resolutions.
Settlement with Orders (SOG) Deals with all aspects of financial C_E4
settlement between two parties –
payer and payee – where at least one
of the parties is an airline, and within
the scope of IATA resolutions.
Payment Fraud Prevention Group Deal with matters concerning the D_E4
(PFPG) annual validation and the update of
Fraud Prevention Best Practices,
requirements.
Frequent Flyer Programs Fraud Deal with matters concerning the E_E4
Prevention Group annual validation and the update of a
(FFP FPG) set of FFP Fraud Prevention Best
Practices, including the associated
ATPCO-IATA Joint Tax Governance Deals with coordinating TFC (Tax, F_E4
Group Fees and Charges) issues within
different IATA and ATPCO domains
including TTBS/RATD, reservations,
pricing, ticketing, sales reporting,
interline billing.
Action
The active groups are established under the authority of the Board and are presented for the Conference to note.

Item E4
Attachment A_E4
1 of 3
Attachment A_E4: Terms of Reference: BSP Data Interchange

Specifications Group (BDISG)
Group name BSP DATA INTERCHANGE SPECIFICATIONS GROUP (BDISG)
Reports to Pay Account Standards Board
Role / Mandate 1. Deals with matters concerning the development and maintaining data
interchange specifications for the exchange of passenger ticketing and
related data between Billing and Settlement Plan (BSP) business partners.
2. Review and endorse proposals to create or amend standards to develop
and document suitable technical solutions for the provision of BSP related
data, for publication in the BSP Data Interchange Specifications Handbook
(DISH) and ensure that those technical solutions align with existing
standards.
3. Develop and document suitable technical solutions for the provision of
BSP related data, for publication in the DISH.
4. Propose realistic implementation schedules for changes to the DISH
standards.
5. Where practical, BDISG will take into account business requirements of
BSP business partners.
- PSC Resolution 750 Attachment A - BSP Data Interchange Specifications
Handbook.
7. Liaise with other process owning groups under the PSC, and advisory
groups under Industry Committees as required, including the PAPG
(Passenger Agency Programme).
8. Maintain a work plan and report regularly to PASB
9. Develop and endorse other standards as directed by the PASB
Period of effectiveness The group is effective from 1 November 2020 to 1 November 2021 and will be
renewed subject to the approval of the PASB.
The meetings of the BDISG are open to all IATA Member airlines and to those
BSP business partners within the IATA Strategic Partnerships programme that
provide agent reporting data (RET) to a BSP,
Revenue Accounting system providers authorized by at least one BDISG

Member airlines and being part of the IATA Strategic Partnerships programme,
Observers
meeting as an observer, and access any materials from meetings

Item E4
Attachment A_E4
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BSP business partners within the IATA Strategic Partnerships programme that
provide agent reporting data (RET) to a BSP.
Meetings The agenda of any face to face meeting will be posted at least 14 days before
the meeting, and minutes will be published within 30 days following the
Member airlines.
Meetings will be scheduled (as required by the work plan and in concurrence
with the secretary), of which 1 face to face meeting is expected.
Working Groups The group may establish and disband temporary working groups to investigate
or develop proposals or achieve specific tasks on the Group’s work plan, in
Officers Chair and Vice-Chair will be elected from group Members. Only IATA member
airlines are eligible to be elected as Chair or Vice-Chair. The election will occur
Profile of delegates Named delegates should have current experience and day-to-day involvement
in the following areas;
a. BSP Data interchange specifications
b. DISH RET, HOT, CSI & CSP data formats
c. Passenger Revenue Accounting rules and regulations
d. Passenger Revenue Accounting Systems
Quorum The IATA Secretary and no less than six IATA Member airlines and two BSP
business partners.
Voting The BDISG will act in the form of consensus in regard to proposals for
technical specifications and implementation timetables.

(Excluding the election of person meeting, or by online ballot
Chair and Vice-Chair).
Any Member airline may attend any meeting of any Group, and may participate
in any vote at meetings where they attend. Any Member airline may participate
in an online ballot by notifying the IATA Secretariat in advance. (Resolution 009,
paragraph 2.3.1).
Terms of Reference - Group Name, effective date range
4 of 4

Item E4
Attachment A_E4
3 of 3
Endorsement of standards Standards endorsed by a majority vote will be presented to the PASB for
approval.
Changes to data BSP Data interchange specification standards require

endorsement by the Passenger service Conference (PSC)

BDISG requires endorsement by the owning group and adoption at the

Item E4
Attachment B_E4
1 of 3
Attachment B_E4: Terms of Reference: Customer Payment Group (CPG)

Group name Customer Payment Group (CPG)
Reports to: Pay-Account Standards Board (PASB)
Role / Mandate Deals with matters concerning customer payment and financial processes related
with customer payment including the associated business requirements, provided
that they are related with IATA Resolutions.
Review and endorse proposals to create or amend standards governing customer
payment processes. Ensure that proposals align with existing standards.
Creating standards with the emerging forms of payments where PMWG will set the
criteria for creating or revising standards.
Development of customer payment standards relating to Orders and Settlement
with Orders Standards
While reviewing and endorsing proposals, liaise with other process owning groups
under FinAC (Fin-Dev, PMWG and IBS OPS WG)
Review and endorse proposals to amend: All Resolutions related with payment and
accounting such as Reso 787 and 797.
Maintain a work plan and report regularly to PASB
Develop and endorse other standards as directed by the PASB
Period of effectiveness The group is effective from 1 November 2020 to 1 November 2021 and will be
renewed subject to the approval of the PASB.
Participation To participate in the group, IATA airlines must either elect to be Members of the
group or participate as Observers.
Members
A minimum of 9, maximum of 18 airlines will be elected as Members.
The Airline members will represent a geographical spread as follows:

TC1 – Member Airlines Minimum 2, Maximum 6
Where nominations exceed available vacant positions, the PASB will elect members
into vacant positions.
Members will be elected for a minimum period of 12 months, subject to the group’s
mandate continuing.
Member airlines must commit to active participation of one named and suitably
The named delegate may be changed during term only when necessary.
Any organization who fails to attend:

• One meeting out of the two-annual face to face meetings OR
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Attachment B_E4
2 of 3
• Two calls out of four twice monthly calls

will forfeit their position on the group.
Observers
Any airline eligible for participation who is not a member may attend any meeting as
an observer and access any materials from meetings. They may also participate in
any vote when attending as an observer.
• IATA Strategic Partners
• Any other organizations in the field of customer payment and/or settlement
subject to the approval of the Chair and IATA.
Meetings Meetings will be scheduled as required by the work plan and in concurrence with the
secretary. Of these, 2 face to face meetings are expected per year, circumstances
allowing.
meeting, and minutes will be published within 30 days following the meeting. Such
Officers A Chair and Vice-Chair will be elected from group Members.
Only IATA member airlines are eligible to be elected as Chair or Vice-Chair. The
election will occur by simple majority.
The Chair and Vice-Chair will be elected for a maximum period of 12 months, subject
to the group’s mandate continuing.
Profile of delegates Named delegates should have current experience in the following areas;
a. Customer payment processes

b. Accounting and finance processes
c. Systems related with payment and accounting (such as ERP Systems,
Passenger Revenue Accounting Systems)
d. Payment and accounting parts of NDC and ONE Order programs.
Quorum The IATA Secretary and no less than six IATA Member airlines.
and Vice-Chair). Any required action to be voted on by the Group may take place at an in-person
meeting, or by online ballot
ballot by notifying the IATA Secretariat in advance. (Resolution 009, paragraph 2.3.1).

Endorsement of Standards endorsed by a 75% positive vote will be presented to the Pay-Account
standards Standards Board for approval, before presentation to the Conference for adoption
as required.

Item E4
Attachment B_E4
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Before being presented at the Conference as required, a smooth communication will

be established with related FinAC working groups, especially Fin-Dev and PMWG.

Item E4
Attachment C_E4
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Attachment C_E4: Terms of Reference: Settlement with Orders Group

(SOG)
IATA passenger standards and standards setting activities are established and managed by the Passenger Standards
Conference. IATA Resolution 009 sets the governance structure for developing and adopting standards within the
Passenger Standards Conference. The provisions of Resolution 009 always take precedence over these Terms of
Reference.
Group name Settlement with Orders Group (SOG)
Reports to Pay-Account Standards Board (PASB)
Role / Mandate 1. Deals with all aspects of financial settlement between two parties –
payer and payee – where at least one of the parties is an airline, and
within the scope of IATA resolutions.
2. Gather information about and review exiting business processes

related to settlement and financial accounting practices.
3. Review and endorse proposals to create new Order based

settlement standards.
4. Create Order based settlement standards that will be agnostic in

nature, with regards to the parties settling and the payment method.
5. While reviewing and endorsing proposals, liaise with other process

owning groups to pursue changes to existing standards they
manage that will have effect on the settlement process.
6. Review and endorse proposals to amend all Resolutions related with

Order based settlement, payment and accounting.
7. Maintain a work plan and communicate it regularly.
8. Any standard that is proposed by this group shall take into

consideration upcoming new technologies in the area of settlement,
such as Blockchain and AI.
Period of effectiveness The group is effective from 1 November 2020 to 1 November 2021 and will
be renewed subject to the approval of the PASB.
Members of the group shall be IATA member airlines.
Minimum 12, maximum 21 members. Sellers nominated by the airlines can be

invited as observers for a specific topic.
Geographical spread for the Airline members:

Item E4
Attachment C_E4
2 of 4
Where nominations exceed available vacant positions, the PASB will elect
members into vacant positions.
Members will be elected for a minimum period of 12 months, subject to the

group’s mandate continuing.
Member airlines must commit to active participation of one named and

necessary.
The delegate must be familiar with the settlement process, knowledgeable of

their internal financial accounting process and have technical knowledge
with regards to their financial systems and how they interact with their
distribution and order management systems.
Any organization who fails to attend 2 meetings (including scheduled

telephone calls without providing an alternate) will forfeit their position on
the group.
Observers
Any airline eligible for participation who is not a member may attend any
meeting as an observer and access any materials from meetings. They may
also participate in any vote when attending as an observer.
• Or any other organizations subject to the approval of the Chair and

IATA.
Meetings The agenda of any face to face meeting will be posted at least 14 days
the meeting. Such documentation (together with a record of attendees, and
the outcome of any voting action including individual votes) will be visible to
all Member airlines.
Meetings will be scheduled (as required by the work plan and in concurrence
with the secretary), of which 3 face to face meetings are expected.
Profile of delegates Named delegates should have current experience in the following areas;
a. Sales payment processes.

Item E4
Attachment C_E4
3 of 4
b. Accounting and finance revenue recognition policies. Recognising

of revenue, accounting postings, and earnings.
c. Systems related with payment and accounting (such as ERP

Systems, Passenger Revenue Accounting Systems).
d. Payment and accounting parts of NDC and ONE Order programs.
e. Order Management Systems interaction with financial systems.
f. Shall have XML software to open and read XML messages.
Quorum The IATA Secretary and no less than five IATA Member airlines.
Voting The SOSG will accept with majority vote proposals for technical
specifications, implementation guidelines, standard changes and changes in
(Excluding the election of Chair project timeline.
and Vice-Chair).
person meeting, or by online ballot
advance.
Endorsement of standards Standards endorsed by a majority vote will be presented to the PASB for
approval.

SOG requires endorsement by the owning group and adoption at the
Before being presented at the Conference as required, a smooth

communication will be established with related FinAC working groups,
especially FinDev and PMWG.

Item E4
Attachment D_E4
1 of 3
Attachment D_E4: Terms of Reference: Payment Fraud Prevention Group

(PFPG)
Group name Payment Fraud Prevention Group (PFP Group)
Reports to Pay Account Standards Board
Role / Mandate 1. Deal with matters concerning the annual validation and the update of a set
of CNP Fraud Prevention Best Practices, including the associated business
requirements.

these processes. Ensure that proposals align with existing standards and
requirements and are documented with a corresponding change to
3. Annually review and endorse proposals to amend:
a. Payment Fraud Prevention Best Practices Resolution
advisory groups under Industry Committees including FinAC and PMWG as
required.
5. Maintain a work plan and report regularly to Pay-Account Standards

Board.
Participation To participate in the group, organizations must be IATA Members, and

participants must commit in writing their willingness to be Members of this
group or participate as Observers.
Members
Minimum 9, maximum 18 organizations will be elected as Members, of which

9 must be IATA Member Airlines.
Ideally each of the 5 geographic regions should be represented in this group:

Europe, MEA, Asia Pacific,
N.Asia, The Americas (including US and CA). Should participants from any of
these regions not be interested to participate, this will not constitute a road
blocker in the development and progress of the works of this group.
Where nominations exceed available vacant positions, the Pay-Account

Standards Board will elect members into vacant positions.

mandate continuing.

Item E4
Attachment D_E4
2 of 3

necessary.
The named delegate can appoint a proxy from within their organization to
attend meetings on their behalf under exceptional circumstances that the
Group Chair and Vice-Chair should be aware of. In this case the named
delegate should indicate and agree with his/her proxy of their organization
standpoint regarding all
agenda items and should be able to vote on their organization behalf. Any
organization who fails to attend 2 consecutive meetings (including
scheduled telephone calls) will forfeit their position on the group.
Observers
Organizations eligible for participation as Observers, may only access

materials relevant to the meeting topics they have attended by invitation
only, may take an active part in those calls and meetings where they have
attended by invitation only, but are not allowed to vote.
Airline Observers may:
• access any materials from meetings
• not vote
• be part of our calls and meetings
Eligibility for Participation as IATA Member Airlines, A4A Member Airlines, FinAC
Members
and PMWG Airlines
Or any other organizations, subject to the approval of the
Chair and IATA.
Eligibility for Participation as Eligible as Observers are the following organization categories: Airlines,
Observes TA/OTAs, IATA Strategic Partners participating in the Fraud Prevention
Program, Law Enforcement Authorities and Card Schemes, subject to
approval of the Group Chair and Vice-Chair and to specific conditions:
• Observers from all categories shall attend only upon request and when
invited by the Group Chair/ Vice-Chair to relevant meeting Agenda topics.
• Airline Observers only can keep this status for 24 months. After this
timeframe they can either become Group Members or leave the Observer
seat open to another willing Airline.
• Airline Observers cannot renew this status after the initial 24 months. In
terms of Eligibility for participation as Observers, no other conditions shall
apply than the ones stated above.
Meetings Monthly meetings will be scheduled (as required by the work plan and in
concurrence with the secretary), of which two meetings per year are
expected to be face-to-face.

Item E4
Attachment D_E4
3 of 3
member airlines are eligible to be elected as Chair or Vice-Chair. The
election will occur by simple majority. The Chair and Vice-Chair will be
elected for a maximum period of 24 months, subject to the group’s mandate
continuing.
All organizations who are Members of the group will be eligible to vote for the
involvement in the following areas Payment and Card Fraud Prevention
Quorum Quorum of 25% of Members is required for a meeting/ call to be held.
Voting Decision making is by majority vote of IATA Member Airlines participating in

counted.
(Excluding the election of Chair Any required action to be voted on by the Group may take place at an in-
and Vice-Chair). person meeting, or by online ballot. Any Member Airline may attend any
meeting of any Group and may participate in any vote at meetings where
they attend. Any Member Airline may participate in an online ballot by
notifying the IATA Secretariat in advance. (Resolution 009, paragraph 2.3.1).
airlines.
A minimum of 50+1% votes is required for a decision to be valid.
Endorsement of standards Standards endorsed by a majority vote will be presented to the Pay-Accounts
Board for approval. Changes to data exchange standards require
endorsement by the Architecture and Technology Strategy Board under the
provisions of Resolution 009. Change to any other Resolution or
Recommended Practice requires endorsement by the owning group and
adoption at the Conference as required. Before being presented at the
Conference as required, changes will be presented FYI to FinAC and PMWG.
The outcome of the Conference will also be presented FYI to FinAC and
PMWG.

