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TRANSCRIPT
EUROPEAN RAILWAY AGENCY
File : IU-TAP-100526-Rep 1.0 Version 1.0 – Final PAGE 1 OF 71
INTEROPERABILITY UNIT
TRANS-EUROPEAN CONVENTIONAL RAIL SYSTEM
SUBSYSTEM TELEMATICS APPLICATIONS FOR PASSENGERS
Reference: ERA/REC/04-2010/INT Document
Type:
Report to Final Draft TSI
Version : 1.0 – Final
Date : 26/05/2010
Edited by Reviewed by Approved by
Name Mickael VARGA
Martin SCHROEDER
Kai BRANDSTACK Jean-Charles PICHANT
Position Project Officers Adviser Head of Unit
Date
&
Signat.
18/05/2010 25/05/2010 26/05/2010
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AMENDMENT RECORD
Version Date Section
number
Modification/description Author
0.1 18/05/2010 All First draft Mickael VARGA
1.0 24/05/2010 All Introduction of Head of Sector‟s remarks
Amendment of Chapter 14
Mickael VARGA
Martin SCHROEDER
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Table of Contents
1. Introduction ........................................................................................... 8
1.1 Background to the assignment ............................................................. 8
1.2 Summary ...................................................................................... 8
2. Abbreviations and references .................................................................... 10
2.1 Abbreviations ................................................................................ 10
2.2 Reference Documents ..................................................................... 11
3. Working party ....................................................................................... 13
3.1 Composition of the WP ..................................................................... 13
3.2 Calendar of meetings ....................................................................... 14
3.3 Level of participation ........................................................................ 14
3.4 Time plan ..................................................................................... 15
4. Input and experience for the drafting of TAP TSI ............................................. 18
4.1 Initial input documents ..................................................................... 18
4.2 Business Procedure ........................................................................ 19
5. Comments on the preliminary draft report ..................................................... 20
6. Status of the ERA TAP TSI Technical Documents ........................................... 23
7. Remarks of the Member States during their consultation period ........................... 24
8. Remarks from the Social Consultation and the Consultation with Passenger
Organizations (Art 4 and 5 of EC/881/2004)................................................... 26
9. Telematics Applications within the interoperable railway subsystem ...................... 29
9.1 The railway system for the purpose of Interoperability ................................ 29
9.2 Technical interfaces between subsystems .............................................. 29
9.2.1 Interfaces with the Rolling Stock Subsystem (in adoption) ..................... 29
9.2.2 Interfaces with the Telematic Applications for Freight Subsystem (Regulation
62/2006) .......................................................................................... 30
9.2.3 Interfaces with the PRM TSI (Decision 2008/164) ............................... 30
9.3 Geographical scope the TAP TSI ........................................................ 30
10. Requirements describing the Telematics Applications for Passengers subsystem
(Chapter 4 of the TSI) ............................................................................. 32
10.1 Link between the Regulation of the European Parliament and of the council on
rail passengers‟ rights and obligations and TAP TSI ......................................... 32
10.2 List of the TAP TSI Basic Parameters ................................................ 34
10.2.1 Handling of timetable data ........................................................ 34
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10.2.2 Handling of tariff data .............................................................. 35
10.2.3 Handling of information on RU contacts ........................................ 35
10.2.4 Handling of information concerning conditions of carriage .................. 36
10.2.5 Handling of information concerning carriage of registered luggage ........ 37
10.2.6 Handling of information concerning carriage of PRM ......................... 37
10.2.7 Handling of information concerning the carriage of bicycles ................ 38
10.2.8 Handling of information concerning the carriage of cars ..................... 38
10.2.9 Handling of availability/reservation .............................................. 39
10.2.10 Handling of security elements for product distribution ........................ 40
10.2.11 Handling of fulfilment .............................................................. 40
10.2.12 Handling of information provision in station area .............................. 41
10.2.13 Handling of information provision in vehicle area ............................. 42
10.2.14 Train preparation ................................................................... 42
10.2.15 Train running information and forecast ......................................... 43
10.2.16 Service disruption information .................................................... 44
10.2.17 Handling of short term timetable data ........................................... 44
10.2.18 Quality of the data and information used in TAP TSI ......................... 45
10.2.19 Additional Basic Parameters dealing with various reference files and
databases, electronic transmission of documents, networking and communication,
operating rules, maintenance rules, professional qualifications, health and safety
conditions 46
10.2.20 Infrastructure and rolling stock registers ........................................ 46
10.3 ERA Technical Documents for the purpose of TAP TSI ........................... 46
10.4 Link to the other modes of transport ................................................... 47
11. Interoperability Constituents (Chapter 5 of the TSI) ..................................... 49
12. Conformity assessment (Chapter 6 of the TSI) ........................................... 50
13. Implementation of the TAP TSI (Chapter 7 of the TSI) .................................. 51
13.1 Strategic European Deployment Plan (SEDP) ....................................... 51
13.2 Migration strategy ......................................................................... 53
13.3 Management of changes ................................................................ 54
14. Economic Evaluation .......................................................................... 55
14.1 Introduction ................................................................................ 55
14.2 Objectives of the impact assessment ................................................. 55
14.3 Impact Assessment ...................................................................... 56
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14.3.1 Project Scenario .................................................................... 57
14.3.2 Reference Scenario ................................................................ 57
14.4 Justification of basic parameters ....................................................... 58
14.5 Qualitative Impact Assessment ........................................................ 58
14.6 Conclusion and plans for further evaluation .......................................... 63
14.7 Specific Cases ............................................................................ 63
15. European Standards .......................................................................... 64
15.1 References in the TSI .................................................................... 64
15.2 Relation to the standardisation bodies ................................................ 64
16. Conclusions ..................................................................................... 66
16.1 Working with the ERA TAP TSI Working Party ...................................... 66
16.2 SWOT analysis for the future of the TAP TSI ........................................ 66
16.3 Delivery of the final draft TSI ........................................................... 69
17. List of Annexes ................................................................................. 70
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Table of Figures
Figure 1: Tracking Gantt chart for drafting the TAP TSI ....................................... 17
Figure 2: Methodology of Impact Assessment .................................................. 56
Figure 3: Cooperation and compromise in the ERA TAP TSI WP ........................... 66
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Table of tables
Table 1 : Abbreviations .............................................................................. 10
Table 2 : Reference documents ................................................................... 11
Table 3 : Composition of the TAP TSI WP ....................................................... 13
Table 4 : TAP TSI WP Meetings in held in 2007, 2008, 2009 and 2010 .................... 14
Table 5 : Participation of Sector Organisations and NSAs in TAP TSI WP meetings .... 15
Table 6 : TAP TSI Business Procedure Sub-Group Meetings held in 2007 ................ 19
Table 7 : Subsystems as defined by Annex II of the Interoperability Directive (2008/57) 29
Table 8 : Interfaces with the Rolling Stock subsystem ....................................... 29
Table 9 : Interfaces with the Telematic Applications for Freight subsystem ............... 30
Table 10 : Link between the Rail Passengers‟ Rights Regulation and TAP TSI .......... 32
Table 11 : Qualitative cost impact for TAP TSI .................................................. 58
Table 12 : References to European standards ................................................. 64
Table 13 : SWOT analysis for the TAP TSI ...................................................... 68
Table 14 : Annexes to this report .................................................................. 70
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1. Introduction
1.1 Background to the assignment
The activity of the WP Telematics Applications for Passengers TSI assigned to
ERA within the third TSI group is based on the mandate [3] notified to the
Agency the 9th
February 2006.
The preliminary draft TSI, version 2,0 is accompanied by this report. It
comprises essential information on the development and the results of the WP
(especially as regards the modifications since the presentation of the
Preliminary Draft TSI to the 53rd
RISC meeting (07 Oct 2009)) and the
evaluation of the TSI impact.
1.2 Summary
The Telematics Applications for Passengers WP had twenty-two meetings
within a period of three years and is delivering the final draft TSI together with
this report on time.
Before sending it out, this report has been submitted to the consultations
according to Articles 4 and 5 of the Regulation EC/881/2004 and to the ERA
internal consultation.
In the TSI a set of Basic Parameters (BP) has been developed in the TAP TSI
WP in order to meet the requirements set out in
• Art 3.5 of the Decision 09/II/2006, Annex 1, Mandate to the Agency [3]
and
• Art 10 of the European Passengers‟ Rights Regulation [5].
The BPs in chapter 4 of the TSI have been grouped in logical areas of
application (commercial and RU/IM communication ones) and brought to the
common level of detail.
The TAP TSI WP has drafted the TAP TSI in line with the DG TREN reference
documents
• Guidelines for drafting TSIs [6]
• Model structure for the drafting of a Technical Specification for
Interoperability [7]
• Cost/benefit assessment of Technical Specifications for Interoperability -
Objectives, method and work plan [4].
Moreover, the TAP TSI was drafted in a way that enables afterwards in the
Strategic European Deployment Plan (SEDP) and in the Implementation Phase
the implementation of the subsystem requirements. The SEDP shall be a legal
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act of the Commission. The content of the SEDP shall be incorporated into
Annex F of the TAP TSI. Moreover, the TAP TSI gives a clear first description
how the TAP Change Control Management (CCM) will take place.
Where a BP of the TAP TSI is in common use with the TAF TSI [10], the
requirement was written in a way which permits the development and
deployment of the given BP to be as close as possible to the implemented TAF
TSI in order to achieve best synergies. The requirements of these BPs are
based – for practical reasons – on the common Data Catalogue Version 5.0
developed by the TAF TSI Deployment Team and not on the Annexes A1, A2,
A3 and A4 of the TAF TSI [10]. However, the Annexes A1, A2, A3 and A4 are
still part of the legal text, whereas the new Data Catalogue not. It is aimed at
harmonising the TAF TSI Data Catalogue with the ERA Technical Document
B.30 in aforementioned CCM.
In the annexed draft of the TSI points still open are highlighted and listed in its
Annex A. The open points listed in chapters 4.2.10 and 4.2.11 shall be closed
as soon as CEN (European Committee for Standardization) will develop and
deliver the appropriate norms which are expected to be ready by 2011:
mandate for the development of above norms was signed with CEN in the year
of 2008. The open point listed in chapter 4.2.2 must be closed during the next
revision of the TSI.
Since no High Speed TAP TSI existed at the time of launching the drafting of
this TSI, the WP has decided that the geographical scope of the TAP TSI will
be the trans-European rail system as described in Annex I and in Art 1.4 of the
Directive 2008/57/EC [1] (e.g. including both high speed and conventional rail of
the whole rail system).
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2. Abbreviations and references
2.1 Abbreviations
Table 1 : Abbreviations
Abbreviation Definition
BP Basic Parameter
CBA Cost Benefit Analysis
CCM Change Control Management
CEN European Committee for Standardization
(Comité Européen de Normalisation)
CER Community of European Railway and Infrastructure Companies
DG TREN Directorate-General Energy and Transport
EC European Commission
ECTAA European Travel Agents‟ and Tour Operators‟ Association
EIM European Rail Infrastructure Managers
EN European Norm
EPF European Passenger Federation
ERA European Railway Agency (also referred to as Agency)
ETTSA European Technology and Travel Services Association
EU FP5 EU Research Framework Program 5
EU FP6 EU Research Framework Program 6
GDS Global Distribution System
ID Rail Interoperability Directive
IM Infrastructure Manager
MERITS Multiple European Railways Integrated Timetable Storage
MS Member State
NSA National Safety Authority
OPE Operation
PRIFIS Price and Fare Information Storage
PRM People with reduced mobility
PRR European Rail Passengers‟ Rights Regulation
RISC Rail Interoperability and Safety Committee
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Table 1 : Abbreviations
Abbreviation Definition
RST Rolling stock
SEDP Strategic European Deployment Plan
TAF Telematic applications for freight
TAP Telematic applications for passengers
TSI Technical Specification for Interoperability
UIC Union International des Chemins de fer.