Item E4.4
Attachment E_E4
1 of 3
Attachment E_E4: Terms of Reference: Frequent Flyer Programs Fraud

Prevention Group (FFP FPG)
Reference.
Group name Frequent Flyer Programs Fraud Prevention Group (FFP FP Group)
Reports to Pay-Account Standards Board
Role / Mandate 1. Deal with matters concerning the annual validation and the update of a set of FFP
Fraud Prevention Best Practices, including the associated business requirements.
2. Review and endorse proposals to create or amend standards governing these

processes. Ensure that proposals align with existing industry standards and that
3. Annually review and endorse proposals to amend:
a. FFP Fraud Prevention Best Practices Resolution
4. Liaise with other process owning groups under any Conference, and advisory groups
under Industry Committees including Fin-Dev, FinAC and PMWG as required.
5. Maintain a work plan and report regularly to PASB (Pay-Account Standards Board).
Period of The group is effective from 1 November 2020 to 1 November 2021 and will be renewed
effectiveness subject to the approval of the PASB.
Participation To participate in the group, organizations must be in general IATA Members, and
participants must commit in writing their willingness to be Members of this group or
participate as Observers.
Members
Minimum 9, maximum 18 organizations will be elected as Members, of which 9 must be

IATA Member Airlines
Ideally each of the 5 geographic regions should be represented in this group: Europe,
MEA, APac, N.Asia, and the Americas (including US & CA). Should organizations from
any of these regions not be interested to participate will not constitute a road blocker in
the development and progress of the works of this group.
Where nominations exceed available vacant positions, the Pay-Account Standards

Members will be elected for a period of 2 years, subject to the group’s mandate
continuing.
Member organizations must commit to active participation of one named and suitably
qualified delegate for a minimum of 24 months

Item E4.4
Attachment E_E4
2 of 3
The named delegate may be changed during term only when absolutely necessary (i.e.
position change/ abolishment).
The named delegate can appoint a proxy from within their organization to attend
meetings on their behalf under exceptional circumstances that the Group Chair and
Vice-Chair should be aware of. In this case the named delegate should indicate and
agree with his/her proxy of their organization standpoint regarding all agenda items and
should be able to vote on their organization behalf.
Any organization who fails to attend 2 consecutive meetings (including scheduled

telephone calls) will forfeit their position on the group.
Observers
Participation as Observers is subject to specific conditions:
IATA SPs shall be invited only based on the Group needs and the Agenda submission.
Should Agenda items concern IATA SPs, the Group Members may invite them to join
either a physical meeting or a call.
Group Members shall decide what documents to be shared with IATA SPs. As a general
rule, the complete Agenda minutes shall not be shared with IATA SP Observers, except
for those Agenda items which they have attended and/or have been actively involved.
Airline Observers may access any materials from meetings.
Airline or IATA SP Observers may not vote.
Airline or IATA SP Observers may choose not to be part of the Group works/ meetings/
calls.

Participation as
members Or any other organization, subject to the approval of the Chair and IATA.
Eligibility for Eligible as Observers are the following organization categories: Airlines and IATA
participation as Strategic Partners (SPs) participating in the Fraud Prevention Program, subject to
Observers specific conditions:
Airlines shall be eligible for participation as Observers after a simple Group vote:
majority +1 from the FFP Working Group Members.
IATA SPs shall be eligible for participation as Observers after an unanimous vote from
the FFP Working Group Members.
Airline Observer seats shall be limited to max. 5 or 25% of the Group quorum.
Airline Observers can keep their status for 24 months. After this timeframe they can
either become Group Members (if seats are available) or leave the Observer seat open
to another willing Airline.
Airline Observers cannot renew this status after the initial 24 months.
Airline Observers may:
• access any materials from meetings
• not vote
• chose or not to be part of the Group works/ meetings/ calls.

Item E4.4
Attachment E_E4
3 of 3
In terms of Eligibility for Participation as Observers, no other conditions shall apply than
the ones stated above
Meetings Monthly meetings will be scheduled (as required by the work plan and in concurrence
with the secretary), of which two meetings per year are expected to be face to face.
develop proposals or achieve specific tasks on the Group’s work plan, in concurrence
with the secretary.
Officers A Chair and Vice-Chair will be elected from group Members. Only IATA member airlines
are eligible to be elected as Chair or Vice-Chair. The election will occur by simple
majority. The Chair and Vice-Chair will be elected for a maximum period of 24 months,
subject to the group’s mandate continuing.
All organizations who are Members of the group will be eligible to vote for the election
Frequent Flyer Programs Fraud Prevention (i.e. senior Fraud Investigators, Fraud
Prevention Senior Analysts, etc).
Quorum A quorum of 25% of members is required for a meeting to be held.
Voting Decision making is by majority vote of IATA Member Airlines participating in the vote.
Any required action to be voted on by the Group may take place at an in person
(Excluding the meeting, or by online ballot.
election of Chair
and Vice-Chair). Any Member Airline may attend any meeting of any Group, and may participate in any
vote at meetings where they attend. Any Member Airline may participate in an online
ballot by notifying the IATA Secretariat in advance. (Resolution 009, paragraph 2.3.1).
The agenda of any Group meeting will be posted at least 14 days before the meeting,
and minutes will be published within 30 days following the meeting. Such
A minimum of 50+1% votes is required for a decision to be valid.
Endorsement of Standards endorsed by a majority vote will be presented to the Pay-Accounts Board for
standards approval.

Change to any other Resolution or Recommended Practice requires endorsement by

the owning group and adoption at the Conference as required.
Before being presented at the Conference as required, changes will be presented FYI
to FinAC and PMWG. The outcome of the Conference will also be presented FYI to
FinAC and PMWG.

Item E4.4
Attachment F_E4
1 of 2
Attachment F_E4: Terms of Reference: ATPCO-IATA Joint Tax

Governance Group (AITGG)
Group name ATPCO-IATA Joint Tax Governance Group
Reports to IATA Pay-Account Standards Board (for IATA standards Resolution 785:
Collection of Government or Airport imposed Tax, Fees and Charges (TFCs))
ATPCO Advisory Council (AAC) (Get Alignment of functionality /Standards
for Airlines)
Role / Mandate 1. Coordinate TFC issues within different IATA domains
including TTBS/RATD, reservations, pricing, ticketing, sales
reporting, interline billing. Ensure open communication with
all related IATA Industry Groups, such as Industry Taxation
Working Group (ITWG), Interline Billing and Settlement
Operations Working Group (IBS OPS WG).
2. Responsible for identifying differences between distribution
and revenue accounting and proposing solutions to the
related IATA WGs.
3. Supporting the IATA rejection reduction initiative on TFCs,
identifying the reasons for TFC rejections and recommending
concrete solutions to IBS OPS WG and contributing to
applicable rejection reduction and efficiency initiatives.
4. Assessing and addressing complex taxes where tax
application or tax remittance is not possible within existing
processes and standards and developing an industry
solution/work around.
5. Advising the PASB on matters related with the IATA TTBS and
advising ATPCO on automated, 'parameterized' TFCs.
6. Propose changes to industry standards to facilitate for
collection and reporting of TFCs within the enhanced
distribution processes.
7. Maintain an annual work plan and report regularly to Pay-
Account Standards Board and to ATPCO Advisory Council
(AAC)
Eligibility for Participation & ATPCO, IATA Member Airlines, IATA SMEs, IATA SPs (Revenue Accounting
Members and Pay-Account SPs)
Eligibility for Participation as Any other organization, subject to the approval of ATPCO, the Chair and
Observers IATA.
Meetings TBD

Item E4.4
Attachment F_E4
2 of 2
Officers A Chair (Airline) and Vice-Chair (SPs) will be elected from group Members.
The election will occur by simple majority. The Chair and Vice-Chair will be
elected for a maximum period of 24 months, subject to the group’s mandate
continuing.
All organizations who are Members of the group will be eligible to vote for
A secretary will be provided by ATPCO Management.
Profile of delegates
Named delegates should have current experience in the any of the following
areas:
g. Revenue Accounting
h. Interline Accounting
i. Indirect Taxation
j. Distribution
k. Pricing Automation
l. GDSs
Quorum A quorum of 5 Members is required for a meeting/ call to be held.
Voting Recommendation of the group is by simple majority vote of Members

present in the meeting. Each member may exercise only one vote, and
(Excluding the election of Chair abstentions are not counted.
and Vice-Chair).
A minimum of 50+1% votes is required for a recommendation to be carried
to the related bodies for decision.
Endorsement of standards If there are any suggestions for changing the IATA standards, the solution
will be proposed to the related IATA WGs first. If the related IATA WG
approves the suggestion, then this will be presented to the Pay-Accounts
Board for approval. The solution will finally be presented to the Passenger
Standards Conference (PSC) for approval.
If there are any suggestion to change ATPCO data standards, then a

business request will be raised, sponsored by a member airline, to be
prioritized through the ATPCO Industry Governance Model.

Resolution 009.
Changes to any other Resolution or Recommended Practice requires

required.

Item E4.1
1 of 2
Item E4.1: Report and Workplan of the Billing and Settlement

Plan Data Interchange Specifications Group (BDISG), under
the Pay-Account Standards Board
Submitted by: Carsten Kemper, Chair of the BDISG, under the Pay-Account Standards Board
Altug Meydanli, Senior Manager, Pay-Account Standards, Secretary of the BDISG
Background
The BDISG was established under the Pay-Account Standards Board with a mandate through to develop and maintain data
interchange specifications for the exchange of passenger ticketing and related data between Billing and Settlement Plan
(BSP) business partners.
Members of the BDISG


1. Lufthansa Carsten Kemper (Chair)
2. United Donna Jackson (Vice-Chair)
3. British Airways Kate Trepczynska
4. Air France Sitty Dada
5. American Airlines Cindy Clement
6. Delta Angie Munoz
7. Hahn Air Amisha Jhaveri
8. Japan Airlines Mizuki Aramata
9. KLM Frank Haring
10. Polish Lot Airlines Katarzyna Krakowska
11. Philippine Airlines Dina May Flores
12. SAS Signe Messeter
13. Singapore Airways Seet Siew Lin
14. Amadeus Alexandra Sorrentino
15. Travelport Phil Rendell
16. Sabre Michael Elderkin
17. SITA Jane Fuller
18. UATP Jamie Nix
Observer ARC James Keith & Phil Myers (Observer)
Observer ATPCO Michael Clay

Mr. Carsten Kemper from Lufthansa remains as Chair, and Mrs. Donna Jackson from United as Vice Chair of the BDISG. Under
the Terms of Reference of the Group, these officers hold their positions for 2 years, subject to continued involvement in the
group. elected as BDISG Chair for one more term.

Item E4.1
2 of 2
BDISG Activity
The annual face to face BDISG Meeting was conducted on 15-17 September 2019 in Singapore.
BDISG endorsed various amendments to DISH Revision 23 Standards (approved by PASB and PSC) reflected in a new DISH
Update Bulletin Publication 2020/1, declared effective 1 August 2020. The summary of amendments in DISH Revision 23
Update Bulletin 20120/1 are highlighted below;
o Various RET Validation revisions suggested by the RET Validation Taskforce,
o Systematic inclusion of the POS Card Data Terminal Input Capability Indicator whose presence is mandated
by MasterCard and monitored by a data integrity programme backed by penalty for non-compliance,
o Addition of 3 new data elements for MasterCard, required in clearing for transactions which were performed
with 3DS EMV, 2 of them being monitored by a data integrity programme,
o Amending TDSD (3D Secure Card Authentication Information) element description to clarify it includes ‘3DS
and Additional Card Payment Information’,
o Revision of “Testing for a New BSP Procedure”,
o Clarification of Possible Values for CABI (Sold Passenger Cabin),
o Correction of a 3DS data element for VISA,
o Inclusion of 3DS Reference tables for Diners and for JCB,
o Inclusion of validation checks for EMSC (EMD Reason for Issuance Sub Code),
o Clarification of TOCA (Tax on Commission Amount) sign on ADM/ACM,
o Inclusion of a new optional record, EPP (Extended Payment Plan)
PASB agreed that the upgrading BSP DISH (Data Interchange Specifications Handbook) with mandatory full DISH Revision is
extremely costly for IATA, Airlines as well as GDSs and it takes a long time and effort however highlighted that the past
experiences proved even that though the industry takes the burden of upgrading DISH with a full Revision, some system
providers may not implement some important enhancements that were approved by BDISG. Therefore PASB decided that
DISH Revision 23 that went live at end of 2019 will be last mandatory DISH Revision and future full DISH Revisions and
standards activity will only be required for regulatory purposes and any future changes in DISH that turns necessary will be
managed by non-mandatory DISH Bulletins and DISH Releases. IATA informed BDISG about this PASB decision.
Due to the COVID-19 pandemic, the 2020 annual BDISG Meeting will be a digital meeting on 27 -28 October 2020 from 13:00-
16:00 CEST (Central European Time).
BDISG adoption of standards

BDISG approved The DISH Revision 23 Update Bulletin 2020/1 during the annual BDISG Meeting 2019 and after the PASB
and PSC approvals the DISH Revision 23 Update Bulletin 2020/1 Bulletin was published with the effective date of 1st August
2020.
Action

Item E4.1
Attachment A_E4.1
1 of 1
Attachment A_E4.1 Workplan of the BDISG

Number Topic and brief description Agenda Item / Meeting Active Action by
Ref. sub-group
1 Detailing the Description of Visa BDISG/16 N IATA
Specific Data in DISH
2 Detailing the Description of BDISG/16 N IATA

American Express Specific Data
in DISH
3 Removing the Reference to a RVAWG (RET Validation Y IATA, RVAWG

Non-existing Supplementary Advisory Working Group
Card Document Conference Call
(September 2020)
4 CPUI (Coupon Use Indicator) BDISG/15 Y IATA, RVAWG

Validation Amendment
5 Net Reporting Elements/ BDISG/15 Y IATA, RVAWG

Validation Amendments
6 Removal of Explicit List of BDISG/15 N IATA, Amadeus,

Allowable Characters RVAWG
7 Creation of BDISG Working BDISG/13 N BDISG

Group for Reporting BSP Market
Specifics
8 Discussion for the Reporting of New N BDISG

EMD to e-ticket Exchange
9 Ticket Reissues with Residual BDISG/15 N BDISG

Value EMD
10 IATA to share the recent Strong BDISG/15 N IATA & BDISG

Customer Authentication
updates and BDISG to discuss
the effects of SCA on DISH
Standards

Item E4.2
1 of 2
Item E4.2: Report and Workplan of the Customer Payment

Group (CPG), under the Pay-Account Standards Board
Submitted by: Marco Gronsveld, Chair of the Customer Payment Group, under the Pay-Account Standards Board
David Scannell, Manager, Enhance Distribution Standards, IATA Secretary of the Customer Payment Group
Background
The Customer Payment Group deals with matters concerning passenger payment and financial processes connected with
customer payment including the associated business requirements as they relate to IATA Resolutions. The Group reviews
and endorses proposals to define or modify business requirements and to create or amend standards governing these
requirements. The group also ensures that any proposals relating to customer payment practice align with existing standards
where appropriate. The group remit also encompasses the development of new standards relating to customer payment
whilst liaising with other process owning groups under IATA FinAC (Fin-Dev, PM WG and IBS OPS WG etc.). Reviews and
endorses proposals to amend all Resolutions related with payment and accounting (such as Resolution 787 and 797),
maintains a work plan and reports regularly to PASB. Develops and endorses other standards as directed by the PASB.
This year the Customer Payment Group had been working through the items prioritized by the Pay-Account Standards Board,
and as requested by the Members and Participants of the Group. Due to the impact of Covid 19 on the industry, a
reprioritization took place in April 2020 due to a significant reduction in availability of group members to contribute to
standards development. Despite the reprioritization, the group managed to complete three major pieces of work:
Members of the Customer Payment Group

The Terms of Reference of the Group allowed for a core membership of 16 delegates from airlines who have committed to
active participation in standards development relating to customer payment. The current list of voting airline membership is
as follows:
Position Airline Member Delegate Name

1. Hawaiian Airlines Alejandro Garcia
2. Cathay Pacific Andy Lo
3. Qantas Brendan Sheldon
4. United Airlines Erik Stogo
5. Lufthansa Thomas Lindner
6. Finnair Heli Tapanen
7. Air Canada Henry Garcia Diaz
8. KLM Marco Gronsveld
9. British Airways Maxmilian Tichy
10. ANA Mitsue Sato
11. Turkish Airlines Nermin Azem Kiran
12. Air France Samantha GARJAH
13. Singapore Airlines Siew Lin Seet
14. Hahn Air Vicente Zepeda Cabral
In addition to airline members, there is active participation from a variety of technology providers as well as representation
from technology providers, card schemes and sellers across areas that benefit from multi-stakeholder input (for example,
Secure Customer Authentication work).