UITP International Association of Public Transport (Union Internationale des Transports Publics)
UNIFE Association of the European Railway Industries (Union des Industries Ferroviaires Européennes)
WP Working party organised by ERA
2.2 Reference Documents
Table 2 : Reference documents
Ref. N° Document Reference Title Last
Issue
[1] Directive 2008/57/EC Interoperability of the conventional rail system 17.06.2008
[2] Regulation (EC) No 881/2004
Agency Regulation and its amendment (EC) No 1335/2008
16.12.2008
[3] Decision 09/II/2006, Annex 1, Mandate to the Agency
Development of the third TSI group under Directive 2001/16/EC as modified by Directive 2004/50/EC
16.12.2005
[4] Cost/benefit assessment of Technical Specifications for Interoperability - Objectives , method and workplan, 2001/16-EE04 EN02
Cost/benefit assessment of Technical Specifications for Interoperability - Objectives , method and workplan
11.06.2002
[5] European Passengers‟ Rights Regulation No 1371/2007
Regulation of the European Parliament and of the council on rail passengers‟ rights and obligations
23.10.2007
[6] Guidelines for drafting TSIs, 01/16-DV05 EN03
Guidelines for drafting TSIs 25.09.2002
[7] Model structure for the Model structure for the drafting of a Technical 25.09.2002
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Table 2 : Reference documents
Ref. N° Document Reference Title Last
Issue
drafting of a Technical Specification for Interoperability, 01/16-DV03 EN04
Specification for Interoperability
[8] OPE TSI decision No 2006/920
Commission decision concerning the technical specification of interoperability relating to the subsystem „Traffic Operation and Management‟ of the trans-European conventional rail system
11.08.2006
[9] PRM TSI decision No 2008/164
Commission decision concerning the technical specification of interoperability relating to „persons with reduced mobility‟ in the trans-European conventional and high-speed rail system
21.12.2007
[10] TAF TSI regulation No 62/2006
Commission regulation concerning the technical specification for interoperability relating to the telematic applications for freight subsystem of the trans-European conventional rail system
23.12.2005
[11] ERA_EE_TAPTSI Applied Methodology Guidelines for the Economic Evaluation and Preliminary Qualitative Impact Assessment respect to the TAP TSI
02.03.2009
[12] Intermediate Report on draft TAP TSI
Trans-European Rail System - Subsystem Telematic Applications for Passengers
20.05.2008
[13] Directive 2001/14 Directive of the European Parliament and of the Council on the allocation of railway infrastructure capacity and the levying of charges for the use of railway infrastructure and safety certification
26.02.2001
[14] Preliminary Report on draft TAP TSI
Report to Preliminary Draft TSI 21.09.2009
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3. Working party
3.1 Composition of the WP
The WP has been drawn up following Article 3 of the Agency regulation [2] in
order to draft the TAP TSI. The staffs of ERA chairing the group and
responsible for the work of the WP on the Telematics Applications for
Passengers TSI has changed since the preliminary report [14]: since Nov 2009
a second Project Officer works at ERA in the area of Passenger Telematics
Applications
The agency selected the experts for the WP from proposals given by the
representative organisations of the railway sector. Table 3 shows the number
and the changes of members of the WP up to date.
Table 3 : Composition of the TAP TSI WP
Nr Sector
organisation
Name of expert Nomination since
1 CER Christopher QUEREE 1st meeting
2 CER Lothar HENRICH 1st meeting
3 CER Ugo DELL‟ARCIPRETE 4th meeting
4 EIM Ian BARNES 1st meeting – 3rd meeting
5 EIM Geoff O‟FARELL 3rd meeting
6 UITP Ulrich WEBER 21st meeting
8 UNIFE Wolfgang HECK 1st meeting
9 UNIFE Patrick HAUSPIE 1st meeting
10 EPF1 Stefan JUGELT 1st meeting
11 NSA Sweden Anders SJÖBERG 1st meeting
Moreover, at request of the sector organisations the possibility to nominate
deputies for experts was given in order to better organise their participation in
the WP.
It should be mentioned that beyond above experts, also the experts of NSA
Germany (first and twenty-second WP meeting), of NSA Portugal (first and
second WP meeting) and of NSA Poland (nineteenth and twenty-second WP
meeting) have attended.
1 According to Art 3.4 of the Regulation (EC) No 881/2004 [2]
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3.2 Calendar of meetings
The meeting calendar for 2007 has been presented to and agreed by the WP at
the kick-off meeting on 7th
February 2007.
The meeting calendar for 2008 has been presented to and agreed by the WP at
the meeting on 29th
Sept 2007.
The meeting calendar for 2009 has been presented to and agreed by the WP at
the meeting on 15th
Sept 2008.
The meeting calendar for 2010 has been presented to and agreed by the WP at
the meeting on 17th
Sept 2009.
All the WP meetings in 2007, 2008, 2009 and 2010 were held at the premises
of ERA in Lille as shown in following table.
3.3 Level of participation
On average 10 experts were present at the meetings. From the Agency side the
telematic applications team and a representative of the economic evaluation
unit were present. The participation of the sector organisations is shown in the
table by the number of meetings they attended.
Table 4 : TAP TSI WP Meetings in held in 2007, 2008, 2009 and 2010
Meeting Nr Date Meeting Nr Date
Kick-off 2007-02-07 12th 2008-09-15 and 16
1st 2007-03-28 and 29 13
th 2008-11-04 and 05
2nd
2007-05-15 and 16 14th 2008-12-16 and 17
3rd 2007-06-26 and 27 15
th 2009-01-20
4th 2007-09-26 16
th 2009-02-12
5th 2007-11-07 and 08 17
th 2009-04-01
6th 2007-12-11 and 12 18
th 2009-06-24
7th 2008-01-22 and 23 19
th 2009-09-17 and 18
8th 2008-02-26 and 27 20
th 2009-11-03
9th 2008-04-02 21
st 2010-01-20
10th 2008-05-16 22
nd 2010-05-11
11th 2008-06-25 and 26
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Table 5 : Participation of Sector Organisations and NSAs in TAP TSI WP
meetings
Sector
Organisation
and NSA
Attendance to WP
[number of meetings]
CER 22
EIM 20
UITP 14
UNIFE 21
EPF 20
NSA Sweden 22
NSA Portugal 2
NSA Germany 2
NSA Poland 2
Generally the group was very active also by presenting own written proposals.
3.4 Time plan
Figure 1 illustrates the actual state of work as of May 2010 after the 22nd
WP
meeting. It is updated on the original baseline from beginning of 2007.
The activities in 2007 summarised mainly under the title “Draft Basic
Parameters” have been finalised in time for the TSI so that the follow-up tasks
in 2008 could be launched.
The activities of the title “Draft Preliminary TAP TSI” were performed in a
manner which enabled the delivery of the Intermediate Report to the EC and
presentation to the RIS Committee in due time. Furthermore the delivery
deadlines of the Preliminary Draft TSI (Oct 2009) and the Final Draft TSI (June
2010) can be respected so that the Commission can adopt the TAP TSI
according to the provisions of Art 10 of the European Passengers‟ Rights
Regulation [5].
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Figure 1: Tracking Gantt chart for drafting the TAP TSI
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4. Input and experience for the drafting of TAP TSI
4.1 Initial input documents
Since there was no other TSI available with relevant input information for the
drafting of this TSI, the TAP TSI WP has analysed first of all existing Best
Practices with European coverage – mostly from projects from the EU FP5 and
FP6 dealing with passenger telematics and from publicly available normative
documents with European coverage. This step was needed in order to ensure
that TAP TSI benefits from available Best Practices where appropriate.
During the analyse of Best Practices the EU FP5 and FP6 projects “Connect”,
“Modurban”, “Integrail”, “Traincom”, “Modtrain” and “EURNEX” have delivered
partial results in the field of passenger/rail information systems.
Beyond these projects the EU co-funded distributed journey planner project
“EU-Spirit” was equally taken into account. However, this information from
above projects was only partially linked to the requirements set out in Decision
09/II/2006, Annex 1, Mandate to the Agency [3] and the European Passengers‟
Rights Regulation [5].
Moreover the ERA TAP TSI project team has met in 2008 and 2010 several
times the management of the European High Speed Distribution project
“RailTeam/RailLink” (run by Europe's leading high-speed rail operators,
currently DB, SNCF, Eurostar UK LTD, NS Hispeed, ÖBB, SBB and SNCB) in
order to achieve best synergies between this project and TAP TSI.
The relevant information from above projects was included into TAP TSI to a
reasonable extent.
Moreover relevant parts of the RU/IM communication from the TAF TSI [10]
(such as train preparation, train running information, service disruption
information, short term path request, common interface etc) have been included
into TAP TSI.
During the analyse of publicly available normative documents with European
coverage the EN norms “Transmodel”, “IFOPT”, “SIRI” and the UIC leaflets
from the areas “Passenger traffic” and “Information technology” were analysed.
The TAP TSI WP included into TAP TSI the relevant ones from above publicly
available normative documents (see “Opportunities” in “Chapter 13.2).
In order to respect the application of the European Passengers‟ Rights
Regulation No 1371/2007 [5] and the subsequent TAP TSI basic parameters
regarding ticket vendors, the ERA TAP TSI project team has met in 2009 and
2010 several times the management of the organisations ECTAA and ETTSA.
Purpose of above meetings was to assess what will be the impact of the
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implementation of the TAP TSI on ticket vendors and on on-line travel agents
which are members of above both organisations. The relevant comments of
these organisations were introduced to the ERA TAP TSI WP and included into
TAP TSI to a reasonable extent.
4.2 Business Procedure
Since in above Best Practices with European coverage no real Business Model
could be identified for TAP, a dedicated TAP TSI Sub-Group has drafted a
Business Procedure for TAP TSI. The Business Procedure has identified the
procedures and theirs processes which support the identification of elements
that should be part of the target TAP TSI system. Aforementioned procedures
and theirs processes were developed for the RUs, IMs and ticket vendors in
various journey phases (product development, pre journey, during journey and
after journey).
The procedures and theirs processes which were identified as relevant for TAP
were compiled to Basic Parameters of the TAP TSI. These Basic Parameters
were the basis for discussions in the TAP TSI WP and at the end of the day
they became in fact the BPs of the preliminary draft TAP TSI.
The Agency has created a dedicated TAP TSI Business Procedure Sub-Group
in order to perform the activities previously described in this sub-chapter.
Attendees of this Sub-Group were dedicated experts from all the sector
organisations indicated in Table 5 (no NSA has attended these meetings). The
Sub-Group had its 3 meetings as follows:
Table 6 : TAP TSI Business Procedure Sub-Group Meetings held in 2007
Meeting Nr Date
1st 2007-07-10
2nd
2007-07-25
3rd 2007-09-05
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5. Comments on the preliminary draft report
The Preliminary Report on draft TAP TSI [14] displaying the almost completed
state after the final stage of the WP‟s work was delivered to DG TREN the 21th
Sept 2009. Following documents were annexed to the report: Version 1.0 of the
Draft TAP TSI and Version 1.0 of following draft TAP ERA Technical
documents:
B.1.: Computer generation and exchange of tariff data meant for
international or foreign sales – NRT tickets
B.2.: Computer generation and exchange of tariff data meant for
international and foreign sales – Integrated Reservation Tickets (IRT)
B.3.: Computer generation and exchange of data meant for international
or foreign sales – Special offers
B.4.: Implementation guide for EDIFACT messages covering timetable
data exchange
B.5.: Electronic reservation of seats/berths and electronic production of
travel documents - Exchange of messages
B.6.: Electronic seat/berth Reservation and electronic production of
transport documents (RCT2 standards)
B.7.: International Rail Ticket for Home Printing
B.8.: Standard Numerical Coding for Railway Undertakings, Infrastructure
Managers and other companies involved in rail-transport chains
B.9.: Standard Numerical Coding of locations
B.10.: Electronic reservation of assistance for persons with reduced
mobility - Exchange of messages
B.30.: Schema - messages/datasets catalogue needed for the RU/IM
communication of TAP TSI
Passenger Code List
All above ERA Technical documents are referenced in various BPs of the TAP
TSI. Please note that the ERA Technical document B.10 is a new one in the
TAP TSI V2.0 (it did not exist for the TAP TSI V1.0 shown to RISC on 07 Oct
2009).
The Preliminary Report on draft TAP TSI [14] was presented thereafter to the
53rd meeting of the RISC (07 Oct 2009).
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As regards the preliminary report and its annexed documents there were
following questiond in above RISC meeting from the Member States:
Member States have raised regarding the draft TAP TSI following questions in
RISC:
Finland: how can be best dealt with traffic going to third countries (especially
from FI to RU) ? Probably via Specific Case ?
ERA’s answer: ERA was since July 2009 in touch with FI NSA. FI NSA is
kindly asked to provide evidence for each BP, why a Specific Case is really
needed (by using ERA questionnaire sent to MSs on 27 Feb 2009). It was
agreed that ERA will meet in Nov 2009 Finnish NSA again to discuss the
completed questionnaire in order to see whether SC is needed. The result of
this meeting and of the questionnaire will be re-used for other countries such as
LT, PL and SK (having traffic to third countries).
United Kingdom: UK Dept for Transport (DfT) will very likely submit a SC
which states that the UK intern provisions for data exchange will be applied
between the British TOCs.
ERA’s answer: DfT was kindly asked to provide evidence for each BP, why a
Specific Case is really needed (by using ERA questionnaire sent to MSs on 27
Feb 2009). Depending on the result of the assessment of the questionnaires,
meeting between DoT and ERA might be organised. It was kindly reminded that
the deadline for sending back of above questionnaires to ERA was the 15 May
2009.
The Netherlands: a CCM in TAP Chapter 7 is a good idea but it seems to be
not really appropriate to submit each changed message to the RISC.
ERA’s answer: CCM will deal only with the content of the ERA Technical
Documents (and underpinning code lists) but not with the content of the
messages. Therefore it is expected that there will be 1 (or max 2) time(s) per
year vote on new Baseline by RISC/Commission. Details of the TAP Change
Control Management can be found in Chapter 7 of the TAP TSI (with multiple
possibilities for change request submission).
Austria: wonders whether there is a gap between the scope of the Rail
Passengers‟ Rights Regulation and the TAP TSI.
ERA’s answer: Article 2.1 of the PRR states regarding its scope that “This
Regulation shall apply to all rail journeys and services throughout the
Community provided by one or more railway undertakings licensed in
accordance with Council Directive 95/18/EC of 19 June 1995 on the licensing of
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railway undertakings” . TAP TSI‟s scope is defined in Art 1.4 and in Annex I of
the Interoperability Directive, say the whole network (“progressively extended to
the whole rail system”). ERA expects therefore that there will be basically no
difference between the scope of rail Passengers Rights Regulation and the
TAP TSI.
Sweden: Why are in TAP only international and foreign tariffs specified
whereas PRR is for all rail journeys?
ERA’s answer: the domestic tariffs and their distribution were not identifyed
until now as an interoperability issue. The interoperability critical points of rail
distribution are rather in the international and foreign distribution.
Germany and France: Why should SEDP as legal act supersede chapter 7.2.
of TAP TSI ?
ERA’s answer: In order to avoid the observed ambiguity of the TAF TSI SEDP
(plus the subsequent implementation) and the questions as regards its legally
binding (or non-binding) character, ERA had the aim to let draft the TAP TSI
SEDP by the addressed rail sector (under the involvement of ERA) and make
after that a legal act by the Commission/RISC. After the legal act the delivered
TAP SEDP will supersede chapter 7.2 of the TAP TSI aiming to ensure that the
deliverables of the TAP SEDP will not be legally re-questioned again and again
but will be implemented.
Above remarks of the Member States from the RISC meeting were discussed in
the ERA TAP TSI WP on the 03.11.2009 and were introduced into the TAP TSI
to a reasonable extent.
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6. Status of the ERA TAP TSI Technical Documents
In order to be able to make reference within the TAP TSI to the Technical
Documents (and the underpinning Passenger Code List) mentioned in the
previous chapter ERA has signed with the UIC a contract on 18.12.2009.
According to the provisions of that contract ERA has copyright on these
documents (derived from UIC leaflets) and can be used as annexes to the TAP
TSI (according to Art 5.8 of the Directive 2008/57/EC [1]).
As consequence to the contract UIC has “cleaned” above UIC leaflets on
01.02.2010 and transferred them as draft ERA Technical Documents to ERA
on 01.03.2010.
ERA has published on 26.05.2010 at its internet site aforementioned Technical
Documents and the Passenger Code List.
Until the adoption of TAP TSI UIC shall further report to ERA any draft decision
impacting the UIC leaflet so that these changes can be incorporated into the
ERA Technical Documents through the dedicated telematics CCM as described
in Chapter 7 of the TAP TSI.
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7. Remarks of the Member States during their
consultation period
ERA has received during the consultation period in Oct and Nov 2009 remarks
from Sweden and Germany on TAP TSI as follows:
Sweden: the remarks are related to the need of introducing domestic tariffs into
the TAP TSI and the review of the draft ERA Technical Document B.3 within
the telematics CCM.
These remarks were discussed in the 20.01.2010 ERA TAP TSI WP where it
was decided that the domestic tariffs will be incorporated into the TAP TSI as a
new “open point”.
It was further decided that the review of the draft ERA Technical Document B.3
will be done within the telematics CCM.
The comments of Sweden are annexed to this report.
Germany: its remarks – presented in the 11.05.2010 ERA TAP TSI WP
meeting – were as follows:
Data protection: For the time being only defined for individuals in directive
95/46/EC. Germany was kindly asked to provide a wording for the
protection of business secrets to be incorporated in the recital part of the
TAP TSI. Deadline end of May 2010.
Geographical scope: differences for the scope between the 1371/2007
and the 2008/57 were in question. ERA explained that 1372/2007 is
dealing with the B2C relation whereas 2008/57 (and the subsequent TAP
TSI) with B2B ones. In the case of exemptions from 1371/2007 the
obligations from TAP still apply. As regards the geographical coverage
there is no ambiguity between the two legal documents.
SEDP-development: technical document B.3: Germany supports the idea
to send B.3 CR's to the CCM. The differences between the coding of B8,
B.9 vs. B.30 should be equally addressed to the CCM.
Chapter 4.2.1.1 – It was agreed that the timetable data should be
available for 12 months.
Chapter 4.2.6.1 - "The information shall in any case be available free of
extra charge". The WP decided to discuss this topic within the TAP
SEDP.
Chapter 4.2.16 - It was agreed that "Service disruption data shall be kept
available for RU's".
Glossary - It was agreed that the definition of "Authorized public body" will
be enhanced in the TAP TSI Glossary.
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Above remarks of Germany were introduced into the TAP TSI to a reasonable
extent.
The comments of Germany are annexed to this report.
It should be further mentioned within this chapter that during the consultation
period with the Member States ERA has received on 13.11.2009 from CER its
TAP position paper. In the 20.01.2010 ERA TAP TSI WP it was agreed that the
CER position paper will not be discussed within the WP, because CER was
involved in the last 3 years in the drafting of the TAP TSI and their remarks and
posit ion papers were sufficiently discussed within the WP and introduced into
the draft TAP TSI: this new position paper doe s not give really a new added
value to the drafting procedure of TAP TSI. It was further agreed that that CER
position paper will be annexed to this report.
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8. Remarks from the Social Consultation and the
Consultation with Passenger Organizations (Art 4
and 5 of EC/881/2004)
It was already agreed in the 24.06.2009 ERA TAP TS WP meeting to
incorporate from the detailed EIM comments the proposals made on BP 4.2.12,
4.2.15, 4.2.16 (where the wording "from the location reference file" will be used
instead of "in the location reference file"), 4.2.17 (where the word "path
number" will be kept), 4.2.17.8 (where the two last bullet points will be replaced
by a single bullet point "Indication of the cause"), 4.2.19 and 7.2.1 into the TAP
TSI. The WP rejected to incorporate into TAP TSI the proposal regarding the
BPs 1.2 since the scope of TAP TSI according to Annex I and Art 1.4 of the
new Interoperability Directive considers the whole European rail network.
The remarks of EIM are annexed to this report.
ERA has received during the social consultation lasting from Jan to Apr 2010
the same remarks from the EIM on TAP TSI. Subsequently, it was agreed in
the 11.05.2010 ERA TAP TSI WP meeting that the conclusion from the
24.06.2010 ERA TAP TSI WP remain.
ERA has received during the Passenger Organizations consultation period
from Jan to Apr 2010 remarks from the following organisations on TAP TSI:
EDF Passenger-focus NDA Railfuture
Total 8 4 1 6
Accepted 2 4 0 5
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Travel Watch South West
ALACF PRO BAHN
ROVER
Total 8 6 5 5
Accepted 6 6 5 5
Main remarks from the Passenger Organisations on TAP TSI were:
Web pages must be fulfil web content accessbility guidelines 2.0
(accessible for PRM)
Including of domestic tariffs into TAP TSI
No restrictions on data access for timetable and tariff data should be
applied
Single portal for timetable and tariff information on ERA-webpage
European passengers‟ representative federation should be involved in the
drafting of SEDP
Definition of detailed quality measurements for the fulfillment of TAP TSI
provisions and definition of enforcement procedures for non compliance.
Above remarks were discussed in the 11.05.2010 ERA TAP TSI WP with the
following outcome:
Offcial websites must fulfil the web reasonable content accessibility
guidelines
incorporate “domestic tariffs” into TAP TSI as an “open point”
passenger representatives must be involved within SEDP
Clarify the glossary item “Transport service”, transport services under
public service contract are incorporated
Tariffs and timetable date must be accessible for the public (preferably via
public authorities)
ERA hosted website with timetable and tariff information - decision about
how and whether must be taken within SEDP
Detailed specifications for the data quality - decision must be taken within
SEDP.
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The tabular summary of remarks and the individual remarks of Passenger
Organisations are annexed to this report.
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9. Telematics Applications within the interoperable
railway subsystem
9.1 The railway system for the purpose of Interoperability
In order to specify interoperability, the railway system is divided into
subsystems by the Interoperability Directive for the rail system [1]. Each of the
subsystem is normally covered by one TSI. Where necessary, one TSI can deal
with different subsystems as a so-called transverse specification.
The breakdown into structural and operational subsystems is identical in Annex
II of both directives. The breakdown is shown in following table.
Table 7 : Subsystems as defined by Annex II of the Interoperability Directive (2008/57)
Structural subsystems Functional subsystems
Infrastructure Traffic operation and management
Energy Maintenance
Control and command and signalling Telematic applications for passenger and
freight services
Rolling stock
The TAP TSI was drafted bearing strongly in mind that it belongs to the
functional subsystems.
9.2 Technical interfaces between subsystems
The railway system as a whole is only interoperable when the technical
interfaces between the subsystems are harmonised. In this light the analysis of
possible interfaces between the TAP subsystem and other subsystems was
carried out, internally within the Agency and in the TAP TSI WP.
From the standpoint of technical compatibility, the interfaces of the Telematic
Applications for Passengers Subsystem with the other subsystems are as
described in the following sub-paragraphs.
9.2.1 Interfaces with the Rolling Stock Subsystem (still in adoption)
Table 8 : Interfaces with the Rolling Stock subsystem
Interface Reference Telematic Applications for Passengers TSI
Reference Conventional Rail Rolling Stock TSI’s
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Table 8 : Interfaces with the Rolling Stock subsystem
Interface Reference Telematic Applications for Passengers TSI
Reference Conventional Rail Rolling Stock TSI’s
Board device display 4.2.13 Handling of information provision
in vehicle area
4.2.5 Customer information (PRM [9])
Automatic voice and
announcement
4.2.13 Handling of information provision
in vehicle area
4.2.5 Customer information (PRM [9])
4.2.5.2 Public address system
9.2.2 Interfaces with the Telematic Applications for Freight Subsystem
(Regulation 62/2006)
Table 9 : Interfaces with the Telematic Applications for Freight subsystem
Interface Reference Telematic Applications for Passengers TSI
Reference Conventional Rail Telematic Applications for Freight TSI
Train ready 4.2.14.1 Train ready message 4.2.3.5 Train ready message
Train running Forecast 4.2.15.2 ˝Train running Forecast˝
message
4.2.4.2 Train running Forecast message
Train running information 4.2.15.1 ˝Train running information˝
message
4.2.4.3 Train running information
Train running interrupted to RU 4.2.16.2 ˝Train running interrupted˝
message
4.2.5.2 Train running interrupted
Handling of short term Timetable
data
4.2.17 Handling of short term Timetable
data
4.2.2 Path Request
Common Interface 4.2.21.7. Common interface for RU/IM
communication
4.2.14.7. Common interface for RU/IM
communication
Central Repository 4.2.21.6. Central repository 4.2.14.6 Central repository
Reference Files 4.2.19.1. Reference files 4.2.12.1 Reference files
9.2.3 Interfaces with the PRM TSI (Decision 2008/164)
Special attention is drawn to the fact that the PRM TSI [9] does not describe
only one subsystem. Therefore no interface is indicated from TAP TSI to the
PRM TSI.