Item E4.2
2 of 2

Marco Gronsveld from KLM Royal Dutch Airlines remains Chair with Erik Stogo from United Airlines, Vice Chair of the
Customer Payment Group. Erik Stogo has expressed a desire to stand down in 2020 due to a change in responsibilities. A
ballot will open in time for the next CPG work session (November 2020 – November 2021).
Customer Payment Group Activity

Overview
This year the Customer Payment Group had been working through the items prioritized by the Pay-Account Standards Board,
and as requested by members and participants of the group. Due to the impact of Covid 19 on the industry, a reprioritization
took place in April 2020 due to a significant reduction in the availability of group members to contribute to standards
development. Despite the reprioritization, the group managed to complete three major pieces of work.
The Customer Payment Group meets twice a month via web conference to update on working group activity, prioritisation
and working group management. The group plans to meet face to face at least twice at group level within a work cycle.
2019/20 Face-To-Face Meetings

The Customer Payment Group met face to face twice in the 2019/2020 work session covering the following topics
• November in Madrid
– Document the Elements
– Supporting Split Payment
– Sending Payment Card Billing Data to Accounting
– Payment Card Flow for Surcharges pre 19.2 and Backporting
– Payment Error Message Clean Up
• February in Geneva
– Payment Error Message Clean Up
– Secure Customer Authentication
– Secure Customer Authentication Backport
– Card Payment Receipts
– Planning and Prioritizing for 2020
Q2 Reprioritisation
In April, due to increased restrictions on contributions from the group due to the impact of COVID on respective businesses,
a decision was made to focus on key deliverables. This led to a prioritisation into three areas:
• Payment Data Clean Up

• Secure Customer Authentication
• Secure Customer Authentication Backport
2019/2020 Outputs
CR184 Payment Data Clean Up: which seeks to clarify inconsistencies, remove orphaned types and resolve bugs existing
within existing payment capabilities outlined in the schema
CR199 Secure Customer Authentication: which adds capabilities allowing Airlines who implement the latest version of the
schemas to accept payments in a manor compliant with EU regulations regarding Strong Customer Authentication as
outlined by UK Finance in guidance produced for stakeholders in the travel and hospitality sectors..
CR200 Secure Customer Authentication Backport: which provides Airlines with guidance as to how they can extend
previous versions of NDC schemas – 17.2 and 18.1 specifically – in order to support Strong Customer Authentication.
Action
Conference to note.

Item E4.2
Attachment A_E4.2
1 of 1
Attachment A_E4.2 Workplan of the Customer Payment Group

Number Topic and brief description Agenda Item / Meeting Ref. Active Action by
sub-group
1 Document “Secure Customer CPG face to face (Feb 2020), N IATA, BA, Farelogix,
Authentication” capabilities CPG Calls (May/Jun/Jul 2020) Amadeus
for implementation guide
2 Support Vouchers as a Form Implementor forums (May/Jun N IATA, KL, HA
of Payment 2020) CPG Calls (May/Jun
2020)
3 Clarify “Payer” Concept in data CPG Face to Face (Feb 2020) N IATA, AC, HA
model CPG Call Jun 2020)
4 Enable better transmission of CPG Face to Face (Nov 2019, N IATA, Amadeus, KL, UA
Payment Criteria Feb 2020) CPG Call (Jun 2020)
5 Define “Amount to be paid” CPG Calls (Jun/Jul 2020) N IATA, Amadeus, Farelogix,
UA
6 Create action plan to support CPG Face to Face (Feb 2020) N IATA
of alternative forms of
payment
7 Payment Model Clean Up CPG face to face (Feb 2020) N IATA

Item E4.3
1 of 1
Item E4.3: Report and Workplan of the Payment Fraud

Prevention Group (PFPG)
Submitted by: Mrs. Laura Cajade- Head ISS Product Management & Fraud Services, Secretary of the PFPG & FFP FPG
Members of the PFPG
nominated and elected by the Board as follows. During 2020 the Group was formed of 12 Member Organizations + 1
Observer Airline. They had monthly phone calls and bi-annual face to face meetings.

1. Air France Eric Facquet (Vice-Chair)
2. American Airlines Matthew Vorkapich
3. ARC Jennifer Watkins
4. Finnair Katja Paila
5. LH Group (LH, LX, OS) Christelle Brenin
6. Qatar Srinivasan Krishnan
7. South African Airways Tonya Robertson
8. TAP Portugal Joao Frias (Chair)
9. Turkish Airlines Husnu Onur Acemi
10. Virgin Atlantic Kerry. A. Pitt
11. Virgin Australia Suzanne Bailey
12. United Airlines Patrick Wade
13. Royal Air Marco (Observer) Farhati Afaf

Mr. Joao Frias from TAP Portugal remains Chair and and Mr. Eric Facquet from Air France as Vice Chair of the PFPG. Under
the Terms of Reference of the Group, these officers hold their positions for 1 year, subject to continued involvement in the
group. The intention was to have a new vote, but due to inactivity of the group, this has been postponed for the time being.
PFPG Activities in 2020

Part of the group (TAP, Air France, Finnair, Swiss, United Airlines, American Airlines and ARC) is working on a special mandate
from the Pay-Account Standards Board for creating best practices document on vouchers fraud. The document is expected
to be completed end of September 2020.
The rest of the group activities were put on hold as there were only 8 airlines available to contribute. Best practices document
on vouchers fraud will be shared in October 2020.
Action
Conference to note.

Item E4.3
Attachment A_E4.3
1 of 1
Attachment A_E4.3: Work plan of the Payment Fraud Prevention Group

No work plan available for 2021 as the group activities have been put on hold due to COVID-19 Pandemic.

Item E4.4
1 of 1
Item E4.4: Report and Workplan of the Frequent Flyer

Programs Fraud Prevention Group (FFP FPG)
Submitted by: Mrs. Laura Cajade- Head ISS Product Management & Fraud Services, Secretary of the PFPG & FFP FPG
Members of the FFP FPG

nominated and elected by the Board as follows. During 2020 the Group was formed of 14 Member Airlines + 1 Observer
Airline. They had monthly calls and bi-annual face to face meetings.

1. Aerolineas Argentinas Grotteschi, Luciana Paola
2. Air Canada Josephine Russo (Vice-Chair) / Michelle Chin
3. Air France Veronique Spatafora
4. American Airlines Michele Hampton
5. Asia Miles Alan Yu
6. Avios Alison Crowley
7. COPA Irving Yanez Barahona
8. Etihad Airways Sarah Rajkumar (Chair)
9. Jet Priviledge Devu Parab
10. Life Miles Avianca Monica Gabriela Magana Sanchez
11. Miles and More Jochen Kazmaier
12. Qatar Airways Kamal Verma
13. Turkish Airlines Husnu Onur Acemi
14. United Airlines Vikki Banny (Chair)
15. Royal Jordanian (Observer) Moath Alwaqfi

Early September 2020, a vote for chair and vice-chair has been completed. The new FFP FPG Chair is Sarah Rajkumar from
Etihad Airways and the new Vice-Chair is Josephine Russo from Air Canada
FFP FPG Activity in 2020

Due to COVID-19, FFP FPG has paused their activity during the last 7 months and from mid-September 2020 group activity
has resumed. The agreed objectives for 2020 covers only part of the initial objectives. The deliverables will cover only:
Revise and add new Best Practices (BP) to the 2019 Guide:
• Data Compliance – add new BP

• S.M.A.R.T. Stories – add new
• Overall BP Guide – revision and updates as needed, list reporting capabilities
Action
Conference to note.

Item E4.4
Attachment A_E4.4
1 of 1
Attachment A_E4.4: Workplan of the Frequent Flyer Programs Fraud

Prevention Group (FFP FPG)
FFP FPG discussion for the work plan has not been fully closed however FFP FPG agreed to cover the following topics:
1. Revise and add new Best Practices (BP) to the 2020 Guide:
• Overall BP Guide – revision and updates as needed, list reporting capabilities

• S.M.A.R.T. Stories – add new
• Email filter fraud, fraudster gains access to email address, automatic forwarding rules for ATO – add new BP
• Add two factor authentication best practices – add new BP
2. Industry FFP Losses Reporting Capabilities
• Create a report and perform a new PoC (proof of concept) at a more granular level on airline FFP losses internal
reporting capabilities. The final objective is to better understand current constraints and define the best reporting
structure to be proposed as Industry BP in 2021.
• Create industry dashboard on this – lever on Josephine’s experience – is also part of BP guide?
• Agreeing on definitions such as brokering – start from there.

Item E4.5
1 of 2
Item E4.5: Report and Workplan of the Settlement with Orders

Group (SOG) under the Pay-Account Standards Board
Submitted by: Mrs. Barbara Foote, Chair of the Settlement with Orders Group, under the Pay-Account Standards Board
Mr Momchil Momchilov, Manager Settlement with Orders Development& Secretary of the SOG
Background
In accordance with the framework of NDC and ONE Order transactions, it has been identified that there is need for cash (and
IATA EasyPay) collection solution between Carriers and Sellers in the world of orders.
In NDC and ONE Order, the Agency’s sale is managed by the Airline. This is achieved either using a ticket or within an order
(with no ticket), rather than through traditional distribution methods where the sales is created and managed by a Travel
Agent, through an intermediary such as a GDS.
Therefore, the current BSP sales model is not fit for purpose in the future world of Orders. In NDC and ONE Order transactions,
when FOP is cash or EasyPay, the settlement between Carriers and Sellers is directly agreed between airlines and sellers
(agents):
• GDS no longer need to send Airline sales transactions to IATA via a RET file for data processing
• IATA no longer need to send Airlines their respective Agency sales transactions via a HOT file
Since both the Seller (Agent) and the Airline have the required Order information in detail in their internal Order Management
Systems, including back office and financial systems, the only remaining requirement is to settle the funds held in trust from
the Seller.
In 2017, Financial Development Services Working Group (FinDev) 1 agreed to an ‘invoicing-based settlement process’ and
asked IATA to facilitate a Task Force in order to prepare the industry for a new data exchange messaging standard. The goal
of this standard is to support a pure settlement process and a new settlement platform (Settlement Manager) to support it.
In November 2017, FinDev agreed with the proposed roadmap and deliverables:
• 2018 set-up phase: focus on transactions involving “Cash” & EasyPay

• 2019-2020 IATA platform development & implementation
Objective – Build a robust, efficient & streamlined solution enabling back-office simplification for Carriers and Sellers
(Agents), moving away from traditional revenue accounting processes
2018 Draft standard

In 2018, the Settlement with Orders (SwO) Task Force (including ARC) has prepared:
• Draft messaging standard, using the IATA Airline Industry Data Model, which is also used for the NDC & ONE Order
standards
• Analysed requirements for a new settlement platform
• Identified the need to analyse the consequences of the changes brought by this simplified settlement process on
the BSP framework and services provided to IATA Members
2019 First level of industry capability

In 2019, the Settlement with Orders Group, including ARC, reporting to the Pay-Account Standard Board developed the
Settlement with Orders framework and completed the endorsement of the first release (Release 19.2) of the Settlement with
1
FinDEV was reporting to the IATA Financial Advisory Committee (FinAC)
Item E4.5
2 of 2
Orders standard (SwO). Moreover, proof of concept was developed with British Airways. In 2019, the SwO standard and the
Agency framework have been enhanced to support the future deployment and adoption of the SwO Standard.
2020-onwards implementation and adoption
In 2020 the SOG work has been focused on:

- Live production deployment.
- Enhancements as a result of the deployment.
- Developing framework for the settlement of interline.
Members of the SOG

1. AA Melinda Fish
2. AF Sitty Dada
3. BA Barbara Foote (Chair)
4. CX Andy Lo
5. EK Suresh Verkot
6. HR Amisha Jhaveri
7. KL Marco Gronsveld
8. LH Carsten Kemper (Vice Chair)
9. LX Myriam Burget
10. SQ Yue Yu Moh
11. TK Suleyman Serdar Yagci
12. UA Jackie Baxter
13. JU Vladimir Radojevic
14. QF Leonie Privett (observer)

Barbara Foote from British Airways remains Chair with Carsten Kemper from Lufthansa, Vice Chair of the Settlement with
Orders Group.
Activity Report
Supported by the IATA secretary, the SOG has meet only once in 2020 and the rest of the planned face to face meetings
have been cancelled due to COVID-19. In April 2020 SOG met to adjust the planned activities for the rest of 2020. During
the April 20202 meeting the members defined the role of SOG during the time of crisis. It was decided that the main
objectives for SOG would focus on:
- Enhancement of the SwO Standard based on deployments

- Settlement with Risk Management
- Error handling
- Interline related enhancements
- Review of EasyPay
- UATP Settlement
- Update of the supporting implementation guide for the SwO Standard.
Action
Conference to note.

Item E4.5
Attachment A_E4.5
1 of 1
Attachment A_E4.5 Workplan of the SOG

Settlement with Orders Group Work Plan – 2021
Number Topic and brief description Release / Meeting Action by
1 Position the clearing of funds (i.e. remittance and settlement) as part of Release 2021.1 SOG, CPG
the payment. Once there is a payment it must be agreed how the funds
will be cleared. This is critical in the cases where the clearing is
performed by a trusted third party such as Settlement Manger for
payment methods such as Cash or e-Wallet (IEP). Therefore, the
details of the fund’s clearing must be agreed upon at the time the
payment is committed and be part of the payment in order to be
transparent to all relevant parties of the order.
2 Funds clearance for interline sales. Support the new interline with Release 2021.1 and SOG, IATA
settlement process. Analyse payment cases for interline and develop Release 2021.2
the necessary change requests. Enhance the SwO Standard and
Process to support the new interline.
3 Analyse and incorporate new methods of payment. These are method Release 2021.2 IATA, SOG
of payments such as IATAPay. Complete the necessary changes for
IEP.
4 Review and confirm the certification program for SwO Standard and December 2020 IATA, SOG
Process.
5 Review interaction with Settlement Manager. Interaction between Release 2021.1 and IATA, SOG
settlement process options such as BSP, ICH etc and SwO. Settlement Release 2021.2
Manager information exchange using messages, Settlement File and
bank orders. Settlement Manager processes relative to SwO and
integration of SwO with legacy settlement processes. Settlement of
charges related to settlement not originating from NDC transactions.
Settlement governance and SwO clearance options such as more
flexible settlement options for dynamic settlement (bilaterally agreed
options during the order creation). Payment of SwO funds and
reporting of the SwO payment of funds.
6 Error handling process. Complete the error handling process with Release 2021.2 SOG, IATA
Settlement Manager. Deliver necessary enhancements for SwO
Standard and Process.
7 SwO Standard optimisation. Optimise data elements required for all Release 2021.2 SOG,
SwO messages. Remove redundant and unnecessary data elements. SOAG
This is necessary to improve scalability of SwO deployment for future
with large data sets.
8 SwO Standard and Process and Risk Management. Defining Release 2021.2 IATA, SOG
interaction points and data reporting. Effects of Risk Management
standard on SwO. Define necessary enhancement for SwO Standard
due to Risk Management requirements.
9 Enhancements resulting from the SwO implementations. Release 2021.1 and IATA, SOG
Release 2021.2

Item E4.6
1 of 2
Item E4.6: Report and Workplan of the ATPCO-IATA Joint Tax

Governance Group (AITGG) under the Pay-Account
Standards Board
Submitted by: Mrs. Marie-Noel Fredette, Chair of the ATPCO-IATA Tax Governance Group, under the Pay-Account
Standards Board and ATPCO Council
Mrs. Cindi Kelly, Product Manager, Revenue Accounting and Taxes (ATPCO) & Secretary of the AITGG
Background
Following the closure of the Complex Tax Project, there is no standing group where new or ongoing issues around tax
calculation, collection and remittance can be discussed at an industry level. There some confusion about the roles of different
standard setting groups around taxes (pricing, ticketing, sales reporting, interline billing) and also a lack of oversight and
coordination between those domains. It is also necessary for ATPCO and IATA to work closely together.
Within this framework Pay-Account Standards Board endorsed the creation of the ATPCO-IATA Joint Tax Governance Group
with the task for coordinating TFC (Tax, Fees and Charges) issues within different IATA domains including TTBS/RATD,
reservations, pricing, ticketing, sales reporting, interline billing.
ATPCO-IATA Joint Tax Governance Group has a dual reporting structure, reporting to Pay-Account Standards Board and
ATPCO Council.
Members of the ATPCO-IATA Joint Tax Governance Group (AITGG)

Position Airlines/Strategic Partners Delegate name
1. AA Jayana Patel
2. AC Marie-Noel Fredette (Chair)
3. ACCA Liu Yi
4. Darshana Hirlekar&
Accelya
Tarun Attavar
5. AF Valerie Menanteau&
Maud Fernandez
6. AM Carolina Castro&
Rocio Anaya
7. Amadeus Alexandra Billieras&
Alexandra Sorrentino
8. AS Jenny Benjamin
9. EY Richa Khandelwal
10. Google Cynthia Towne
11. HR Daniel Erier
12. JL Sansan KO
13. KL Johan Lodewijckxi
14. LH Christine Staeger&
Sabine Breckwoldt-Goetz
15. Lufthansa Systems Agnieszka Fabianska&
Franz Angenendt
16. Maureva Mladenka Vukmirovic
17. Miatech Luis Velazquez
18. Navitaire David Black& Joan See
19. NH Yoshishige Kurashina
20. NZ Phil Johnson
Item E4.6
2 of 2
21. QF Calvin James&

Adam Willacy
22. RJ Soufiane Attif
23. Sabre Angela Payne
24. SK Signe Messeter (Vice-Chair)
25. SQ Melissa Chua
26. SU Gelena Mazeina
27. Sutherland GS Ujwala Adav
28. TK Ilke Soran
29. Travelport Mike Walker& Neil Harper
30. UA Tanja Aleksic& Roxie Klein
31. UX David Rigo& Katina Rayo Oliver

During the AITGG Kick-off Call on 22 January 2020, Marie-Noel Fredette from Air Canada elected as Chair and Signe
Messeter from SAS as Vice-Chair of AITGG .
Activity Report
AITGG have the kick-off Call on 22nd January 2020 and then had 2 additional conference calls on 17th March 2020 and 16th
June 2020. The key highlights of the AITGG Conference Calls are summarized below;
• AITGG created the following sub-groups to address the major issues with taxes;
o Complex Tax Sub-Group: 1- Addressing Interpretation issues on taxes 2-Designing issues and
parameters needed to apply the taxes correctly 3-Identifying Top 10 interline taxes causing disputes
4- Identifying misalignment issues between distribution and settlement.
Multiple taxes were discussed within the framework of complex taxes and clarifications and action items
were agreed by the group.
o RATD-TTBS Sub-Group: 1-Working on RATD frequency 2-Identfying discrepancies between RATD and
TTBS 3- Identifying Potential enhancements to the RATD/TTBS tools.
AM and Miatech presented several examples on the differences between RATD and TTBS and the issues
these differences create in settlement. The differences are due mainly to changes in the tax rate caused by
currency fluctuations at the beginning of the month. The RATD is created on the 25th of each month so any
changes made after that date for the same RATD month would not be reflected until the next edition of the
RATD.
• ATPCO and IATA requested member airlines to give their authorization to use their SIS data in a confidential way to
make a billing analysis in order to identify potential issues.
• AITGG agreed to conduct a survey related to the issues with tax distribution and settlement. The individual survey
results will not be shared with the participants but will be analysed by ATPCO and IATA to determine the issues and
propose potential solutions for approval by the group.
• AITGG discussed at length the distinction between transfer and transit and the many issues associated with applying
taxes with these conditions. Currently 414 taxes exist with these conditions. ATPCO and IATA will jointly sponsor an
audit of these taxes to validate that the taxes are correctly coded and applied.
Action
Conference to note.

Item E4.6
Attachment A_E4.6
1 of 1
Attachment A_E4.6 Workplan of the ATPCO-IATA Joint Tax Governance

Group (AITGG)
Number Topic and brief description Agenda Item / Meeting Active Action by
Ref. sub-group
1 SIS (Simplified Invoicing and AITGG Call N ATPCO, IATA, AITGG
Settlement) Rejection Analysis (22 January 2020)
2 Spanish Vat Tax AITGG Call N ATPCO, IATA, AITGG

(22 January 2020)
3 Global Audit of Taxes with AITGG Call N ATPCO, IATA
Transfer/Transit Conditions (16 June 2020)
4 Industry Taxation Survey AITGG Call N ATPCO, IATA, AITGG

Results (16 June 2020)
5 Top Interline Taxes Analysis - AITGG Call N ATPCO, IATA, AITGG

Causing Interline Disputes (17 March 2020)
6 Argentina O5 (Inclusive and AITGG Call Y Complex Tax Sub-

Solidarity (PAIS) Tax (16 June 2020) Group
7 Distribution and Settlement AITGG Call Y Complex Tax Sub-

misalignment in tax (17 March 2020) Group
application
8 Tax related ADM's Analysis AITGG Call Y Complex Tax Sub-
(16 June 2020) Group
9 Transfer and Transit Tax AITGG Call Y Complex Tax Sub-

Analysis (16 June 2020) Group
10 RATD Frequency AITGG Call Y RATD/TTBS Sub-

Discrepancies between RATD (16 June 2020) Group
and TTBS
Potential Enhancements to
RATD/TTBS Tools

Section F:
Architecture and Technology
Strategy Board Items
Contents
F1 Report of the Architecture and Technology Strategy Board (ATSB)

F1.1 Standards Development Process
F2 Endorsement of elections for open positions on Architecture and Technology

Strategy Board
F3 Delegation of authority to the Architecture and Technology Strategy Board
F4 Groups active under the Architecture and Technology Strategy Board Attachment A_F4
Attachment B_F4
Attachment C_F4
Attachment D_F4
F4.1 Report and Workplan of CMIG
F4.2 Report and Workplan of EDIFACT Group
F4.3 Report and Workplan of the Identity Management Group Attachment A_F4.3
F4.4 Report and Workplan of the Technology and Architecture Group Attachment A_F4.4

Architecture and Technology Strategy Board Items
Item F1
1 of 2
Item F1: Report of the Architecture and Technology Strategy

Board
Return to Main Contents Page | Return to Section F Contents Page
Submitted by: Soumit Nandi, Chair of the Architecture and Technology Strategy Board
Matt McKinley, Senior Manager Technology Standards, Secretary of the ATSB
Background
The Architecture and Technology Strategy Board is established under paragraph 2.3.5 of Resolution 009
2.3.5 Architecture and Technology Strategy Board
The Architecture and Technology Strategy Board is responsible for interoperability and quality of Data Exchange Standards published
under the authority of the Conference; and acts as an architecture and technology strategy advisor to other Standards Boards and to the
Steering Group.
The Architecture and Technology Strategy Board manages the methodology for documenting business requirements and developing and
generating Data Exchange Standards. The Architecture and Technology Strategy Board also oversees the maintenance of the Airline
Industry Data Model (AIDM); and maintains standards and best practices necessary for consistent and interoperable implementation of
Data Exchange Standards and related technologies across multiple business areas supported by the Conference. The functions of the
Architecture and Technology Strategy Board are detailed in Paragraph 5.2.
Members of the Architecture and Technology Strategy Board

1 Air China Yufei Zhang Manager - Application Control 1 November 2018
2 Air France Michele Walter Enterprise Solution Architect 1 November 2020
3 American Airlines Austin Lorenzo Principal Architect – 1 November 2020
Passenger Service System
4 British Airways Andrew Webster Digital Business 1 November 2018
Transformation Manager –
Shop Order Pay
5 China Eastern Airlines Yang Xin Manager of NDC Project, 1 November 2020
Commercial Development
Dept, Commercial Committee
6 Delta Air Lines Jeremy Schneider Managing Director, IT 1 November 2018
8 Hahn Air Lines Christopher Allison Manager NDC 1 November 2018
9 KLM Eelco Folkertsma Business Enterprise Architect 1 November 2018
Passenger Operations
10 LATAM Airlines Felipe Piccolini Senior Manager and Chief 1 November 2020
Architect
11 LOT Polish Airlines TBA 1 November 2018
12 Qatar Airways Michael Juranka Manager Revenue Integrity 1 November 2018
13 Singapore Airlines TBA 1 November 2018

14 Swiss International Airlines Didier Arnold Head of Solution Design & 1 November 2018
Vendor Management, Head of
IT to Business Alignment
15 Turkish Airlines Ismail Ozgur Baykal Project Manager 1 November 2018
16 United Airlines Soumit Nandi Managing Director - 1 November 2018
Customer Technology
Platforms

Item F1
2 of 2

At the first meeting of the Architecture and Technology Strategy Board, held in Montreal on November 14, 2018, Soumit
Nandi from United Airlines was elected as Chair, and Andrew Webster from British Airways was elected as Vice Chair. Under
the terms of Resolution 009, these officers will hold these positions for a period of 3 years.
Architecture and Technology Strategy Board activity in 2020

The Architecture and Technology Strategy Board did not hold any face to face meetings in 2020, but held the following
conference calls:
- February 2019 – full Board call

- May 2020 – full Board call
- July 2020 – Joint call between a subset of the Board and Offer/Order Implementers to address technical
implementation challenges
- September 2020 – full Board call
- December 2020 – planned full Board call
Key highlights from the first half of 2020:
- Release 20.1 release package in February 2020 and 20.2 release package in August 2020
- Consolidation of Groups under the Board in order to optimize efficiencies
- Creation of new Group focused on Identity Management standards in response to ATSB priorities
- Endorsement of first version of Open Air API Standards
- Worked with Offer Order implementer community to build concrete workplan to address code generation issues and
defect management
- Developed an agile standard development and publication process to improve the quality and working practices of
developing standards
Architecture and Technology Strategy Board Areas for Exploration

The Architecture and Technology Strategy Board will explore the following areas:
- Moving away from legacy messaging technologies

- Architecture integrity
- Implementing agile principles into the release process
- Increased collaboration with other boards*
* As part of the ongoing evolution of our standard setting process, the ATSB is looking to have closer interaction with
various Business Standards Boards to address issues. This item is currently being discussed with the leadership of each
standards board at the PSC Steering Group.
Action

Item F1.1
1 of 1
Item F1.1: Standard Development Process Evolution

Submitted by: Matt McKinley, Senior Manager Technology Standards, Secretary of the ATSB
Background
During the 2019 PSC, a new standard development process was introduced focusing on making processes more
consistent, transparent and easy for airlines and stakeholders to navigate and understand. This new process was
implemented and used to successfully deliver releases 20.1 in March and 20.2 in September.
As a natural evolution to this work, the ATSB has been working on ways to introduce more agility to the development and
publication processes. Over the course of the last several months, the ATSB has been working on several improvements to
the standard development process, including:
A publication framework to support up to four releases per year as defined in Resolution 009
In accordance with Resolution 009, the conference should support up to four releases per year. Under this new
framework, business owning Boards of data exchange standards will have the possibility to determine a release
schedule which is tailored to their community’s needs.
Introduction of a “continuous QA, rapid delivery” approach to standard development

This new approach utilizes the latest AIDM tooling enhancements in order to produce frequent candidate release
iterations during the development cycle for Groups to review. By providing full visibility on the end to end impacts
of change requests to data exchange standards, the airline community can work together to ensure a high quality
of release much earlier in the process.
A transparent and efficient defect management process

A new defect management process will be implemented, focusing on transparency and efficiency in dealing with
identified defects in data exchange standards.
The ATSB will be developing and communicating details of the new process to all Boards/Groups across the rest of the year
in order to implement the changes in 2021.
Action

Item F2
1 of 2
Item F2: Endorsement of elections for open positions on

Architecture and Technology Strategy Board
Submitted by: Matt McKinley, Senior Manager Technology Standards, Secretary of the Architecture and Technology
Strategy Board
Background
New nominations


1 Air China Yufei Zhang Manager - Application Control 1 November 2018
2 Air France Michele Walter Enterprise Solution Architect 1 November 2020
3 American Airlines Austin Lorenzo Principal Architect – Passenger Service 1 November 2020
System
4 British Airways Andrew Webster Digital Business Transformation 1 November 2018
Manager – Shop Order Pay
5 China Eastern Airlines Yang Xin Manager of NDC Project, Commercial 1 November 2020
Development Dept, Commercial
Committee
6 Delta Air Lines Jeremy Schneider Managing Director, IT 1 November 2018
7 Emirates Airline Najmi Mansour IT Architect 1 September 2020
8 Hahn Air Lines Christopher Allison Manager NDC 1 November 2018
9 KLM Eelco Folkertsma Business Enterprise Architect 1 November 2018
Passenger Operations
10 LATAM Airlines Felipe Piccolini Senior Manager and Chief Architect 1 November 2020
11 LOT Polish Airlines TBA 1 November 2018
12 Qatar Airways Michael Juranka Manager Revenue Integrity 1 November 2018
13 Singapore Airlines TBA 1 November 2018

Item F2
2 of 2
14 Swiss International Didier Arnold Head of Solution Design & Vendor 1 November 2018
Airlines Management, Head of IT to Business
Alignment
15 Turkish Airlines Ismail Ozgur Baykal Project Manager 1 November 2018
16 United Airlines Soumit Nandi Managing Director - Customer 1 November 2018
Technology Platforms

standards@iata.org.
Action

Item F3
1 of 1
Item F3: Delegation of authority to the Architecture and

Technology Strategy Board
Background
…
No delegation requested
Currently, the Board does not wish to request any delegation of authority under this provision.
Action
Conference to note.