9.3 Geographical scope the TAP TSI
The geographical scope of the TAP TSI covers the trans-European rail system
as described in Annex I and in Art 1.4 of the Directive 2008/57/EC [1].
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Article 1.4 of the Directive on the interoperability of the rail system [1] states
namely that “the scope of the TSIs shall be progressively extended ... to the
whole rail system ...”.
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10. Requirements describing the Telematics
Applications for Passengers subsystem (Chapter
4 of the TSI)
10.1 Link between the Regulation of the European Parliament and of
the council on rail passengers’ rights and obligations and TAP
TSI
Art 3.5 of the Decision 09/II/2006, Annex 1, Mandate to the Agency [3] states that – beyond the requirements of the Mandate – the drafted TAP TSI should take into account of the latest development of the European Rail Passengers‟ Rights Regulation [5].
Since most of the requirements of above Mandate overlap with those of the European Passengers‟ Rights Regulation [5], the TAP TSI WP took special care that the ticket issuing and information provision requirements of Article 10 and Annex II of the European Passengers‟ Rights Regulation can be fulfilled by the technical means developed in the BPs of TAP TSI.
The link between the requirements of the European Rail Passengers‟ Rights Regulation [5] and the Basic Parameters of TAP TSI fulfilling them is listed in the table below:
Table 10 : Link between the Rail Passengers’ Rights Regulation and TAP TSI
Obligation Complying by BP
Pre journey (Passengers’ Rights Regulation - Annex II)
General conditions applicable to the contract 4.2.4. Handling of information concerning conditions of
carriage
Time schedules and conditions for the fastest trip 4.2.1. Handling of timetable data
4.2.17. Handling of short term timetable data for all trains
4.2.3. Handling of information on RU contacts
Time schedules and conditions for the lowest fares 4.2.1. Handling of timetable data
4.2.17. Handling of short term timetable data for all trains
4.2.2. Handling of tariff data
4.2.3. Handling of information on RU contacts
Accessibility, access conditions and availability on board of
facilities for persons with reduced mobility
4.2.1. Handling of timetable data
4.2.17. Handling of short term timetable data for all trains
4.2.6. Handling of information concerning carriage of PRM
Accessibility and access conditions for bicycles 4.2.1. Handling of timetable data
4.2.17. Handling of short term timetable data for all trains
4.2.7. Handling of information concerning the carriage of
bicycles
Availability of seats in smoking and non-smoking, first and 4.2.1. Handling of timetable data
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Table 10 : Link between the Rail Passengers’ Rights Regulation and TAP TSI
Obligation Complying by BP
second class as well as couchettes and sleeping carriages 4.2.17. Handling of short term timetable data for all trains
4.2.2. Handling of tariff data
4.2.9. Handling of availability/reservation
Any activities likely to disrupt or delay services 4.2.14. Train preparation
4.2.15. Train running information
4.2.16. Service disruption information
Availability of on-board services 4.2.1. Handling of timetable data
4.2.17. Handling of short term timetable data for all trains
4.2.2. Handling of tariff data
4.2.9. Handling of availability/reservation
Procedures for reclaiming lost luggage 4.2.4. Handling of information concerning conditions of
carriage
4.2.5. Handling of information concerning carriage of
registered luggage
Procedures for the submission of complaints. 4.2.4. Handling of information concerning conditions of
carriage
During journey (Passengers’ Rights Regulation -
Annex II)
On-board services 4.2.12. Handling of information provision in station area
4.2.13. Handling of information provision in vehicle area
Next station 4.2.13. Handling of information provision in vehicle area
Delays 4.2.12. Handling of information provision in station area
4.2.13. Handling of information provision in vehicle area
Main connecting services 4.2.12. Handling of information provision in station area
4.2.13. Handling of information provision in vehicle area
Security and safety issues. No telematics application applicable.
Other elements from Passengers’ Rights Regulation
(and from ERA TAP mandate)
Payment 4.2.4. Handling of information concerning conditions of
carriage
Fulfilment 4.2.10. Handling of security elements for product
distribution
4.2.11. Handling of fulfilment
Cars 4.2.1. Handling of timetable data
4.2.17. Handling of short term timetable data for all trains
4.2.8. Handling information concerning the carriage of cars
Handling of after sales 4.2.4. Handling of information concerning conditions of
carriage
4.2.2. Handling of tariff data
However, the intention of this chapter 10 is not only to give an overview about the link between the European Passengers‟ Rights Regulation [5] and the TAP TSI but merely to focus on the presentation of each individual BP of the TSI. For this purpose the following sub-chapter 10.2 will list the main functionalities
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of each BP. Sub-chapter 10.3 will deal in more detail with the ERA Technical Documents which are needed for the provisions of the Basic Parameters from sub-chapter 10.2.
10.2 List of the TAP TSI Basic Parameters
10.2.1 Handling of timetable data
Purpose:
This Basic Parameter prescribes how the RU shall maintain the exchange of all its Timetable data.
This Basic Parameter ensures that Timetables comprising the data elements shall be made available to another RU, or to a third party authorized to receive the data under the this TSI. This Basic Parameter further ensures that each RU shall provide Timetable data of reasonable quality and timelines.
This Basic Parameter enables the Passenger to get information about its possible journey: without this information no journey can be performed and other BPs will mean little added value for the target TAP TSI system and for the Passenger.
Scope:
The obligations of this Basic Parameter shall apply for the passenger services of the RU.
Usage:
This Basic Parameter is the technical enabler for the information provision for
Time schedules and conditions for the fastest trip
Time schedules and conditions for the lowest fares
Accessibility, access conditions and availability on board of facilities for persons with reduced mobility
Accessibility and access conditions for bicycles
Availability of seats in smoking and non-smoking, first and second class as well as couchettes and sleeping carriages
Availability of on-board services
Cars.
The information provided through this Basic Parameter is further reused for
Fulfilment.
Technical requirement:
The information exchanged according to the provisions of this Basic Parameter shall be compliant with the ERA Technical Documents:
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- B.42.
10.2.2 Handling of tariff data
Purpose:
This Basic Parameter prescribes how the RU shall maintain the exchange of Tariff data.
This Basic Parameter ensures that Tariff data in the format defined below shall be available for other RUs or for third parties authorized to sell.
This Basic Parameter enables the Passenger to get fare, sales and after-sales information for the product which is needed for his/her journey.
Scope:
The obligations of this Basic Parameter shall apply for all tariffs of the RU meant for international and foreign sales. During the consultation with the Commission, Member States and the Passenger Organisations ERA was kindly asked to incorporate also domestic tariffs into this BP. The standard underpinning the transmission protocol for domestic tariffs is still an open point and will be specified in a future version of this TSI.
Usage:
This Basic Parameter is the technical enabler for the information provision for
Time schedules and conditions for the lowest fares
Availability of seats in smoking and non-smoking, first and second class as well as couchettes and sleeping carriages
Availability of on-board services
Handling of after sales.
The information provided through this Basic Parameter is further reused for
Fulfilment.
Technical requirement:
The information exchanged according to the provisions of this Basic Parameter shall be compliant with the ERA Technical Documents:
- B.1
- B.2
- B.3.
10.2.3 Handling of information on RU contacts
Purpose:
2 For details of the relevant ERA Technical Documents please see chapter 7.3 below.
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This Basic Parameter prescribes how the RU shall provide information about its Official website from which Customers (other RUs or third party) can obtain accurate information. This data shall also be sent to a legitimate public authority for the purpose of informing Passengers as well.
This Basic Parameter enables the Passenger to find European RUs if they are not available in a given rail distribution system.
Scope:
The obligations of this Basic Parameter shall apply to all RUs.
Usage:
This Basic Parameter is the technical enabler for the information provision for
Time schedules and conditions for the fastest trip
Time schedules and conditions for the lowest fares.
Technical requirement:
There is no Technical Document describing the information exchange protocol for this Basic Parameter. The technical requirements are described directly in the text of the Basic Parameter.
10.2.4 Handling of information concerning conditions of carriage
Purpose:
This Basic Parameter prescribes how the RU shall maintain the handling of information concerning conditions of carriage.
This Basic Parameter shall ensure that conditions of carriage shall be available for the Passenger in the Official website of the RU.
Scope:
The obligations of this Basic Parameter shall apply for the services of the RU.
Usage:
This Basic Parameter is the technical enabler for the information provision for
General conditions applicable to the contract
Procedures for reclaiming lost luggage
Procedures for the submission of complaints
Payment
Handling of after sales
Technical requirement:
There is no Technical Document describing the information exchange protocol for this Basic Parameter. The technical requirements are described directly in the text of the Basic Parameter.
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10.2.5 Handling of information concerning carriage of registered luggage
Purpose:
This Basic Parameter prescribes how the RU shall handle the information provision for the carriage of registered luggage if the Service is offered by the RU.
This Basic Parameter shall ensure that information for the handling of registered luggage shall be available for the Passenger in the Official website of the RU.
Scope:
The provisions of this Basic Parameter shall apply where carriage of registered luggage is offered.
Usage:
This Basic Parameter is the technical enabler for the information provision for
Procedures for reclaiming lost luggage.
Technical requirement:
There is no Technical Document describing the information exchange protocol for this Basic Parameter. The technical requirements are described directly in the text of the Basic Parameter.
10.2.6 Handling of information concerning carriage of PRM
Purpose:
This Basic Parameter prescribes how the RU and/or Station Manager shall ensure the information provision for the carriage and assistance of PRMs.
This Basic Parameter shall ensure that information for the carriage and assistance of PRMs shall be available for the Passenger.
This Basic Parameter enables the RU to perform an electronic request/confirmation for PRM assistance for the Passenger.
Scope:
The provisions of this Basic Parameter shall apply as follows: the handling of information concerning the carriage of PRM shall be applied for the services of the RU. The provisions of this Basic Parameter regarding electronic request/confirmation shall be applied if an agreement between the requesting and the addressed parties exists.
Usage:
This Basic Parameter is the technical enabler for the information provision for
Accessibility, access conditions and availability on board of facilities for persons with reduced mobility.
Technical requirement:
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The information exchanged according to the provisions of this Basic Parameter shall be compliant with the ERA Technical Documents:
- either with elements defined in the Technical Document B.10 in which case all addressed Systems shall be able to understand the request and to answer;
- or with otherwise defined standards, in which case the addressed System shall be able to understand the request and to answer only if a specific agreement with the requesting distribution system exists.
10.2.7 Handling of information concerning the carriage of bicycles
Purpose:
This Basic Parameter prescribes how the RU shall ensure the information provision for the carriage of bicycles.
This Basic Parameter shall ensure that information for the carriage of bicycles shall be available for the Passenger. This Basic Parameter enables the RU to perform an electronic request/confirmation for carriage of bicycles of the Passenger.
Scope:
The provisions of this Basic Parameter shall apply as follows: the handling of information concerning the carriage of bicycles shall be applied for the services of the RU where carriage of bicycles is offered. The provisions of this Basic Parameter regarding electronic request/confirmation shall be applied if an agreement between the requesting and the attributing parties exists for services where such carriage may be reserved or is subject to mandatory reservation.
Usage:
This Basic Parameter is the technical enabler for the information provision for
Accessibility and access conditions for bicycles.