Item F4
1 of 2
Item F4: Groups active under the Architecture and

Submitted by: Matt McKinley, Senior Manager Technology Standards, Secretary of the Architecture and Technology
Strategy Board
Background
meetings.
3.1.5 A Group should be established where there is a requirement to perform actual development activity across a specific area
of standards. This may be established on the basis of a discrete function, or an existing body of standards that require an
identifiable area of expertise. The structure of Groups should maximize efficiency and reduce duplication.
The Architecture and Technology Strategy Board had the following Groups active during 2020.
Key changes can be summarized below:

• Merged the Methodology Group into the Change Management and AIDM Integration Group
• Merged the Open Air Group into the Technology Architecture Group
• Created a new Identity Management Group
• Closed the Accessing the PNRs Group due to inactivity

Item F4
2 of 2

Change Management and AIDM Oversee the maintenance of an A_F4
Integration (CMIG) integrated Airline Industry Data Model
(AIDM) intended as a central
repository to store business
requirements, data and message
models; and generate all data
exchange specifications including
messaging standards as well as
developmental (alpha release) and
candidate (beta release) messaging
standards. Manages the AIDM
methodology used to develop
standards under the Conference.
EDIFACT Group Maintain EDIFACT Messages in PADIS B_F4
Message Directory and coordinates
the issuance of PADIS Reservations
and Airports EDIFACT Implementation
Guides.
Identity Management Group Responsible for developing technical C_F4
Identity Management implementation
standards in order to identity the
various parties referenced in various
standards.
Technology Architecture Group Maintains Reference Communications D_F4
Model (RCM) intended as a common
point of reference for implementation
of communications protocols and
related technologies supporting
common non-functional requirements
including data exchange security,
identity management, handling of
personally identifiable data or
industry-wide use of Application
Programming Interfaces (APIs) or
similar standards and best practices
necessary for consistent and
interoperable implementation of Data
Exchange Standards.
Action
The active groups are established under the authority of the Board, and are presented for the Conference to note.

Item F4
Attachment A_F4
1 of 2
Attachment A_F4: Terms of Reference: Change Management and AIDM

Integration Group
Group name Change Management and AIDM Integration Group (CMIG)

Reports to Architecture and Technology Strategy Board (ATSB)
Role / Mandate 1. Oversee the maintenance of an integrated Airline Industry Data
Model (AIDM) intended as a central repository to store business
requirements, data and message models; and generate all data
exchange specifications including messaging standards as well as
developmental (alpha release) and candidate (beta release)
messaging standards.
2. Responsible for reviewing all proposals for integration of proposed
changes into a new release of the AIDM.
3. Maintain methodology for developing Data Exchange Standards and
associated modelling guidance, best practices, templates and tools.
The methodology is intended for all projects with data AIDM related
Guidelines, XML & API Best Practices, and Templates for developing
Data Exchange Standards or information technology components.
This includes all.
4. Liaise with other groups under any Conference, and Industry
5. Maintain a work plan and report regularly to ATSB.
Period of effectiveness The Group is effective from 1 November 2018 for a period of 12 months and
may be disbanded by the ATSB any time.
Participation To participate in the Group, any organization eligible for participation must
either elect to be Member of the Group or to participate as Observer.
Members
The named delegate may be changed during term.
The named delegate may appoint an alternate delegate from within their
organization to attend meetings on their behalf.
Any organization who fails to attend two consecutive meetings (including

scheduled telephone calls without providing an alternate) will forfeit their
member status in the group.
Observers
any meeting as an Observer and access any materials from meetings.
• A4A Member Airlines
• Strategic Partners participating in the any IATA program already
permitting participation in another group under the governance of the
Passenger Services Conference and Passenger Tariffs Conference
with an ongoing Data Exchange Standards related activity.
Any other organization invited to participate subject to the approval of the
Chair and Secretary.
Meetings Bi-monthly meetings will be scheduled (as required by the work plan
and in concurrence with the Secretary), of which two meetings are expected
to be face to face.
Item F4
Attachment A_F4
2 of 2
Meetings Bi-monthly meetings will be scheduled (as required by the work plan and in
concurrence with the Secretary), of which two meetings are expected to be
face to face.
work plan, in concurrence with the Secretary.
Officers A Chair and Vice-Chair will be elected from Group Members. Only Member
Airlines are eligible to be elected as Chair or Vice-Chair.
The Chair and Vice-Chair will be elected for a maximum period of 2 years,
subject to their Organization remaining a member of the Group.
All organizations who are members of the Group will be eligible to vote for the
election of Chair and Vice-Chair. The election will occur by simple majority
vote.
Secretary will be provided by IATA Management.
involvement in the following areas: Information Technology and Architecture,
Data Architecture, Data Modelling, Messaging including application of
messaging standards in areas covered by the PSC.
Voting The group will work on the basis of forming consensus among all members
including Airline Members, Strategic Partners and invited parties.
and Vice-Chair). If a consensus cannot be reached, decisions will be made by simple majority
vote of Member Airlines.
For a vote an in person meeting, a minimum of 3 Airline Members must be

present for the vote to be valid.
Any Member Airline may attend any meeting of the Group as an Observer and
vote on any item. (Resolution 009, paragraph 3.2.2).
Any Member Airline that is not a Group member may participate in an online
ballot by notifying the Secretary in advance.
Endorsement of standards Standards endorsed by the Group will be presented to the ATSB for approval
and eventual submission for approval by the Conference as required by the
Provisions for the Conduct of Traffic Conferences.
To propose a Change to Resolution or Recommended Practice not managed

by this Group, the Group will seek an endorsement by the owning group prior
to the submission to the ATSB.

Item F4
Attachment B_F4
1 of 2
Attachment B_F4: Terms of Reference: EDIFACT Group

Group name EDIFACT Group
Role / Mandate 1. Maintain EDIFACT Messages in PADIS Message Directory and

coordinates the issuance of PADIS Reservations and Airports
EDIFACT Implementation Guides.
Members


Observers
meeting as an Observer and access any materials from meetings.

permitting participation in another group under the governance of
the Passenger Services Conference and Passenger Tariffs
Conference with an ongoing Data Exchange Standards related
activity.
Meetings Minimum two face to face or telephone/web meetings per year will be
scheduled (as required by the work plan and in concurrence with the
Secretary).

Item F4
Attachment B_F4
2 of 2
Airlines are eligible to be elected as Chair.
All organizations who are members of the Group will be eligible to vote for the
election of Chair and Vice-Chair. The election will occur by simple majority
vote.
involvement in the following areas: EDIFACT messaging, Reservations,
Ticketing.
If a consensus cannot be reached, decisions will be made by simple majority

(Excluding the election of Chair and vote of Member Airlines.
Vice-Chair).

Any Member Airline may attend any meeting of the Group as an Observer and
vote on any item. (Resolution 009, paragraph 3.2.2).
Endorsement of standards Standards endorsed by the Group will be presented to the ATSB for approval
and eventual submission for approval by the Conference as required by the
Provisions for the Conduct of Traffic Conferences.
To propose a Change to Resolution or Recommended Practice not managed

by this Group, the Group will seek an endorsement by the owning group prior
to the submission to the ATSB.
Group Name Change Management and AIDM Integration Group (CMIG)

Item F4
Attachment C_F4
1 of 2
Terms of Reference: Identity Management Group

Group Name Identity Management Group

Scope 1. Develop technical standards supporting coding regimes governed by
IATA passenger standards, building on use cases referred to the group
by the ATSB. Examples of use cases include, but are not limited to:
• Identity management of Sellers/Travel Agents in support of distribution
standards
• Identity management of Airlines/Airports and service providers in case of
operations standards
• Identity management of passengers in support of distribution and
passenger processing
2. Analyze existing identity management technology standards to identify if

any standards can be reused or extended against use cases identified in
the ATSB workplan.
3. Leverage work and recommendations accompanying use cases from

business groups as part of the standard.
4. Create a detailed architecture of how the selected technical standard will

be applied and implemented across the airline industry (including the
creation of implementation guides and updates of the Reference
Communication Model if necessary).
5. Ensure any selected standards comply with the Digital Transformation

Advisory Council’s identity management strategy and principles
established by the ATSB detailed in the guidance paper.
Note: Once the Group completes the project, ATSB expects to disband the Group
and transfer the maintenance of resulting standards and associated
documentation such as Best Practice and Guidelines to the Technology
Architecture Group.
Period 12 months from the date of adoption, renewable by the ATSB.

Membership Any A4A/IATA Member or IATA Strategic Partner where they wish to actively
participate in the development of standards, Best Practices and Guidelines may
participate in Group’s activities.
Failure to participate in two consecutive meetings may result in your status being
changed from active member to observer of the Group.
Other stakeholders may be invited by approval of the Group Chair and Secretary.
Any eligible organization commits to active participation with a named and suitably
Meetings Minimum month telephone / web meeting.
Minimum one face to face meeting per year.
Sub-Groups The group may establish and disband temporary sub-groups to investigate or
develop proposals on specific issues
Observers and access to Any organization eligible for membership may attend any meeting as an observer
materials and access any materials from Group.

Item F4
Attachment C_F4
2 of 2
Officers and Secretary Chair and Vice-Chair will be elected from all members for a period of 2 years,
providing their Organization remains a member of the Group throughout the period
and the Group itself is active. Secretary will be provided by IATA Management.
Voting The group will work on the basis of forming consensus among all its members
including IATA Members, IATA Strategic Partners and 3rd parties invited to
participate.
If a consensus cannot be reached, decisions will be made by majority vote of

A4A/IATA Member airlines. A minimum of 3 A4A/IATA Members must take part in
the vote for the vote to be valid.
Endorsement of standards Checklists, Best Practice and Guidelines and resulting standards developed by the
group will be submitted to the ATSB for endorsement and further action as
required.

Item F4
Attachment D_F4
1 of 2
Terms of Reference: Technology Architecture Group

Group name Technology Architecture Group (TAG)

Role / Mandate 1. Maintains Reference Communications Model (RCM) intended as a
common point of reference for implementation of communications
protocols and related technologies supporting common non-
functional requirements including data exchange security, identity
management, handling of personally identifiable data or industry-
wide use of Application Programming Interfaces (APIs) or similar
standards and best practices necessary for consistent and
interoperable implementation of Data Exchange Standards.
4. Develop and agree industry REST/JSON standards and best
practices as part of former Open Air group responsibilities.
5. Support business groups developing standards under the PSC
with Technology guidance, including all areas defined in point 1
above.
Members
Observers
any meeting as an Observer and access any materials from meetings.
permitting participation in another group under the governance of
the Passenger Services Conference and Passenger Tariffs
Conference with an ongoing Data Exchange Standards related
activity.
Meetings Bi-monthly meetings will be scheduled (as required by the work plan and in
concurrence with the Secretary), of which two meetings are expected to be
face to face.

Item F4
Attachment D_F4
2 of 2
Airlines are eligible to be elected as Chair.
All organizations who are members of the Group will be eligible to vote for
the election of Chair and Vice-Chair. The election will occur by simple
majority vote.
involvement in the following areas: Information Technology and
Architecture, Enterprise Architecture, Application Messaging, Identity
Management.
(Excluding the election of Chair If a consensus cannot be reached, decisions will be made by simple majority
and Vice-Chair). vote of Member Airlines.
Any Member Airline may attend any meeting of the Group as an Observer
and vote on any item. (Resolution 009, paragraph 3.2.2).
Endorsement of standards Standards endorsed by the Group will be presented to the ATSB for
approval and eventual submission for approval by the Conference as
required by the Provisions for the Conduct of Traffic Conferences.
To propose a Change to Resolution or Recommended Practice not

managed by this Group, the Group will seek an endorsement by the owning
group prior to the submission to the ATSB.

Item F4.1
1 of 2
Item F4.1: Report and Workplan of the Change Management

and AIDM Integration Group, under the Architecture and
Submitted by: Dave Weghorst, Chair of the Change Management and AIDM Integration Group, under the Architecture and
Jean-Christophe Cornu, Manager Data & Business Modeling, Secretary of the CMIG
Background
The Change Management and AIDM Integration Group (CMIG) was established under the Architecture and Technology
Strategy Board in order to:
• Oversee the maintenance of the integrated Airline Industry Data Model (AIDM):
o Intended as a central repository to store:
 Business processes/requirements
• Data and message models
o Generate and maintain XML data exchange specifications/messaging standards as well as developmental
(alpha release) and candidate (beta release) messaging standards
• Review all proposals for integration of proposed changes into new releases of the AIDM
• Manage the methodology for developing Data Exchange Standards utilizing the AIDM including the maintenance of
modelling guidance, XML and API Best Practices, templates and tools
• Liaise with other groups under the Conference and Industry Committees as required
Members of the Change Management and AIDM Integration Group

Members of the group can be found on the Standard Setting Workspace.
We would like to thank all working group members and IATA CMIG supporting staff for their contributions and hard work
during the year.

At the first meeting of the Change Management and AIDM Integration Group in November 2018, Dave Weghorst from Delta
Air Lines was elected as Chair, and Patrick Brosse from Amadeus was elected as Vice Chair.
Under the Terms of Reference of the Group, these officers hold their positions for 2 years, subject to continued
Elections of new Group officers will take place in November 2020.
CMIG Group activity in 2020

During the year, the ATSB Methodology Group activity was merged into the group and various CMIG scheduled conference
calls were held.

Item F4.1
2 of 2
The following is a summary of items that were reviewed/progressed for the two (2) standard release cycles for the year.
Standards Group Area Release 20.1 Standards Release 20.2

Board Cycle Standards Cycle
Pay-Account Settlement with New Standard 11 Change Requests 1 Change Request

Orders (3 new / 6 deleted
messages)
Customer Payment NDC Standards N/A 2 Change Requests
(Updates for 3DS 2.0
and 31 items)
BSP 4 NDC & TIP API Standards Status Update 1 Change Request
(1 new API IATA EP)
Plan MCTX MCT Standards Status Update N/A
SXSG Slot Standards 1 Change Request N/A

Shop Order Offers NDC Standards 5 Change Requests 1 Change Request
(updates to 61 items)
Orders NDC and 6 Change Requests 2 Change Requests

ONE Order (updates for 2 data
Standards elements)
Travel Baggage XML Baggage 4 Change Requests 6 Change Requests
Standards
Load Control (LCAM) Load Control 1 Change Request 1 Change Request

Standards (Update existing
message)
Passenger and Airport Standard Review preliminary BRD N/A

Baggage
Conformance
Services (CUWS)
Fuel Data (SGSX) Aircraft Standard 1 Change Request 1 Change Request
(update 1 existing + 2
new AIDX Messages)
Other activities during the year have included:
• Providing guidance to the business standards groups as required

• Analysis of potential refinements to the release (standard additions/changes and Quality Assurance) processes
and methodology
• The Implementation of streamlined standards development and release processes to promote early engagement
of proposal reviews with business groups
CMIG Group Work Plan

The Change Management and AIDM Integration Group work plan is dependent on the data exchange proposals submitted
by the various business standards groups.
CMIG continues to look for opportunities to streamline and improve release cycle capabilities and the standards
development methodology.
Action
Item F4.2
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Item F4.2: Report and Workplan of the EDIFACT Group, under

the Architecture and Technology Strategy Board
Submitted by: Matt McKinley, Senior Manager Technology Standards, Secretary of the EDIFACT group, under the
Architecture and Technology Strategy Board
Background
The EDIFACT Group was established under the Architecture and Technology Standards Board in order to:
Maintain EDIFACT Messages in PADIS Message Directory and coordinates the issuance of PADIS Reservations and
Airports EDIFACT Implementation Guides.
Members of the EDIFACT Group

EDIFACT Group activity in 2020

The group had limited activity during the first half of 2020 and will resume conference calls later in the year, assuming
resource availability due to the impacts of COVID 19.
EDIFACT Group Work Plan

The group will continue monitoring changes coming out of JPSC and organize meetings when necessary.
Action

Item F4.3
1 of 1
Item F4.3: Report and Workplan of the Identity Management

Group, under the Architecture and Technology Strategy
Board
Submitted by: Matt McKinley, Secretary of the Identity Management Group
Background
The Identity Management Group was established under the Architecture and Technology Standards Board in order to:
Develop an industry-wide identity management technical standard (airline industry specific implementation of W3C’s
verifiable credentials standard 1.0) building on use cases referred to the group by the ATSB and following guidance from
DTAC.
Guidance from DTAC:

Consistent with architecture principles, all industry digitalization programs should leverage existing open technology
standards such as Decentralized Identifiers (DIDs) and associated Verifiable Claims from W3C in case of identity
management.
Members of the Identity Management Group


To be provided with the second transmittal of the agenda as elections will take place in late August 2020.
Identity Management Group activity in 2020

The group began meeting in August and will have bimonthly calls. Key deliverables of the group include:
First version of Identity Management technical standard

Define an airline industry specific implementation of W3C’s verifiable credentials
•
Detailed view of the target airline industry identity management architecture
Satisfying both the strategy set forth by DTAC as well as the ATSB’s guiding principles (using Truly Me conceptual
architecture as a reference)
•
Creation/maintenance of technical implementation materials as required
Including updates to the reference communication model or the creation of new implementation guides as required
Attachment A_F4.3: Work plan of the Methodology Group

Please refer to deliverables mentioned above.
Action

Item F4.4
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Item F4.4: Report and Workplan of the Technology

Architecture Group, under the Architecture and Technology
Strategy Board
Submitted by: Cheikh Fall, Vice-Chair of the Technology Architecture Group, under the Architecture and Technology
Strategy Board
Matt McKinley, Senior Manager Technology Standards, Secretary of the Technology Architecture Group
Background
The Technology Architecture Group was established under the Architecture and Technology Standards Board in order to:
Maintains Reference Communications Model (RCM) intended as a common point of reference for implementation of
communications protocols and related technologies supporting common non-functional requirements including data
exchange security, identity management, handling of personally identifiable data or industry-wide use of Application
Programming Interfaces (APIs) or similar standards and best practices necessary for consistent and interoperable
implementation of Data Exchange Standards.
Members of the Technology Architecture Group


In May 2020 during the Technology Architecture Group face to face meeting, I.C. Lin from American Airlines was elected as
Chair and Cheikh Fall from ATPCo was elected Vice Chair. In August 2020, the chair position has become vacant. IATA and
the standard setting community would like to acknowledge all of the hard work and dedication put forth by I.C. over his
many years of service.
Chair elections will take place later in 2020.
Technology Architecture Group activity in 2020

The group has met over two conference calls in in the first half of 2020.
Some key topics currently being explored by the group include:
o Integration of the Open Air group in order to develop best practices around certain communication protocols
and technology patterns
o Provide advice to PNRGOV, NDC, and Baggage XML on the use of asynchronous messaging protocols,
eventually leading to best practices

Item F4.4
Attachment A_F4.4
1 of 1
Attachment A_F4.4: Technology Architecture Group Work Plan

The group work plan can be found on the Standard Setting Workspace. An excerpt of the plan can be found below:
ID* Project name* Brief description (with focus on capability)*
14 Communication Protocol for Selection of a recommended protocol for communications between airlines and
PNRGOV governments (AS/4 and AMQP were considered). Business requirement call for
the selection of an open standard protocol.
47 Call back mechanism NFR concept to have message orchestration more efficient in message
standard communication
23 Travel GRID Platform as a service using blockchain technology concept, white paper
published. No current activity.
67 Identity Management 2.0 Building IATA Identity Management Service, use cases in current phase cover
NDC Identity Management (item 44) and baggage (TBC). Successor of Project
DNA from Think Tank
51 Analyzing NFRs and protocol Current EDIFACT message exchange is Host-to-Host. Transforming messages
selection for all migrations to XML is likely to trigger a review of non-functional requirements and
from EDIFACT to XML development of new best practices for communications.
45 Servicing/push Business need for an industry standard approach to address the recipients of
notifications/addressing end notification messages such as notifying sellers about a schedule change was
points in NDC identified during Implementer Forum discussions.
Action

Section G:
Information Items
Contents
Agenda item number Agenda item name
G1 Report of the Passenger Agency Conference
G2 Report of the Cargo Services Conference
G3 Report of the Airline Industry Retail (AIR) Think Tank
G4 Report of the IATA Strategic Partnership Program
G5 Report of the Interline Billing and Settlement Operations Working Group (IBSOPS
WG)

Information Items
Item G1
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Item G1: Report of the Passenger Agency Conference

Return to Main Contents Page | Return to Section G Contents Page
Submitted by: Marco Alvarenga. Secretariat, Passenger Agency Conference
(alvarengam@iata.org)
Background
The IATA Passenger Agency Program was established in 1979 and is responsible for policy development regarding all
matters (excluding remuneration levels) relating to the relationships between airlines and IATA accredited passenger sales
agents and other intermediaries. This body has effectively adopted rules of the Global IATA Passenger Agency Program
designed to facilitate the secure distribution and sale of airline tickets through a network of financially vetted and reliable
‘accredited’ sales agents. There are currently 38,705 Accredited Agents issuing tickets in 56,755 locations. Within the
Agency Program is also the Billing and Settlement Plan (BSP), a system designed to facilitate and simplify the selling, reporting
and remitting procedures of IATA Accredited Passenger Sales Agents, while also improving financial controls and cash flow
for airlines participating in these Plans. In 2019, the BSPs processed the equivalent of USD 244.5 billion gross sales of airline
ticket sales, through BSP operations located in 180 countries/territories.
Accredited Representatives: The governance mechanism of the PAConf activity ensures that every Member Airline has the
opportunity to influence the development of standards. At the Conference itself, every member may accredit a
representative who is appointed by the member’s CEO and is empowered to make binding decisions on behalf of that
member to benefit the Industry. Accordingly, it is important that members review their accredited representatives regularly
and ensure that they have sufficient authority and influence to fulfil this important role.
Activity across 2019

The Passenger Agency Conference meets annually, and in 2019 held its 42nd meeting (PAConf/42) in Geneva, Switzerland
during the week of 21 October.
• The key topics of PAConf/42 focused on modernising the Agency Programme and BSP, including addressing matters
pursuant to the introduction of NewGen ISS.
i. Several proposals were voted on defining how enhanced distribution capabilities and requirements that arise from
such capabilities would be catered in the Passenger Agency Programme. There was focus on initiatives such as
Settlement with Orders, also discussion on how to maintain the integrity of the current Agency Risk Management
framework in the programme, with the introduction of NDC transactions.
There was progress on how payment fraud liabilities would be defined in an NDC environment for the industry to
debate and develop on a framework that would be fit for purpose.
ii. During 2018 and 2019, a vast number of markets had been migrated to NewGen ISS. Throughout this period
feedback was collected and the Conference agreed on several updates on the Agency programme including re-
adopting the existing Remittance Holding Capacity (RHC) formula for Resolution 812 and reviewing various
provisions related to Agency Risk Management.
iii. After 18 years chairing the PAC, the Chairman of the Conference and PSG retired upon concluding PAC/42. New
PAC Chairman: Armin Venencie from Delta

Information Items
Item G1
2 of 2
The Conference also held two workshops the day before the Conference. One to cover the full spectrum of transactions
created under the NDC framework and familiarising PAConf delegates with concepts of ONE Order and Settlement with
Orders. The other was to provoke thoughts on the future state of the Billing and Settlement Plan, to engage delegates in
discussions about expanding different options in the BSP, providing Airlines flexibility that they would need to cater for their
own distribution strategies and risk appetite.
During the past three Annual Conferences, after the formal opening of the Conference, proceedings were suspended to allow
for a special Open Session where representatives from Travel Agents Associations and Global Distribution Systems were
invited to address the PAConf on the Agency Programme, followed by a Q&A session. This session was considered very
beneficial and much appreciated by both agents, GDS and airline delegations. Therefore, PAConf/42 repeated this initiative
and extended the invitation to the China Air Transport Association (CATA) and Airline Reporting Corporation (ARC).
PAConf/42 was also updated on the work relating to key industry initiatives under the scope of the Passenger Agency
Programme:
Working Groups and Task Forces:
• ISS Risk Management Working Group

• Distribution Risk Community
• PAPGJC Task Force to review the governance of the Passenger Agency Program
• ADM Group
Projects and initiatives:
• NewGen ISS Programme status

• Transparency in Payment Project
• SMART Dashboard
• BSPlink Reform
• Future BSP capabilities
PAConf/42 was also provided with further information about the activity of the Passenger Agency Conference Steering
Group (PSG), which was very active during 2019. Its members together with members of the Passenger Agency Global Joint
Council (PAPGJC), comprised of Travel Agent Associations, were actively engaged through additional PSG and PAPGJC
meetings providing Agents with the opportunity to discuss concerns related to Agency Risk Management, NewGen, TIP and
NDC-related initiatives and provide solutions.
PAConf/42 reviewed and approved 18 proposals from the Local Agency Program Joint Councils (APJCs) for changes to
strengthen Local Financial Criteria.
In between its annual meetings, the PAConf dealt with urgent items through mail vote and approved three mail votes
covering 29 items in 2019.
Future Activity
Major concerns are still related to Agent risk management and the need to have proper procedures and tools to predict and
mitigate Airline losses. Several initiatives and tool developments were already foreseen for 2020, however due to COVID 19
these have had to be placed on hold. Instead, a package of measures has been approved to adapt to COVID and as well
ensure minimum risk.
Member airlines should ensure that your appointed Accredited Representative and Alternates are up to date, as PAConf
delegates receive monthly updates regarding important Conference matters, ongoing initiatives as well as latest news from
its Steering Group and other subgroups. To update your Airline’s representation and access PAC Resolutions, please visit us
at https://www.iata.org/en/programs/workgroups/paconf/

Information Items
Item G2
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Item G2: Cargo Services Conference Report

Submitted by: Brendan Sullivan, Head, E-Commerce and Cargo Operations, CSC Secretary
sullivanb@iata.org
Background
The 42nd Cargo Services Conference (CSC/42) was not held as planned in Istanbul, Turkey due the COVID-19 situation and
WCS Postponement.
Proposals for voting items at Conference were moved to mail votes following discussions with the Cargo Procedures
Conferences Management Group (CPCMG).
Voting item 1: a new recommended practice on cargo and mail safety was received comments from Members and after
careful consideration it was agreed to move this item to the next meeting of the CSC to facilitate discussions.
Voting item 2a clarification to the air waybill resolution footnote passed unanimously.
Impacts on Passenger Standards Conference Activity

None noted.

Airmail Board (AMB)
The Airmail Board (AMB) met three times this year, in March 2019 in conjunction with the IATA WCS in Singapore, in June
2019 in Geneva and in October 2019 in conjunction with the IATA-UPU Contact Committee. During this year the AMB has
been working on the following:
Framework for a Postal Service Agreement (CSCRM RP 1677)

1. The members of the IATA Airmail Board (AMB) and members of the Universal Postal Union (UPU) have worked on the
IATA Recommended Practice 1677, the Framework for a Postal Service Agreement through the IATA-UPU Contact
Committee.
The Framework for a Postal Service Agreement is the base document used by Postal Operators and Airlines to create a
contract of services.
The AMB members requested for amendments to the Framework in order to:
a. Clarify liability for all expenses resulting from failure to take over delivery of the mail
The AMB members will continue working on the Framework to include clarification on the limits of liability, the harmonization
of tenders and the legal aspect of agents, ETOEs, 3PLs to act on behalf of a postal operator and exchange postal
messages.
Volumetric attributes
2. The AMB members continued to request UPU to receive volumetric information of postal consignments.
a. Airlines do not have the capacity for planning as no booking and no allocation is done by postal operators
and no volumetric information is contained in CARDIT messages (or CN38).
b. Carriers have noted that postal operators are more and more facing the same types of issues of planning
for their last mile delivery as the volumes (mainly due to the growth in e-Commerce) have an impact on
their equipment and vehicles.
c. IATA urged the postal operators to consider bookings and allocations and sharing volumetric data.
Information Items
Item G5
2 of 9
Mail Safety
3. In October 2017, following a number of serious incidents related to dangerous goods in airmail, the IATA Air Mail Board
(AMB) requested UPU to consider developing joint safety guidelines for postal operators to provide awareness on
dangerous goods, acceptance processes, screening technologies, partnering with civil aviation authorities and
training.
The AMB drafted a position paper which would serve as the basis for developing safety guidelines and presented the latter
to the UPU who agreed to collaborate.
An expert team of postal operators and airlines have met once and gathered on a call twice to develop the guidelines.
It was noted that the collaboration of Civil Aviation Authorities shall be sought to complete the work.
The guidelines now also take into account ICAO Chapter 15 Annex 6 regarding risk assessment and risk mitigation.
Mail EAD
4. Regarding the ongoing objective for Advanced Cargo & Mail Information - ACI/EAD - (pre-arrival security data
transmission to Customs) the IATA AMB and the UPU published a solution for filing to customs, after a successful
“laboratory test” proving feasibility.
The AMB members are discussing with the UPU regarding alignment on the referral messages to ensure that airlines can
receive appropriate “assessment complete” message, should they wish to, in accordance with the principles agreed upon
at the Joint Working Group on Advanced Cargo Information (JWACI).
Usage of CARDIT and RESDIT messages

5. IATA AMB members, together with IPC and UPU, developed a guideline on the use of EDI messages for a better port-
airline supply chain integration.
6.
a. IATA AMB members strongly recommend all airline members to use CARDIT/RESDIT messages (latest
versions) not only to communicate with postal operators, but AMB reminds all airlines that these
messages will be the key to ACI/EAD filing to customs, e-CSD security data transmission and future
forecasts and necessary booking & allocation as well as tracking & tracing.
b. This will provide speed and transparency for our customers, especially when transporting e-Commerce
mail.
Hybrid Scenarios
7. The purpose of this point is to assess the different scenarios that are currently being used by postal operators to carry
mail by air, to identify roles and responsibilities and if those scenarios are permitted or not as they could lead to safety
concerns.
a. During the past few years, and for various reasons that range from commercial arrangements to capacity
constraints on certain routes, some posts and airlines have been arranging alternative ways of carriage
for mail in what regards operations, documentation and messaging. Moving away from the traditional
airmail processes and related Universal Postal Union (UPU) standard documentation and Electronic Data
interchange (EDI – CARDIT/RESDIT message exchange), such operational alternatives often present
challenges in terms of visibility, tracking options, handover, invoicing and safety.
b. With the rise of e-Commerce and increasing volumes, Airlines’ capacity is often exceeded. Therefore,
postal operators are using alternative scenarios to deliver mail to destination in time, while keeping the
advantages that UPU Convention offers.
c. IATA and UPU are developing a solution to enable proper acceptance of Mail by the postal operators
themselves and an acceptance procedure for airlines and cargo handlers to ensure that regulations are
complied with to avoid safety issues.