Technical requirement:
The information exchanged according to the provisions of this Basic Parameter shall be compliant with the ERA Technical Documents:
- either with elements defined in the Technical Document B.5 in which case all attributing Systems shall be able to understand the request and to answer;
- or with otherwise defined standards, in which case the attributing System shall be able to understand the request and to answer only if a specific agreement with the requesting distribution system exists.
10.2.8 Handling of information concerning the carriage of cars
Purpose:
This Basic Parameter prescribes how the RU shall ensure the information provision for the carriage of cars/motorbikes if it is offered by the RU.
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This Basic Parameter shall ensure that information for the carriage of cars/motorbikes shall be available for the Passenger. This Basic Parameter enables the RU to perform an electronic request/confirmation for the carriage of cars/motorbikes of the Passenger.
Scope:
The provisions of this Basic Parameter shall apply as follows: the handling of information concerning the carriage of cars/motorbikes shall be applied for the services of the RU where carriage of cars/motorbikes is offered. The provisions of this Basic Parameter regarding electronic request/confirmation shall be applied if an agreement between the requesting and the attributing parties exists for services where such carriage may be reserved or is subject to mandatory reservation.
Usage:
This Basic Parameter is the technical enabler for the information provision for
Cars.
Technical requirement:
The information exchanged according to the provisions of this Basic Parameter shall be compliant with the ERA Technical Documents:
- either with elements defined in the Technical Document B.5 in which case all attributing Systems shall be able to understand the request and to answer;
- or with otherwise defined standards, in which case the attributing System shall be able to understand the request and to answer only if a specific agreement with the requesting distribution system exists.
10.2.9 Handling of availability/reservation
Purpose:
This Basic Parameter prescribes how the RUs shall deal with Reservations for accommodation of Passengers (such as seats, couchettes, sleepers). Reservations for carriage of bicycles, cars, and for assistance of PRM, are described in separate Basic Parameters in separate chapters above.
This Basic Parameter shall ensure that the issuing RU (or authorised third party) and attributing RU shall exchange appropriate electronic Availability and Reservation information. This Basic Parameter enables the RU to perform an electronic request/confirmation for the accommodation of the Passenger.
Scope:
The provisions of this Basic Parameter shall be applied if an agreement between the requesting and the attributing parties exists for services which may be reserved or are subject to mandatory reservation.
Usage:
This Basic Parameter is the technical enabler for the information provision for
Availability of seats in smoking and non-smoking, first and second class as well as couchettes and sleeping carriages
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Availability of on-board services.
Technical requirement:
The information exchanged according to the provisions of this Basic Parameter shall be compliant with the ERA Technical Documents:
- either with elements defined in the Technical Document B.5 in which case all attributing Systems shall be able to understand the request and to answer;
- or with otherwise defined standards, in which case the attributing System shall be able to understand the request and to answer only if a specific agreement with the requesting distribution system exists.
10.2.10 Handling of security elements for product distribution
Purpose:
This Basic Parameter prescribes how the attributing RU shall generate security elements for the distribution of its Products.
This Basic Parameter shall ensure that RU and Passenger shall obtain from the attributing RU at appropriate time security elements, references needed for various Ticket types.
Scope:
This Basic Parameter is an open point.
Usage:
This Basic Parameter is the technical enabler for the information provision for
Fulfilment.
Technical requirement:
The standard underpinning this Basic Parameter is still an open point and will be specified in a future version of this TSI. This open point shall be closed together with the open point in chapter “Handling of fulfilment” (see below). Above standard is expected to be ready by 2011 (to be delivered by CEN).
10.2.11 Handling of fulfilment
Purpose:
This Basic Parameter prescribes all the possible direct and indirect fulfilment methods which are linked to the Product ticket and/or reservation and the customer media.
This Basic Parameter shall ensure that the Issuer or Ticket Vendor shall issue tickets for the Passenger according to standards in order to ensure interoperability between RUs. RUs shall use for the issuing of tickets at least one of the following fulfilment types: classic RCT2 paper ticket, A4 Home Print Ticket, Ticket On Departure and Manifest On List.
In the case of Ticket On Departure the Passenger will get a code from the retailer and with this code he can fulfil in the railway station at the machine or desk.
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In the case of Manifest On List the Passenger will get a code from the retailer and with this code he can board the train subject to prior identity check performed by the Ticket Control Organisation.
Scope:
The provisions of this Basic Parameter shall be applied at least for the Tariffs which are mentioned in the Basic Parameter “Handling of Tariff data” (see above).
Usage:
This Basic Parameter is the technical enabler for the information provision for
Fulfilment.
Technical requirement:
The information exchanged according to the provisions of this Basic Parameter shall be compliant with the ERA Technical Documents:
- B.6
- B.7.
The standard underpinning the Ticket On Departure and the Manifest On List of this Basic Parameter is still an open point and will be specified in a future version of this TSI. This open point shall be closed together with the open point in chapter “Handling of security elements for product distribution” (see above). Above standard is expected to be ready by 2011 (to be delivered by CEN).
10.2.12 Handling of information provision in station area
Purpose:
This Basic Parameter prescribes how the Station Manager shall provide the Passenger with train running information within the Station area.
The obligations shall apply only if a renewal, major upgrade or new installation of voice announcement and/or Display systems is performed. There is no obligation to replace existing systems.
This Basic Parameter enables the Passenger to get journey information during his/her journey.
Scope:
The provisions of this Basic Parameter shall apply at least for Stations, where trains performing international service stop.
Usage:
This Basic Parameter is the technical enabler for the information provision for
On-board services
Delays
Main connecting services.
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Technical requirement:
There is no Technical Document describing the information exchange protocol for this Basic Parameter. The technical requirements are described directly in the text of the Basic Parameter.
10.2.13 Handling of information provision in vehicle area
Purpose:
This Basic Parameter prescribes how the RU shall provide the Passenger with train running information within the vehicle area.
The obligations shall apply for new or renewed/upgraded rolling stock if information systems (voice announcements and/or displays) are renewed or installed.
This Basic Parameter enables the Passenger to get journey information during his/her journey.
Scope:
The provisions of this Basic Parameter shall apply at least to all trains that perform international service.
Usage:
This Basic Parameter is the technical enabler for the information provision for
On-board services
Next station
Delays
Main connecting services.
Technical requirement:
There is no Technical Document describing the information exchange protocol for this Basic Parameter. The technical requirements are described directly in the text of the Basic Parameter.
10.2.14 Train preparation
Purpose:
This Basic Parameter prescribes how the RU informs the IM that the train is ready to access the network when train departure tasks as defined in OPE TSI [8] chapter 4.2.3.3 are finished or when the train number has changed.
This Basic Parameter is furthermore the basis for the subsequent issuing of “Train running information” and “Service disruption information” messages informing the Passenger.
Scope:
The provisions of this Basic Parameter shall apply for all trains of the RU.
Usage:
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This Basic Parameter is the technical enabler for the information provision for
Any activities likely to disrupt or delay services.
The information provided through this Basic Parameter is further reused for
Delays.
Technical requirement:
Above process and the information used for it shall be compliant at least with the “TrainReadyMessage” of the Technical Document(s):
- B.30 (see Annex B).
In addition other existing standards may be used for the same purpose if a specific agreement between the involved parties exists allowing the use of these standards.
Above Technical Document B.30 is derived from the Data Catalogue Version 5.0 developed by the TAF TSI Deployment Team.
10.2.15 Train running information and forecast
Purpose:
This Basic Parameter prescribes train running information and train running Forecast. It shall prescribe how the dialogues between IM and RU as well as between RU and Station Manager shall be maintained in order to exchange information about train running information and train running Forecast.
This Basic Parameter prescribes how the IM shall send at appropriate time train running information to the RU and the next neighbouring IM involved in the train run.
The train running information is used to inform about the current status of the train at contractually agreed Reporting Points.
This Basic Parameter enables the Passenger to get train arrival or delay information during his/her journey.
In case the delay is unknown the IM has to send a “Service disruption message” (see below).
Scope:
The provisions of this Basic Parameter shall apply for all trains of the RU.
Usage:
This Basic Parameter is the technical enabler for the information provision for
Any activities likely to disrupt or delay services.
The information provided through this Basic Parameter is further reused for
Delays.
Technical requirement:
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Above process and the information used for it shall be compliant at least with the “TrainRunningInformationMessage” and with the “TrainRunningForecast-Message” of the Technical Document:
- B.30.
In addition other existing standards may be used for the same purpose if a specific agreement between the involved parties exists allowing the use of these standards.
Above Technical Document B.30 is derived from the Data Catalogue Version 5.0 developed by the TAF TSI Deployment Team.
10.2.16 Service disruption information
Purpose:
This Basic Parameter prescribes how Service disruption information is handled between RU to IM.
If the train running is interrupted this message is issued by the IM to the neighbouring IM and to the RU(s).
This Basic Parameter enables the Passenger to get train service disruption information during his/her journey.
Scope:
The provisions of this Basic Parameter shall apply for all trains of the RU.
Usage:
This Basic Parameter is the technical enabler for the information provision for
Any activities likely to disrupt or delay services.
Technical requirement:
Above process and the information used for it shall be compliant at least with the “TrainRunningInterruptionMessage” of the Technical Document:
- B.30.
In addition other existing standards may be used for the same purpose if a specific agreement between the involved parties exists allowing the use of these standards.
Above Technical Document B.30 is derived from the Data Catalogue Version 5.0 developed by the TAF TSI Deployment Team.
10.2.17 Handling of short term timetable data
Purpose:
This Basic Parameter prescribes how Short Term Path Requests should be handled between “Access Party” (“AP”) and IM. These requirements are valid for all Short Term Path Requests.
No minimum time frame is specified for Short Term Path Requests on a European scale. The network statement can specify minimum time frames.
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Each IM is responsible for the suitability of a Path on their infrastructure and the RU is obliged to check the train characteristics against the values given in the Path details of its contracted Path.
This Basic Parameter enables the Passenger to get short term information about its possible journey: without this information no modified journey can be performed and other BPs will mean little added value for the target TAP TSI system and for the Passenger.
Scope:
The provisions of this Basic Parameter shall apply for path handling for all trains of the RU but only if the involved parties use Telematics applications under the provisions of Annex II of the Directive 2001/14 [13] for Short Term Path Requests.
Usage:
This Basic Parameter is the technical enabler for the short term information provision for
Time schedules and conditions for the fastest trip
Time schedules and conditions for the lowest fares.
The information provided through this Basic Parameter is further reused for
Fulfilment.
Technical requirement:
Above process and the information used for it shall be compliant at least with the “PathRequestMessage”, “PathDetailsMessage”, “PathNotAvailable-Message”, “PathConfirmed Message”, “PathDetailsRefusedMessage”, “PathCancelledMessage” and “ReceiptConfirmationMessage” of the Technical Document:
- B.30.
In addition other existing standards may be used for the same purpose if a specific agreement between the involved parties exists allowing the use of these standards.
Above Technical Document B.30 is derived from the Data Catalogue Version 5.0 developed by the TAF TSI Deployment Team.
10.2.18 Quality of the data and information used in TAP TSI
Above Basic Parameters from sub-chapter 10.2 give the technical specifications of the target TAP TSI system. However, beyond this description, additional data quality requirements must be also fulfilled in order to enable the efficient implementation of the target TAP TSI system.
This chapter give some hints for data quality to be respected. However, detailed quality requirements shall be laid down by the SEDP.
In order to safeguard that the TAP TSI system is in terms of quality an added value compared to today‟s international rail distribution, the SEDP has to ensure that the quality of data or information provided by the actors for the
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purposes of this TSI shall reach the level which makes the actors addressed by this TSI possible
the issuing of tickets as set out in Art 10 of the Rail Passengers‟ Rights Regulation [5] and
the provision of the information as set out in Art 10 and in Annex II of the Rail Passengers‟ Rights Regulation.
10.2.19 Additional Basic Parameters dealing with various reference files and
databases, electronic transmission of documents, networking and
communication, operating rules, maintenance rules, professional
qualifications, health and safety conditions
These additional Basic Parameters lay down the principles for the operation and for the efficient running of the TAP TSI target system. Their
metadata, safety, networking and protocol layer requirements
operating and maintenance rules
professional qualification, health and safety requirements
must be taken into account during the SEDP in order to guarantee later on the efficient implementation of the TAP TSI system and the compliance with the Essential Requirements from Chapter 3 of the TSI.
Where the SEDP and later on the TAP implementation deal with Basic parameters which are in common use with the TAF TSI [10] they shell be performed as close as possible to the implemented TAF TSI in order to achieve best synergies
10.2.20 Infrastructure and rolling stock registers
Due to the annual update and publication of these registers (required by the Interoperability Directive [1]) they are not utilisable for the subsystem Telematic Applications for Passenger which has to ensure the operation of daily business.
Therefore this TSI shall nothing indicate in these registers.
10.3 ERA Technical Documents for the purpose of TAP TSI
The technical documents quoted in sub-chapter 10.2 shall be used for the purposes of TAP TSI as so called ERA Technical Documents (according to Art 5.8 of the Rail Interoperability Directive [1]) which shall be treated as Annexes of the TSI.
The list of these ERA Technical Documents is as follows:
Reference Label Year
B.1.
(V1.1)
Computer generation and exchange of tariff data meant for
international or foreign sales – Open Time Tickets
01/09/2009
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Reference Label Year
B.2.
(V1.1)
Computer generation and exchange of tariff data meant for
international and foreign sales – Integrated Reservation
Tickets (IRT)
01/09/2009
B.3.
(V1.1)
Computer generation and exchange of data meant for
international or foreign sales – Special offers
01/04/2010
B.4.
(V1.1)
Implementation guide for EDIFACT messages covering
timetable data exchange
01/04/2010
B.5.
(V1.1)
Electronic reservation of seats/berths and electronic
production of travel documents - Exchange of messages
01/04/2010
B.6.
(V1.1)
Electronic seat/berth Reservation and electronic production
of transport documents (RCT2 standards)
01/04/2010
B.7.
(V1.1)
International Rail Ticket for Home Printing 01/04/2010
B.8.
(V1.1)
Standard Numerical Coding for Railway Undertakings,
Infrastructure Managers and other companies involved in
rail-transport chains
01/04/2010
B.9.
(V1.1)
Standard Numerical Coding of locations 01/04/2010
B.10)
(V1.1)
Electronic reservation of assistance for persons with
reduced mobility - Exchange of messages
01/04/2010
B.30.
(V1.1)
Schema - messages/datasets catalogue needed for the
RU/IM communication of TAP TSI
01/04/2010
Above ERA Technical Documents were developed in the past (except of B.30) by the UIC mostly for its own members. Since these documents are used by these rail actors which represent together the major part of European rail business the decision was taken to transfer the UIC documents (so called leaflets) into ERA Technical Documents.
For this purpose the Agency has negotiated and signed a dedicated contract with the UIC as indicated in chapter 6 above.
10.4 Link to the other modes of transport
The Agency has in its TAP TSI Mandate [3] to ensure the data provision for the “Management of connections with other modes of transport”.
During the drafting of the TAP TSI the WP has identified “Transmodel” (EN12986) as possible basis for a Timetabling interface between TAP TSI and the other modes of transport.
The Agency has been working since 2008 closely with the CEN representatives dealing with Transmodel.
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During this work it was proved that Transmodel can – based on its granularity – accommodate the TAP TSI compliant timetable messages coming from the Conventional Rail area:
locations were modelled during the work as CEN IFOPT stop places
timetables were modelled during the work as TransModel vehicle journeys.
Since the TAP TSI activity of ERA is based on a Rail Interoperability Directive [1] and on a subsequent Mandate [3], ERA‟s task is only to ensure that TAP TSI information can be properly accommodated within Transmodel (other modes of transport cannot be obliged to deliver Transmodel compliant data). Other modes of transport should be encouraged via legal documents (such as Passenger Rights Regulations currently being drafted for the Maritime and the Bus sectors) to have the obligation to deliver reliable travel information (such as timetables).
Bearing in mind above paragraph TAP TSI states – as regards timetable information exchange between RUs and other modes of transport – only that
the involved parties may base the exchange of this information by applying the provisions of the conceptional norms EN 12896 (“Transmodel”) and EN TC 278 WI 00278207 (“IFOPT - Identification of Fixed Objects in Public Transport”). For the exchange of concrete timetable data the involved parties may use the XML technical standards and protocols based on Transmodel, in particular the norm EN 15531 (“SIRI”) for the exchange of real-time timetables and the norm EN TC 278 WI 00278207 (“IFOPT") for the exchange of stop and station data.
In order to demonstrate how TAP TSI compliant time table messages can be linked to time table data of other modes via the “Transmodel” (EN12986) interface, ERA has organised with DG MOVE on 11.02.2010 a multi-modal Journey Planner demonstration meeting. In this meeting it was shown how data provision (from TAP TSI and other modes of transport), data integration (via “Transmodel”) and data dissemination (via journey planner) can be done from the Greater London Area to Brussels Schuman Station. Above journey planner was capable to handle various modes of transport in various countries. Screenshots from the multi-modal Journey Planner demonstration meeting are annexed to this report.
It is worth to note in that context that the Tariff/Fare interface between TAP TSI and Transmodel is going to be developed by CEN in a second stage.
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11. Interoperability Constituents (Chapter 5 of the
TSI)
For the TAP TSI Interoperability Constituents (ICs) have not been identified by the WP, thus their assessment in Chapter 6.1 of the TSI is not described.
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12. Conformity assessment (Chapter 6 of the TSI)
The conformity assessment is obligatory for TSIs in the structural area. The
subsystem Telematic Applications for Passenger belongs to the functional area
and this TSI does not determine any modules for conformity assessment.
Therefore the Verification of this Subsystem in Chapter 6.1 is not described.
However, it should be stressed that Art 30 of the European Rail Passengers‟
Rights Regulation [5] states that each Member State shall designate a body or
bodies responsible for the enforcement of that regulation.
When a NSA issues the certificate to RU or/and authorisation to IM, the NSA
must check complementarily that the applicant complies with the requirements
stated in the TSIs.
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13. Implementation of the TAP TSI (Chapter 7 of the
TSI)
This chapter describes how TAP TSI shall be implemented including the
Strategic European Deployment Plan (SEDP), migration strategy and the
management of changes.
13.1 Strategic European Deployment Plan (SEDP)
TAP TSI describes in its requirements a target system which shall be reached
in the future. Since today‟s Telematics Applications have to move from today‟s
system to the project one, a clear description is needed in order to show how
this move shall be done. Set against this background the concept of a Strategic
European Deployment Plan (SEDP) is mandated. The SEDP defines therefore
the target system that is to be achieved in order to implement this TSI together
with its underpinning rollout plan.
The purpose of the Strategic European Deployment Plan (SEDP) is three-fold:
1. To provide a vision for the implementation of the TAP TSI within the
European Rail Industry;
2. To qualify such a vision from a technical and economic feasibility
perspective;
3. To establish a roadmap of the activities deemed necessary in order
to realise such a vision.
The elaboration of such a plan will require a systematic analysis of the relevant
technical, operational, economic and institutional issues that underpin the
implementation process of the TAP TSI. This includes in particular:
1. The expertise of the relevant legacy IT applications and of other
existing relevant TSIs in the area of telematics applications that shall
constitute the foundation on the TAP TSI requirements (hereafter called
the TAP implementation) shall be realised;
2. The definition of the functional and associated data and performance
requirements necessary to deliver the TAP TSI;
3. The definition of the data and information quality requirements
necessary to deliver the TAP TSI;
4. The outline of the TAP implementation architecture. This shall be
based on the analysis of the system configurations capable of potentially
integrating the legacy IT facilities while delivering the required functionality
and performance;
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5. The establishment of the technical and interface requirements for the
TAP implementation and its potential sub/client systems;
6. The elaboration of an overall TAP implementation development plan
from concept-to-delivery. This shall provide guidelines on the process and
the planning for the potential integration of legacy facilities as well as a
risk assessment of the crucial phases of such a plan. Moreover, it shall
account for the on-going and planned evolution of legacy facilities;
7. The identification of the appropriate governance structures
underpinning the development of the TAP implementation as well as its
operation throughout its lifetime;
8. An assessment of the total lifecycle costs (LCC) associated with the
rollout and operation of the TAP implementation together with a
subsequent investment plan.
For the purpose of the elaboration of the SEDP the following requirements do
apply:
Railway Undertakings, Infrastructure Managers, Station Managers ,
Ticket Vendors and a European passenger representative body shall
contribute by providing functional and technical expertise about in
particular the existing individual telematics applications for passenger
services and existing individual implementation of other existing
relevant TSIs in the area of telematics applications and linking them to
meet TAP requirements.
The representative bodies from the railway sector acting on a
European level as defined in Article 3(2) of Regulation 881/2004/EC
("the representative bodies") shall develop the SEDP as outlined in the
previous section. They shall pay particular attention to small railways
undertakings and railways undertakings that are not their members,
inform them about the SEDP development project progress and
consult them when appropriate. They shall also pay attention to find
synergies with the current TAF TSI implementation process. The whole
SEDP development project, all its documents and all its deliverables
shall be transparent and made permanently accessible to the
Commission and the European Railway Agency. The representative
bodies shall establish a SEDP steering committee, with mandatory
participation of the European Railway Agency. The decisions taken
during the SEDP development shall be transparent and shall be
accompanied by a sound technical and economic justification. The
representative bodies shall send monthly progress reports
accompanied by an up-to-date gantt chart to the European Railway
Agency. The representation bodies shall submit the SEDP not later
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than one year after the date of publication of this TSI to the European
Commission and the European Railway Agency.
The European Railway Agency shall participate in SEDP steering
committee, shall monitor and assess the SEDP development with a
view to determining whether the objectives pursued have been
achieved and to report monthly to the Commission. After the reception
of the SEDP, the European Railway Agency shall submit a
recommendation on it to the Commission not later than two months.
Upon reception of the SEDP, the Commission shall assess it based on
the recommendation of the European Railway Agency and shall take
the necessary measures to formally approve it.
All concerned actors shall perform the implementation which was agreed in the
Strategic European Deployment Plan.
The representative bodies shall establish a implementation steering committee,
with mandatory participation of the European Railway Agency. The decisions
taken by the implementation steering committee shall be transparent. The
representative bodies shall send quarterly progress reports accompanied by an
up-to-date gantt chart to the European Railway Agency. All activities related to
the implementation of the subsystem Telematics Application for Passenger
services have to be justified against the SEDP.
The European Railway Agency shall supervise the implementation. The
European Railway Agency shall participate in the implementation steering
committee, shall monitor and assess the implementation with a view to
determining whether the objectives pursued have been achieved and to report
quarterly to the Commission..
13.2 Migration strategy
Chapter 7.2 of the TAP TSI describes the migrations strategy towards the target
system.
However, during the migration a differentiation shall be made between the
implementation of
• the requirements set out in subchapters 4.2.1, 4.2.2, 4.2.3, 4.2.4, 4.2.5,
4.2.6, 4.2.7, 4.2.8, 4.2.9, 4.2.10, 4.2.11, 4.2.12, 4.2.13 (Purely TAP elements),
and
• the requirements set out in subchapters 4.2.14, 4.2.15, 4.2.16, 4.2.17
(Common elements with TAF TSI [10]),
of TAP TSI TSI.
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This differentiation is needed, since the migration strategy of the common
elements with TAF TSI [10] shall be done as close as possible to the
implemented TAF TSI in order to achieve best synergies. On the other hand,
the migration strategy for the purely TAP elements (i.e. not defined in TAF TSI)
shall be done in a way which enables Infrastructure Managers, Railway
Undertakings, Station Managers, Issuers and, Distributors and Ticket Vendors
to perform a migration based on relevant passenger telematics environment.
In both cases (migration of Purely TAP elements vs. migration of Common
elements with TAF TSI) a sequence flow will be given in the SEDP in order to
show the different steps to be achieved during the migration towards the target
system.
13.3 Management of changes
Since in a real world computer based systems undergo frequent upgrades, the
introduction of appropriate change control management of the TAP TSI system
and of the ERA Technical Documents is of vital importance. For this reason
chapter 7.3 of the TAP TSI describes the possible base lining of the TAP TSI
system and the releasing of new base lines.