Information Items
Item G5
3 of 9
Cargo Border Management Board (CBMB)

CBMB was established in 2016 following endorsement for the board from the CSC in March 2016. The purpose of the CBMB
was to comply with new IATA governance requirements introduced to streamline and improve reporting lines and
deliverables.
CBMB’s primary role is to review and determine recommendations, standards and procedures necessary to ensure the air
cargo supply chain exploits available trade facilitation opportunities and operates in full compliance with global customs and
security regulatory requirements. Furthermore, the CBMB seeks to guide and influencing policy makers wherever possible to
ensure the most efficient and harmonized solutions are implemented.
Two groups currently report into CBMB namely the Cargo Customs Working Group (CCWG) that provides expertise and
guidance of customs and trade facilitation related topics and the Cargo Security Working Group (CSWG) providing expertise
and guidance on cargo and mail security topics.
CBMB sets strategic priorities for the CCWG and CSWG, monitors progress, provides support and guidance and ensures
objectives are met.
Priorities & Achievements in 2019

The CBMB met for the second time in October 2019 in Amsterdam, Netherlands. At this meeting the CBMB considered the
most topical and important cargo border management issues for consideration in 2019 and set the priorities for 2020 (listed
below).
No CBMB 2020 Priorities KPI’s

1. PLACI programs  Ensure that industry friendly global standards are implemented and monitored
(CCWG & CSWG) for PLACI Programs.
2. Emerging Threats,  Guidance material,
(CSWG) workshops, awareness raising, human factor.
 Continue to advocate benefits to regulators.
 Support initiatives and tasks undertaken and led by SAC.
 Guidance on application of CSD usage
3. SeMS  Investigate SeMS actions on air cargo supply chain.

 Priorities to be established in coordination with the Security Group.
 Advocate mutual recognition of specification, certification and operating
standards of security equipment and processes for cargo.
4. IATA C-XML roll out  Assist 4+ countries introduce IATA C-XML standards.
following the sunset of C-  Support e-commerce solutions rather than paper based.
IMP
(CCWG)
5. IATA UPU/Postal  Commence 1 pilot on ACI for mail
Collaboration (ACI and e-  Continue European ongoing pilot.
CSD in mail);  Assess feasibility for additional pilots in other regions than Europe.
(CCWG & CSWG)  Implement solutions that support the growth in e-commerce.
6. Cargo Screening  Recognition that the needs for Air Cargo are different to PAX.
Technology of the future  Determination of Air Cargo requirements.
that is now a priority for  Assess suitability of current screening technology/methods for Air Cargo.
industry and member states;  Promote the development of innovation of new Technology/methods for air
(CSWG) cargo.
 Common testing/certification methodologies that are mutually recognised.
 Development of screener methods and best practice guidelines including EDD
7. Security Awareness and  Development of training materials
Culture  Workshops
 Sharing best practices
 CBMB bulletins
 Cooperation with SAC
 Awareness campaign
8. CBM Capacity Building  Develop CBM capacity building portfolio
 Deliver Capacity Building
9. Cooperation with other  Continue to develop common CBM positions and solutions with other
Associations Associations.
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Cargo Operations and Technology Board

Objectives
The COTB develops and maintains industry standards for the procedures, documentation and flow of information / data
relating to the air cargo business by facilitating the discussion and resolution of issues within its purview. The COTB is
responsible for specific activities such as technical standard for AWB and procedures for the correct completion of the
AWB, standards for cargo labels and bar codes, standards for the application of automatic identification technology in the
air cargo business, technical and procedural standards for cargo EDI, standards for other documents, procedures and
processes supporting the air cargo business, etc. The COTB also oversees the development of new standards for that
support ongoing digitalization of the air cargo industry. The COTB is also responsible to provide guidance for the
implementation of IATA/ CSC standards.
Meetings
The COTB held a total of 5 web conferences and 1 face to face over this past year in which industry requests, proposed
amendments to existing standards, or development of new standards submitted by both CSC Members and IATA
Secretariat were reviewed.
Major Achievements in 2019

The following are the highlights of the industry achievements of the COTB during the year of 2019 prior to the Conference:
Cargo EDI
• Reviewed and approved the changes to the code lists,
• Reviewed the Cargo-XML Manual and Toolkit and message updates;
Governance and Procedures

• The group is chaired by LH. The vice-chair is held by CX
• No sub groups removed or created.
• The Interactive Cargo Task Force was constituted with a full membership. Due to delays in recruitment of an IATA
project manager, this group has been inactive. The manager is now being hired and the group will be reactivated in
Q1 2020.
• Two groups, the eCargo Working Group and the ONE Record Task Force are being merged into a single group: the
Digital Cargo Advisory Group. This group will oversee e-freight and ONE Record developments.
Coordination and Engagement

Reviewed and provided guidance on the constitution and work of the permanent working groups and task forces:
• e-Cargo Working Group (eCWG)
• Cargo Messaging Working Group (CMWG)
• ONE Record Task Force (ORTF)
• Digital Connectivity Working Group (DCWG)
• Interactive Cargo Task Force (ICTF)
2020 Plan
The COTB will have bi-monthly calls and tow face to face meeting during the World Cargo Symposium and the Digital Cargo
Conference.
High level priorities are as follows:

• Monitor and continue to provide guidance to the ongoing development of ONE Record and the pilot tests.
• Support IATA in communication and active deployment of ONE Record standards and services.
• Support the launch of the Interactive Cargo Task Force and ensure timely delivery of its objectives.
• Monitor and ensure maintenance and development of e-freight standards and procedures as required.

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Dangerous Goods Board

Objectives
The initiation, adoption and ratification of harmonized worldwide standards for the safe carriage of dangerous goods by all
modes. The implementation of which embrace effective, efficient protocols and procedures that enhance commerce.
Meetings
The Dangerous Goods Board (DGB) met twice in 2019, in Singapore in March and in Montreal in August.
DGB Achievements in 2019

• Updated the content of the Dangerous Goods Regulations (DGR) for the 61st edition to reflect the changes to the
2019-2020 edition of the ICAO Technical Instructions that were issued as addenda to the Technical Instructions and
to adopt industry improvements agreed by the DGB;
• Provided input into proposals developed for submission to the ICAO Dangerous Goods Panel (DGP) working group
meeting (DGP-WG/19) in April and to the 27th meeting of the Dangerous Goods Panel (DGP/27) in September.
DGP/27 was the final meeting of the 2016-2017 biennium that completed changes that have been adopted into the
2019 – 2020 edition of the ICAO Technical Instructions;
• Provided input to the IATA Secretariat on the proposed Recommended Practice on Cargo and Mail Safety;
• Reviewed and updated the guidance material applicable to shipping of lithium batteries;
• Reviewed and updated dangerous goods related standards developed for the IATA Safety Audit Ground Operations
(ISAGO) and IATA Operational Safety Audit (IOSA) programs to ensure that the dangerous goods requirements align
with the latest DGR provisions;
• Provided input to the IATA Secretariat on updates to the IATA “Lithium batteries – Risk Mitigation Guidelines for
Operators” guidance document;
• Provided input to the IATA Secretariat on proposed amendments to the UN Recommendations on the Transport of
Dangerous Goods;
• Commenced development of amendments to the 62nd edition of the DGR;
2020 Plan
• Complete amendments to the 62nd edition of the DGR to incorporate the changes to the 2021-2022 edition of the
ICAO Technical Instructions as well as any additional changes agreed by the DGB;
• Provide input into proposals to the ICAO Dangerous Goods Panel Working Group in October (DGP-WG/20). DGP-
WG/20 is the first meeting of the 2020-2021 biennium that will commence development of changes to the
Technical Instructions for adoption into the 2023 – 2024 edition of the Technical Instructions;
• Develop recommendations for input to the UN Subcommittee of Experts as applicable;
• Continue to revise and maintain the dangerous goods related standards contained in the IATA Safety Audit Ground
Operations (ISAGO) and IATA Operational Safety Audit (IOSA) programs to ensure that the dangerous goods
requirements in those programs are aligned with the latest DGR provisions.

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Live Animals and Perishables Board and Time and Temperature Working Group (TTWG)
The LAPB met twice during 2019, on May 7th to 9th, 2019 in IATA offices in Montreal, Canada and on October 8th to 10th, 2019
in IATA offices in Singapore. The TTWG met in conjunction with the LAPB.
2019 Achievements
• Marc Roveri (CV) was re-elected as the LAPB Vice-Chair for a term of office of two years. The LAPB re-elected Reinier
Danckaarts (Kuehne & Nagel) as the TTWG Vice-Chair for a term of office of two years.
• Substantial updates and changes to the 2020 Live Animals Regulations (LAR 46th edition effective from January to
December 2020):
o The LAPB mandates new recurrent training as of January 1st, 2020:
 Training is paramount to effective implementation, therefore the 46th edition of the IATA Live Animals
Regulations (LAR) is mandating recurrent training that must be provided within 36 months of previous
training. This comes into force on 1st January 2020 after a 12 month transitional period that allowed the
industry to comply with the requirements.
o The LAPB enhanced, updated and developed new requirements for the overall container requirements:
 The container requirements for the transport of cats, dogs and horses.
 A complete revision of the container requirement of transport of day-old chicks
 CRs 1-3, 1, 2, 3, 11, 12, 13, 15 16, 17, 19, 21, 31-34, 31, 33, 34, 41-47, 41, 57, 67, 78.
o The LAR includes also amendments related to:
 the latest government and carrier requirements;
 updates documentation requirements;
 enhancements of handling procedures.
• Substantial updates and changes to the 2020 Perishable Cargo Regulations (PCR 19th edition effective from January to
December 2020):
o The PCR is being revised in line with comments received by the industry and supply chain stakeholders and
enhanced to incorporate current industry requirements and recent operational and technological developments:
 The documentation, labelling and marking was part of Chapter 6 Operations. However, these are important
steps in the overall transportation process and therefore have been extracted and moved into new
dedicated Chapter 7.
• Substantial updates and changes to the 2020 Temperature Control Regulations (TCR 8th edition) effective from January
to December 2020):
o The LAPB, following recommendations of the TTWG, endorsed:
 A new section 17.8.5 Applicability of IATA Special Handling Codes together with a new Appendix C
providing an example of a process flow of time and temperature healthcare and pharmaceutical shipments
with their possible applicable IATA special handling codes. These inclusions are meant to provide
educational information to the supply chain stakeholders, namely to the pharmaceutical shipper’s
community on the example of process when transporting and handling pharmaceutical products and what
could be expected when industry standard special handling codes are being used.
 A new requirement in section 7.1 Air Waybill, related to the inclusion of the shipper’s 24-hour emergency
contact number on the Air Waybill.
 Amendments to the IATA CEIV Pharma Guidelines and CEIV Pharma Audit Checklist. These are accessible
by means of a toolbox integrated into the electronic version of the TCR. This Toolbox assist the industry
by means of the guidelines and prepare a company for the CEIV Audit based on the pre-defined IATA CEIV
Audit Checklist.

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On-Going Objectives
• Enhance the LAR, PCR and TCR following the outcome of industry’s feedback and requirements.
• Continue to develop a good working relationship with the World Animal Health Organization (OIE) especially on the
working group which was established primarily focused on lab animals but which would no more be limited to laboratory
animals but potentially other issues such as electronic documentation, facilitation of dialogue with transport issues.
• Continue to develop a good working relationship with the Convention on International Trade in Endangered Species of
Wild Fauna and Flora (CITES) especially on the collaboration in combatting illegal trade in wildlife and their products while
ensuring the safe and secure transport of legally traded wildlife.
• Continue to develop the CEIV certification programs. The different CEIV Pharma, Live Animals and Fresh (Perishables)
checklists were shared with the LAPB Members for feedback and comments to ensure these programs consider
industry’s expectations when handling and transporting these very special cargo.
Future LAPB Development

• The LAPB together with CPCMG guidance will continue to discuss a proposal to split the LAPB into two distinct boards,
one being the “Live Animals” and the other being the Perishables/Pharmaceuticals’ one. It has become apparent over the
past couple of years that:
o Most LAPB members have expertise in one area or the other but not both.
o The way the LAPB is structured today no longer reflects the way the airlines are structured either. Nowadays
distinctive verticals are established in the airline’s units to be able to focus on those special commodities
separately internally. This is also seen by the attendance of different airline experts at the LAPB & TTWG meetings
to deal with the different matters.
ULD Board
Objectives
The ULDB is established to develop and maintain the standards and procedures concerning the specifications, handling, restraint
and maintenance of ULDs, and to promote the worldwide recognition, adoption of and adherence to those standards and
procedures.
The IATA ULD related meetings in 2019 are listed as follows:
Meetings Dates Locations

2019 WCS ULD Track 13 March 2019 Singapore
ULDB/51 17 January 2019 Web Conference
ULDB/52 Charlotte NC, USA
10 April 2019
(in conjunction with SAE AGE-2) (hosted by SAE AGE-2)
ULD and Cargo Safety Campaign Guangzhou Guangzhou, P. R. China
9 August 2019
Workshop (hosted by Baiyun Int’l Airport)
ULDB/53 Montréal, Québec, Canada (hosted
23-24 October 2019
(in conjunction with SAE AGE-2) by IATA)
2019 Achievements
The following are the highlights of the industry achievements of ULDB in 2019:
Continued Enhancement of ULDR 8th Edition