In same chapter of the TAP TSI a specific Change Control Management
procedure is described (with dedicated CCM Board) in order to handle
adequately the updating of the ERA Technical Documents underpinning the
TAP TSI.
All changes affecting either the TAP TSI system or aforementioned ERA
Technical Documents shall be processed by the rail sector under the
reponsability of ERA.
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14. Economic Evaluation
14.1 Introduction
Economic evaluation has several different purposes within the drafting process
of the TSI:
justification of individual basic parameters (BP)
justification of specific cases
overall cost-benefit assessment of the TSI
The TAP TSI impact assessment was already part of the accompanying report
of the preliminary draft TAP TSI [14] In the following chapters the changes
between the preliminary and final version are taken into account..
14.2 Objectives of the impact assessment
The functional scope of the TAP TSI is defined in the ID and the PRR. This
functional scope can be divided into three groups:
• The provision of travel information before and during the journey (as
described in Annex II of the PRR) as basic functional scope
• The provision of basic elements needed for the issuance of tickets,
for reservation as well as for payment e.g. timetable database, fare
database as well as fulfilment concepts. These basic elements will
support the provision of travel information before the journey (see
point 1) and will as well facilitate the development and enhancement
of GDSes for railways.
• Communication Schemes between Railway Undertaking and
Infrastructure Managers to enable a Railway Undertaking to provide
travel information during (and before) the journey (see point 1)
The impact assessment should check that each specified BP relates to a
specific subject in the framework of above described functional scope. A given
relationship can be seen as a basic (legal) justification of a BP.
The qualitative impact assessment should verify if the cost impact for the
railway sector is as low as possible. For this reason, for each BP it was checked
that
• no significant better alternative solutions were identified in order to
comply with a provision resulting from the ID or PRR related to TAP
TSI
• there is reference to established UIC standards in the field of TAP
TSI where suitable
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• provisions in the framework of the TAF TSI [10] are re-used for the
TAP TSI if they are suitable (e.g. re-use of specific message
telegrams for the communication between infrastructure manager
and railway undertaking).
The reference to already widely used UIC standards as well as the reuse of
provisions in the framework of TAF TSI allows
• A faster implementation of the provisions specified in the TAP TSI
• A reduction of implementation risks
14.3 Impact Assessment
The benefits of providing passenger information were presumably assessed in
the framework of the CBA for the PRR and therefore they are outside the scope
of this impact assessment.
For this reason, the evaluation of the TAP TSI focuses only on the qualitative
impact assessment for the sector organisations related to the implementation of
the proposed basic parameters.
The assessment aims at verifying that the proposed specification of the TAP
TSI provides the technical specification necessary to fulfil the PRR with the
lowest impact as possible.
Figure 2: Methodology of Impact Assessment
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14.3.1 Project Scenario
The project scenario describes the situation where the TAP TSI is applied.
Railway undertaking are already obliged to provide travel information before or
during journey to the passengers (with the obligation to apply the TAP TSI)
according §10 of the PRR.
Furthermore, railway undertakings are obliged to apply the already developed
UIC standards in the field of timetable exchange, fare exchange, reservation
and direct fulfilment on a mandatory base as specified in the TAP TSI.
Infrastructure Managers and Railway Undertakings would have to apply the
communication schemes as defined in the TAP TSI. The TAP TSI
communication schemes are based on the already defined and used
communication schemes of TAF [10].
14.3.2 Reference Scenario
Due to the fact that the PRR became already effective in 2007, licensed railway
undertaking will be obliged from 2009 to provide travel information before or
during journey to the passengers (without the obligation to apply the TAP TSI)
according §8 of the PRR.
This provision may be exempted by member states for regional, urban or
domestic passenger services.
There is already the obligation for railway undertakings and infrastructure
managers to apply the TAF TSI [10] relating to freight services. In this context
communication schemes between railway undertakings and infrastructure
managers are already defined and implemented.
Concerning the issuing of international tickets and reservations, UIC has
successfully established databases for timetables (MERITS) and fares (PRIFIS)
as well as communication protocols and standards for the reservation of trains
and services as well as for the fulfilment. These standards are applied by the
majority of railways (e.g. for MERITS over 300 RUs) on a voluntary base.
However, even if a huge user‟s community is involved, the quality and the
frequency of the delivered data is insufficient for international or foreign
distribution.
In addition, for domestic passenger services with regards to timetables, fares,
reservation and fulfilment the individual railways use their own standards.
Furthermore, railway undertakings are obliged to apply the already developed
UIC standards in the field of timetable exchange, fare exchange, reservation
and direct fulfilment on a mandatory base as specified in the TAP TSI.
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14.4 Justification of basic parameters
As part of the impact assessment, all basic parameters were referenced to the
requirements of the PRR in order to provide their legal justification.
The result is presented in table 10, which shows the link between TAP TSI and
the PRR.
14.5 Qualitative Impact Assessment
A qualitative impact assessment was performed by the Agency and presented
in the preliminary draft TAP TSI report [14].
The impact assessment is now updated taking into account the latest changes
in the TAP TSI. The qualitative cost impact is shown in the following table:
Table 11 : Qualitative cost impact for TAP TSI
TSI Chapter
BP General Impact Description Impact Indicators
4.2.1 Handling of
timetable data
A RU addressed by the PRR is obliged to make its own timetable data available for other RUs according to the UIC standard 916-1 This UIC standard is common practice by the majority of European Railways (e.g. Railways already delivering timetable data to Merits database) If a RU already manages and delivers timetable data according to UIC 916-1 and the UIC Merits/Prifis Codelist, the impact is negligible. Otherwise the impact is related to the amount of timetable data conversions per year. The impact with regard to the quality assurance of timetable data can only be assessed in the framework of the SEDP.
The amount of timetable data conversions per year depend on:
The number of services stated in the yearly timetable
The number of timetable updates per year
The average of concerned services per update
Specific reference data (e.g. location data or RU codes) has to be converted as well, nevertheless the impact for the conversion of reference data is expected to be negligible Note: For the conversion of data it may be possible to use automated converters, so that there is only one major (one-time) impact for the implementation of the converter. In addition to that, testing as well as the calculation time of a conversion may be considered as well (if not negligible).
NO CHANGE compared to last version !
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TSI Chapter
BP General Impact Description Impact Indicators
4.2.2 Handling of
tariff data
If a RU already manages and delivers its tariff data according to UIC 108-x standard and to the UIC Merits/Prifis codelist, the impact is negligible. (reference scenario = project scenario) The impact with regard to the
quality assurance of tariff data
(especially the coherency between
tariff and timetable data) can only
be assessed in the framework of the
SEDP.
For domestic fares it is an “open
point”.
RUs not compliant to UIC 108-x have to estimate the
Quantity of tariffs meant for international and foreign sales
Quantity of updated tariffs. For domestic fares as long as the point is open, there is no specific impact.
THERE IS A CHANGE compared to last version as regards domestic tariffs !
4.2.3 Handling of
information on
products
Each RU addressed by the PRR has to create a dataset containing its carrier name, carrier code and official website and integrate this dataset into a list.
Negligible. Creation of one dataset and maintenance of this dataset.
NO CHANGE compared to last version !
4.2.4 Handling of
condition of
carriage
information
Each RU addressed by the PRR has to publish the information about conditions of carriage at its official website.
Negligible.
Onetime costs for the providing information
concerning conditions of carriage and keeping
information up to date.
Yearly publication costs (at its official website)
NO CHANGE compared to last version !
4.2.5 Handling of
registered
luggage where
offered by the
RU
Each RU addressed by the PRR has to publish the information about the handling of registered luggage (where offered by the RU) at its official website.
Negligible. (Similar to 4.2.4)
NO CHANGE compared to last version !
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TSI Chapter
BP General Impact Description Impact Indicators
4.2.6 Handling of
carriage of
PRMs
Each RU addressed by the PRR has to publish the information about conditions for carriage at its official website. The reservation of PRM assistance services via a distribution system of a RU or retailer has to be compliant to the UIC standard 918-6. If it is already compliant to this
standard, there is no impact.
The distribution system of a RU or a retailer has to be modified so that it is compliant to this UIC standard (if it is not compliant to the standard UIC 918-6)
For retailers, RUs whose distribution system is not compliant to UIC standard 918-6:
A modification of a distribution system is necessary so that it allows reservations of PRM assistance requests according UIC standard 918-6.
(onetime costs)
For the publication of information about conditions for carriage of PRM – impact equivalent to 4.2.5
NO CHANGE compared to last version !
4.2.7 Handling of
bikes
In general, equivalent impact as for 4.2.6 For the reservation of bike storage place the distribution system of the RU/ retailer has to be compliant to UIC standard 918-1.
The impact is equivalent to 4.2.6
For retailers, RUs whose distribution system is not compliant to UIC standard 918-1:
a modification of a distribution system is necessary so that it allows reservations of bike storage places according UIC standard 918-1.
(onetime costs) For the publication of information about conditions for carriage of PRM – equivalent to 4.2.5
NO CHANGE compared to last version !
4.2.8 Handling of cars In general, equivalent impact as for 4.2.6 For the reservation of car storage place the distribution system of the RU/ retailer has to be compliant to UIC standard 918-1. The impact is equivalent to 4.2.6
For retailers, RUs whose distribution system is not compliant to UIC standard 918-1:
a modification of a distribution system is necessary so that it allows reservations of car storage places according UIC standard 918-1.
(onetime costs)
NO CHANGE compared to last version !
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TSI Chapter
BP General Impact Description Impact Indicators
4.2.9 Handling of
Availability/
Reservation
Seat availability and /or reservation requests from a distribution system shall be sent in a defined format (UIC918-1) to the attributing system and availabilities/confirmation of reservations shall be sent back to the distribution system in a defined format as well (UIC918-1). The addressed standard is currently used by a number of railways already. The expected impact is therefore low. Note: The number of change control managements is reduced to the proprietary and to the UIC 918-1 ones.
For RUs whose distribution system is not compliant to UIC standard 918-1 with regards to availability/reservation requests:
a modification of its distribution system is necessary so that it allows the management of availability/reservation requests according UIC standard 918-1.
(onetime costs) But these onetime costs only apply if one of the counterpart systems imposes UIC-918-1 messages. There is no impact at all for RU if communicating in a message format already agreed and used.
NO CHANGE compared to last version !
4.2.10 Handling of security elements for product distribution
Impact cannot be assessed due to the fact that it is an open point
Impact cannot be assessed, it is an open point
NO CHANGE compared to last version !
4.2.11 Handling of
Fulfilment
Domestic tickets are untouched. For DIRECT fulfilment: For the distribution system of the RU there is no impact for the issuing of tickets for foreign and international services due to the fact that the UIC 918-2 is the only currently available standard (RCT2). For INDIRECT fulfilment: For the distribution system of the RU
there may be an impact for the
issuing of tickets for foreign and
international services if the RU
decides to implement the A4 home
print ticket according to UIC 918-3.
The European ticket on departure
and manifest on list still cannot be
assessed since they are open points.
No impact is expected for direct fulfilment.
For indirect fulfilment no assessment possible – it is an open point.
NO CHANGE compared to last version !
4.2.12 Handling of
Information
Provision in
Station Area
The impact is considered to be low/ negligible due to the fact that only stations are concerned where new voice announcement systems/ departure board systems are installed or existing systems are replaced by new ones. It is assumed that the specified “during journey” information can already be provided by the existing systems in Europe.
No impact for station manager/ RUs expected
NO CHANGE compared to last version !
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TSI Chapter
BP General Impact Description Impact Indicators
4.2.13 Handling of
Information
Provision in
Station Area
The impact is considered to be low for RUs due to the fact that only passenger trains are concerned where new voice announcement systems/ board displays are installed or existing systems are replaced by new ones. It is assumed that the specified “during journey” information can already be provided by the existing systems in Europe.
No impact for RUs expected
NO CHANGE compared to last version !
4.2.14 Train
Preparation
The communication procedure from TAF [10] will be taken over as much as possible.