Some significant improvements are highlighted as follows:
Section 1
• Amendment to ULD definition to align with the current SAE AS 36100
• Clarification on Operator’s responsibility for ULD Tag completion requirements
• Clarification on ULD training requirements regarding recurrent training interval

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Section 2
Clarification on compliance with aircraft weight and balance manual
Section 5
SS 90/1
Replacement of the term ‘Aircraft Engine Transport ULD’ by ‘Aircraft Engine Transport Device’
Section 6
OS 6/03
Deletion of descriptions of pallet cover materials to allow flexibility
OS 6/12
Replacement of the term ‘Aircraft Engine Transport ULD’ by ‘Aircraft Engine Transport Device’
Appendix H (new)
Illustration of ULD Components Listed on Operational Damage Limits Notice (ODLN)
Collaboration with other IATA Groups

• Reviewed and provided recommendations to IATA External Affairs Department on “Safe Storage of Mobility Aids in
ULD in Aircraft Cargo Compartment” that contributed to the IATA 75th Annual General Meeting (AGM) resolution on
passengers with disabilities
• Reviewed and provided recommendations via DGB to ICAO Cargo Safety Sub-Group on “Guidance for Safe Operations
Involving Aeroplane Cargo Compartments”, which would be the guidance material for the amendment to ICAO Annex 6
• Provided clarification and amendment to ULD Tag completion requirement according to ICHC request
• Reviewed and provided recommendations to IATA Ground Operations Manual Technical Group (IGOM TG) on working
instructions on checking of ULD on the ramp
• Requested ICHC and Cargo iQ to enhance the ULD handover procedures between Cargo GSP (cargo warehouse) and
Ramp GSP (ramp)
• Endorsed CBTA training methodology and agreed that the improvement of ULD training requirements be aligned with
the progress of CTTF
• Provided clarification and amendment to ULD recurrent training interval according to Aviation Ground Services
Agreement Technical Group (AGSA TG) request
• In response to the request from (AGSA TG) agreed to further review the ULD definition to ensure consistency across
IATA publications as well as to align with SAE definition
• Proposed amendments to ULDR based on the recommendations from Special Loads Task Force (SLTF)
Engagement with External Stakeholders

• Continued to engage with various civil aviation authorities, especially:
– the Federal Aviation Administration (FAA) Cargo Focus Team (CFT) to ensure the interest of the industry is presented
in the revision of the FAA Advisory Circular (AC) 120-85 on Carriage of Cargo by Air Carriers as well as its future
implementation once released
– the FAA Aircraft Certification Branch and Fire Safety Branch to ensure industry requirements for aircraft ULD/
accessories including Temperature Controlled Container (TCC), Fire Containment Cover (FCC) as well as Fire
Restraint Container (FRC) are considered in the development of relevant airworthiness certification requirements
– the Civil Aviation Administration of China (CAAC) Airworthiness Certification Department to ensure the development
of relevant airworthiness requirements is harmonized with FAA/ EASA
– the CAAC Air Transportation Department and Flight Standards Department to facilitate the safety promotion of air
cargo operations

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• liaised with international standard organizations such as International Organization for Standardization (ISO) and Society
of Automobile Engineers (SAE) to ensure the development of standards meets the industry needs and to ensure all the
standards and specifications applicable to ULD are consolidated in the ULDR
• engaged with major aircraft manufacturers such as Airbus and Boeing to ensure clear understanding of rules in the
Aircraft Weight and Balance Manuals applicable to aircraft loading and restraint of ULD to eliminate the risks of exceeding
aircraft operating limitations
2020 Plan
• Continue to enhance the ULDR 9th Edition, including particularly:
– to conduct safety risk assessment on Section 2 ‘Limitations’
– to delete the obsolete ULD Type Codes throughout the ULDR
– to add the illustration of pallet, net, and strap components listed on ULD ODLN
• Collaborate with COTB and LAPB in the development of standards for returnable asset identifying and tracking for non-
aircraft Temperature Controlled Container (TCC)
• Propose ULD global tracking business requirements for inclusion in ONE Record
• Review and endorse the recommendations provided by Cargo Training Task Force (CTTF) on adopting Competency-
Based Training & Assessment (CBTA) methodology in ULD training development
• Collaborate with DGB in developing recommendations on safety risk assessment and mitigation strategies for cargo
compartment fire prevention
• Review and harmonize ULD contents in major IATA publications such as AHM, IGOM, and ICHM
• Continue engaging with relevant CAAs and ISO/ SAE to ensure regulatory requirements and international standards are
harmonized
• Maintain the engagement with IATA Strategic Partners to facilitate their contribution to the ULDB agenda
• Monitor the industry trends in the deployment of automation/ robotics technologies in ULD handling to ensure ULD
requirements are taken into consideration
• Provide guidance on the attachment of wireless devices on ULDs

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Item G3: Report from Aviation Industry Retail (AIR) Think Tank
Submitted by: Sr Manager Innovation (gagliardit@iata.org)
AIR Think Tank

 The scope covers aviation industry retail – commercial systems, e-commerce platforms, distribution and payments.
 The AIR Think Tank was initiated in 2018. The structure is based on an annual rotation (January – October), where
members may change each year.
 Members include airlines, strategic partners and supporting organizations.
 The AIR Think Tank group focuses on ideation and creating/building ideas which are articulated and presented to the
industry.
 The traditional think tank structure includes four face-to-face meetings per year, with output including the creation of
an annual industry White Paper and proof of concepts presented at the AIR Symposium. Covid-19 changed the
structure and planned output. The first face-to-face meeting took place at the beginning of the year (pre-Covid-19),
then meetings were switched to online. Also, the output will still be an industry white paper that will be distributed online
mid-November.
2020 ideas
 The 2020 AIR Think Tank is working on three ideas that will be articulated in the 2020 AIR Think Tank White Paper.
1. Customer as a reference
 In the future, there should be no need for travelers to remember or write down a PNR or an Order number to receive a
service. Airlines envision to follow the best practices from the retailing world and focus their efforts on identification of
the Customer. The Customer will be invited to use credentials of their choice which may be a passport, frequent
traveler card or perhaps logging to an online account. Once the Retailer knows who the Customer is, the right service
can be provided. This concept, also called "Customer as Reference", leverages technology advances made by the One
ID projects and extends the use of the technology from facilitation use cases to distribution.
2. Emerging products and services

 This idea is focused on airline retailing in general, with two driving objectives: to facilitate the onboarding and
integration of API providers (start-ups or not) by airlines and to improve the retailing capacity of airlines (not limited to
ancillaries, but all kinds of products). The focus is on events (broadcast information) that airlines could emit. The
connection to these events should be easy and fast. Third parties could receive them in order to provide services
linked to a flight, such as food delivery at the airport before departure, or city transfer at the destination. Using these
two examples, the team will look at the kind of events/data that airlines could emit, and we start evaluating typical
services that could benefit from these events.
3. Trust
 The focus of this idea is on how to restore and build customer trust in the retail experience. Moreover, the vision is
defining what levers can be used by airlines to regain trust from their customers to travel. The intent is to provide
customers flexibility in choice and transparency through further unbundling and travel flexibility, but still (re)building a
solid revenue optimization model.

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Item G4: Report of IATA Strategic Partnerships

Submitted by: Antonio La Verghetta
lavergheta@iata.org
Background
The IATA Strategic Partnerships program is a platform for aviation solution providers to build as well as strengthen
relationships with key industry stakeholders. Through their participation in various IATA work groups, Strategic Partners gain
a unique insight into airlines’ priorities and have the opportunity to be recognized for working together with IATA in serving
the air transport industry.
The IATA Strategic Partnerships program covers over 40 Areas of Involvement.
Becoming a Strategic Partner for one of the Management Boards gives you the opportunity to participate in the Boards
Advisory Forum.
By joining one of the following areas, you can contribute to Passenger Standards Conference activities:
• Shop Order
• Plan Standards
• Pay Account
• Architecture and Technology
• Revenue Accounting
• Passenger Experience
• Passenger Process and Accessibility
• Common Use
• Baggage Services
• RFID
• Electronic Baggage Tag sub-group
• Baggage tracking sub-groups
• Baggage Pro-Rates sub-group
• Baggage XML sub-group
Learn more on www.iata.org/sp
The updated list of Areas open to Strategic Partners are available from:
http://www.iata.org/about/sp/areas/Pages/index.aspx

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Item G5: Report from the Interline Billing and Settlement and
Operations Working Group (IBS OPS WG)
Submitted by: Altug Meydanli- Senior Manager, Pay Account Standards
meydanlia@iata.org
Background
The IBS OPS WG consists of 15 members and 2 Official Observers and act as advisor to the Financial Committee, other
relevant IATA bodies, and IATA Management on operational and technical matters related to IATA's Industry financial systems
and services related to interline billing and settlement, including maintenance and development of efficient operating
procedures, and financial standards supporting related airline financial processes.

After the 6th WFS/Miami, September 2019, the IBS OPS WG have one face to face meeting and had monthly conference calls
each month.
IBS OPS WG organized an Industry Webinar in January 2020 to inform the revenue accounting community about the new
IATA RAM (Revenue Accounting Manual) rule changes.
In light of the COVID-19 Global Pandemic and its effect on our member airlines IATA, in consultation with IBS OPS WG and
other related Industry Groups decided to cancel the 6th Interline Billing and Settlement Operations (IBS OPS) and 9th Simplified
Invoicing and Settlement (SIS) Annual General Meetings. However, in order to stay engaged during this time IBS OPS WG and
SIS SG organized separate industry webinars on 28-29 September 2020 that will provide annual updates from each group
and inform IATA airlines and Strategic Partners on important industry topics.
As a result of the IBS OPS WG activity and recommendations, IATA TTBS have added an involuntary exemption tag to their
RATD tax database and ATPCO added the same exemption tag to the ATPCO X2 file. This tag indicates that an RATD
exemption exists for a tax in case of involuntary rerouting. Upon seeing a tag, the billing airline must read then apply the terms
of that exemption for the Tax. The exemption shall be applied irrespective of the reason for involuntary reroute. This is
available and coded since February 24th, 2020.Please refer to IATA TTBS Bulletin 12583 for more detailed information.
IBS OPS WG agreed to create a Future of Interline (Settlement) Taskforce to find a global mandatory solution for work on the
future of Interline settlement. The Taskforce had several calls and met once in January 2020. As a result of the disruption to
airline activity because of Covid-19 Pandemic, the taskforce activities were suspended in 2020.
IBS OPS WG agreed to create a Simplified Involuntary Settlement Solution Taskforce to find a global mandatory simplified
solution for interline involuntary settlement. The Taskforce had several calls and met once in January 2020. As a result of the
disruption to airline activity because of Covid-19 Pandemic, the taskforce activities were suspended in 2020.
3 new non-IATA member airlines for ICH (IATA Clearing House) participation in 2020 have been approved: JX, MV, XF
Due to the Covid-19 Pandemic, new Non-IATA member applications were put on hold from March to August 2020.
IBS OPS WG reviewed ICH Calendar and Regulations including Procedure 18 (re ICH Special Clearance) and management of
correspondences.
With the start of COVID-19 pandemic, some interline rejections and correspondences have been sent back with no valid
reason simply because the airline has been unable to process within the time limits due to restrictions linked to the pandemic
and this is not allowed under RAM rules. In consultation with IBS OPS WG IATA circulated an IATA Bulletin (2020-02) on 5th
May addressing this issue.

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IBS OPS WG received multiple clarification requests received from the revenue accounting community and reviewed all of
them and shared IBS OPS WG recommendations which contributes to reduce disputes between airlines.
Harry Schwart (DL), chair of IBS OPS WG, retired end of July 2020 after 47 years in Revenue Accounting.
Future Activity
IBS OPS WG will continue to simplify RAM rules and explore ways of further reducing interline rejections.
Future efforts for the ICH will focus on improvements for interline and correspondence settlements in case of bankruptcy.
Action:
PSC representatives are kindly requested to encourage their interline billing and settlement experts for their contribution
for the IBS OPS WG activities for further simplifying interline billing rules, increase efficiencies and reducing costs.

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2nd IATA Passenger Standards

Passenger Standards Conference 2020, Agenda Second Transmittal

Online meeting and online voting

Passenger Standards Conference 2020, Agenda Second Transmittal

Passenger Standards Conference 2020, Agenda Second Transmittal

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Passenger Standards Conference 2020, Agenda Second Transmittal

A9 Changes to Resolution 009 PSC2020_A9

A9.1 Changes to Recommended Practice 1786 PSC2020_A9.1

A11 Any Other Business PSC2020_A11

B1.1 Slots Update and Changes to Recommended Practice 1761a PSC2020_B1.1

B2 Endorsement of elections for open positions on Plan Standards Board PSC2020_B2

B3 Delegation of authority to the Plan Standards Board PSC2020_B3

C2 Endorsement of elections for positions on Shop - Order Standards Board PSC2020_C2

C3 Delegation of authority to the Shop - Order Standards Board PSC2020_C3

C4.1.2 Voting Items of the Ticketing Group presented as a package PSC2020_C4.1.2/P

C4.2.1g Construction Rules for SSR DOCO PSC2020_C4.2.1g

C4.2.1h SSR AMMO PSC2020_C4.2.1h

C4.2.1i SSR WPOW/AMOW PSC2020_C4.2.1i

C4.2.1j PWD (Persons with Disabilities) - PAPTF PSC2020_C4.2.1j

C4.4.1 Voting Items of the Order Group presented as a package PSC2020_C4.4.1

D2 Endorsement of elections for positions on Travel Standards Board PSC2020_D2

D3 Delegation of authority to the Travel Standards Board PSC2020_D3

D4.2.1 Voting Items of Baggage Working Group presented as a Package PSC2020_D4.2.1/P

E3 Delegation of authority to the Pay-Account Standards Board PSC2020_E3

F2 Endorsement of elections for open positions on Architecture and Technology PSC2020_F2

Passenger Standards Conference 2020, Agenda Second Transmittal

Section A: Administration Items

A2 Examination of Credentials of Accredited Representatives

A3 Approval of Minutes – JPSC/39 and PSC/41; and Passenger Tariffs Composite

A4 Effectiveness of Amendments to Industry Standards

A5 Report of the Passenger Standards Conference Steering Group

A6 Distribution Advisory Forum (formerly the Distribution Advisory Council) of the

A8 Status of BSP Form Codes

A9 Changes to Resolution 009 Attachment A_A9

A10 Industry Restart Attachment A_A10

A11 Any Other Business Attachment A_A11

A12 Date and Place of Next Meeting (no documents)

Passenger Standards Conference 2020, Agenda Second Transmittal

Passenger Standards Conference 2020, Agenda Second Transmittal

Passenger Standards Conference 2020, Agenda Second Transmittal

Passenger Standards Conference 2020, Agenda Second Transmittal

E3 Delegation of authority to the Pay-Account Standards Board

E4.2 Report and Workplan of Customer Payment Group Attachment A_E4.2

Section F: Architecture and Technology Strategy Board Items

F1 Report of the Architecture and Technology Strategy Board (ATSB)

F2 Endorsement of elections for open positions on Architecture and Technology

F3 Delegation of authority to the Architecture and Technology Strategy Board

Section G: Information Items

G1 Report of the Passenger Agency Conference

Passenger Standards Conference 2020, Agenda Second Transmittal