RU – IM Communication
No impact for IMs under the assumption that the
implemented communication schema from TAF TSI
are taken over by TAP TSI (which is the intention of
TAP TSI)
For RUs there is an impact expected. Nevertheless
there is no other and better alternative. In the long
term they need to support one communication
scheme and not several IM-specific schemes (benefit
for cross-border traffic)
In order to minimize the impact for the specific local
rail networks, other existing standards may be used
for the same purpose (if a specific agreement
between the involved parties exists allowing the use
of these standards).
NO CHANGE compared to last version !
4.2.15 Train Running
Information
The communication procedure from TAF [10] will be taken over as much as possible.
As 4.2.14
4.2.16 Service
Disruption
Message
The communication procedure from TAF [10] will be taken over as much as possible.
As 4.2.14
4.2.17 Handling of
short term
timetable data
The communication procedure from TAF [10] will be taken over as much as possible.
As 4.2.14
4.2.18 The quality of
the data and
Information
Assessment only possible in the
framework of the SEDP.
Open
4.2.19 Reference Files
and Databases
Assessment only possible in the
framework of the SEDP
Open
4.2.20 Electronic
Transmission of
Documents
Assessment only possible in the
framework of the SEDP
Open
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14.6 Conclusion and plans for further evaluation
The analysis shows that the expected cost impact of the TSI is relatively low for
the concerned sector organisations.
Moreover it must be mentioned that there was no alternative specification
proposed by the sector organisations with a lower cost impact and meeting the
addressed requirements from the PRR and ID.
In the framework of drafting the SEDP for the TAP TSI, different
implementation proposals will be possible requiring a specific and detailed
CBA. It is assumed that this CBA will be drafted by the rail sector and analysed
by ERA in terms of consistency and plausibility. Based on the outcome of that
analysis ERA will make a recommendation to the Commission.
14.7 Specific Cases
In 2009 ERA has sent out questionnaires to the Member States regarding
possible Specific Cases in TAP TSI. In the same year it was agreed with the
concerned Member States FI, EE, LT, LV, PL and SK – after analysis of their
feedback, exchange of emails and dedicated meetings – that there will be no
specific case in Ch 7 of TAP. Instead of that the following text will be
incorporated into Ch 4 of TAP TSI (V2.0):
“The provisions of this TSI related to traffic with third countries are not binding
where their compliance cannot be achieved because of the non availability of
information from actors which are outside the European Economic Area.
However, if an actor addressed by this TSI has this information it shall make it
available according to the provisions of this TSI.”
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15. European Standards
15.1 References in the TSI
Table 12 shows the links between basic parameters/annexes of the preliminary
draft CR TAP TSI and future European standards.
Table 12 : References to European standards
Section
of TSI
Title of the section The mandatory parts of CEN Standard
4.2.11.2
4.2.10.1
4.2.10.2
4.2.10.3
Annex A
Fulfilment – indirect
Attributing system creates security
element for electronic delivery
Attributing system creates dossier
reference for RU for electronic delivery
Attributing system creates dossier
reference for passenger for electronic
delivery
List of Open Points
European Ticketless and ticket on departure for rail
distribution standard (to be delivered by CEN by 2011).
Annex D Management of connection with other
modes of transport
EN 12896
The present version of preliminary draft TAP TSI refers to the European
Ticketless and ticket on departure for rail distribution standard which is not yet
available. The standard is expected to be delivered by CEN by 2011.
15.2 Relation to the standardisation bodies
For the new standard (to be developed by CEN by 2011) in the area of indirect
fulfilment following activities were performed. In 2008 ERA has met the
European standardisation bodies CEN, CENELEC and ETSI in order to explain
them why a new standard for a TAP TSI Basic Parameter is needed. In the
meeting (where also the sector organisations CER, UITP and UNIFE were
present) it was decided that the development of the standard will remain under
the responsibility of CEN (latter will inform CENELEC and ETSI about the
drafting progress). All standardisation bodies and all the sector organisations
supported the idea of this standard. Contract with CEN for the development of
the standard was signed in Nov 2008. CEN has set up in 2009 an SG for the
drafting of the standard. CEN informs ERA regularly about the drafting
progress.
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For the Standard EN 12896 (“Transmodel”) in the area of management of
connection with other modes of transport following activities were performed. In
2008 3 meetings were held with CEN in order to decide which part of TAP TSI
can be best matched in the first stage with EN 12896: the conclusion was that
the most promising part would be the timetabling. For this purpose a detailed
mapping between the technical document B.4 of the TAP TSI Basic Parameter
4.2.1 (Handling of timetable data) and the EN 12896 was performed. After the
mapping exercise a TAP TSI compliant timetable messages were converted
into EN 12896 timetable ones in order to demonstrate the viability of the
concept.
However, within some enumerations of the TAP TSI compliant timetable
messages not all elements could be matched 1:1 to an EN 12896 element.
Conventional rail specific attributes need to be added to the vehicle
journey in TransModel.
Some small enhancements for location reference data were needed.
These gaps were reported 2008 to CEN. Transmodel‟s new release is planned
by CEN in 2011.
It should be further mentioned that within the ERA Technical Documents
additional reference is made to the following ISO standards:
639-1:2002: Codes for the representation of names of languages -- Part 1:
Alpha-2 code, Version 1
3166:2006 : Codes for the representation of names of countries and their
subdivisions -- Part 3: Code for formerly used names of countries,
Edition 1
4217:2008 : Codes for the representation of currencies and funds, Edition:
7
8859-1:2003 : 8-bit single-byte coded graphic character sets -- Part 1:
Latin alphabet No. 1, Edition 1
9735:2003: Electronic data interchange for administration, commerce and
transport (EDIFACT) -- Application level syntax rules, Edition 4.
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16. Conclusions
16.1 Working with the ERA TAP TSI Working Party
The way of collaborating within the ERA TAP Working Party was cooperative.
This fact is shown in the issue handling figure below where one can read that
most BPs were handled within good cooperation (see basic parameters 4.2.3 to
4.2.17 in the cooperation square).
Figure 3: Cooperation and compromise in the ERA TAP TSI WP
Above figure shows equally that within the WP additional discussions were
needed in order to find for two BPs (4.21. and 4.2.2) a compromise between
the legal requirements and the requests coming from the rail sector (see
compromise square).
This cooperative/compromise approach has enabled ERA to deliver its TAP TSI
recommendation to the EC and to present it to the RISC.
16.2 SWOT analysis for the future of the TAP TSI
SWOT Analysis, is a strategic tool used to evaluate the Strengths,
Weaknesses, Opportunities and Threats involved in a project. It identifies the
internal and external factors that are favourable and unfavourable to achieving
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the objective of the project. Components of a SWOT analysis are defined as
follows :
Strengths: attributes of the organization that are helpful to achieving the
objective.
Weaknesses: attributes of the organization that are harmful to achieving
the objective.
Opportunities: external conditions that are helpful to achieving the
objective.
Threats: external conditions that are harmful to achieving the objective.
Strengths and Weaknesses are internal factors from the TAP TSI WP whereas
Opportunities and Threats are external factors to the TAP TSI WP.
SWOT analysis gives a clear and transparent overview about the project.
The SWOT analysis for the TAP TSI is in the table below. Special attention is
drawn to the “Todo” item under point number 5 within the “Opportunities” field.
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Table 13 : SWOT analysis for the TAP TSI In
tern
al f
acto
rs o
f TA
P T
SI W
P
Strengths : Weaknesses : 1. The TAP TSI WP drafted a TAP TSI where the information provision is enabled in order to meet the requirements set out in Art 3.5 of the Decision 09/II/2006, Annex 1, Mandate to the Agency and in Art 10 of the European Passengers’ Rights Regulation [5] (except of “Security and safety issues” and “Management of connections with other modes of transport”).
4. The TAP TSI WP drafted a TAP TSI which can be the basis for the future evolution of the CIRST (Computerised Information and Reservation System for Rail Transport) as set out in Art 3.5 of the Decision 09/II/2006, Annex 1, Mandate to the Agency.
2. The TAP TSI WP did not include into TAP TSI “Security and safety issues” since it was estimated not to be part of Telematic Applications.
3. The TAP TSI WP did not include into TAP TSI the “Management of connections with other modes of transport” as a must since the CR interoperability directive [1] and mandate [3] does not give the power to ERA to deal “politically” with the management of connections with other modes of transports in TAP TSI (although technical solutions were identified by the TAP TSI WP – see point 5 under “Opportunities”).
Exte
rnal
fac
tors
to
TA
P T
SI W
P
Opportunities : Threats :
5. The TAP TSI WP has identified for the “Management of connections with other modes of transport” the European Norm 12896 (“Transmodel”). This EN can be enhanced by CR elements, thus could be a “technical” enabler for the dialog between CR and other modes of transport. Todo: It must be assessed by RIS Committee how to deal “politically” with the stakeholders from the other modes of transport.
6. If Art 21 Committee shall not asses how to deal “politically” with the stakeholders from the other modes of transport, the mandate “Management of connections with other modes of transport” from Art 3.5 of the Decision 09/II/2006, Annex 1, Mandate to the Agency [3] cannot be realised.
7. Art 2.4, 2.5 and 2.6 of the European Passengers’ Rights Regulation [5] give the possibility to the Member States (MS) to derogate important part of rail services: the information provision of TAP TSI shall not apply to those services.
8. Art 2.4, 2.5 and 2.6 in conjunction with Art 2.3 of the European Passengers’ Rights Regulation [5] may create ambiguity between Art 9 (cannot be derogated) and Art 8 and 10 which can be derogated.
9. “European Ticketless and ticket on departure for rail distribution” standard shall not be delivered by CEN in the year 2011 for the future revision of the TAP TSI.
10. The implementation of the TAF TSI [10] seems to have significant delay. Making reference to parts of it which are in common use with TAP TSI (such as common interface, common components, train running BPs) is difficult.
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Conclusions of the SWOT analysis:
I. The drafted TAP TSI enables the information provision in order to meet the
requirements set out in Art 3.5 of the Decision 09/II/2006, Annex 1, Mandate
to the Agency [3] and in Art 10 of the European Passengers‟ Rights
Regulation [5]
II. The drafted TAP TSI enables the RUs to co-operate in European
international and foreign passenger traffic.
III. “Management of connections with other modes of transport” from Art 3.5 of
the Decision 09/II/2006, Annex 1, Mandate to the Agency cannot be
delivered within TAP TSI. It can be however tackled technically by using the
norm “Transmodel” identified under point 5 within the “Opportunities” field
(by taking into account the “Todo” as well).
IV. If the “European Ticketless and ticket on departure for rail distribution”
standard will not be delivered by CEN in the year 2011 the linked open
points of the TAP TSI cannot be closed in the future.
V. If the implementation of TAF TSI [10] is delayed the references from TAP
TSI to the common parts might be difficult since TAP TSI must be adopted
by the end of 2010/beginning of 2011. If TAF TSI‟s common parts with TAP
TSI will not be implemented by that date, TAP TSI cannot be implemented
neither.
16.3 Delivery of the final draft TSI
The Commission‟s mandate of 09 February 2006 requires a preliminary draft
TSI and an accompanying report to be delivered within 36 months.
The activities of the title “Draft Preliminary TAP TSI” were performed in a
manner which enabled the delivery of the Intermediate Report to the Art 21
Committee and of the preliminary draft report to the RISC in due time.
Furthermore the delivery deadlines of the Preliminary Draft TSI (Oct 2009) were
and of the Final Draft TSI (June 2010) can be respected so that the
Commission can adopt the TAP TSI according to the provisions of Art 10 of the
European Passengers‟ Rights Regulation [5].
The Final Draft TSI is now suitable for EC‟s legal actions.
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17. List of Annexes
Following documents are annexed to this report:
Table 14 : Annexes to this report
Title Reference Date Preliminary Draft TAP TSI V
2.0
IU-TAP-260510-TSI 2.0 26/05/2010
Annexes B.1, B.2, B.3, B.4,
B.5, B.6, B.7, B.8, B.9, B.10,
B.30 of the Preliminary Draft
TAP TSI V 2.0 + Passenger
Code List
Annex B of Preliminary Draft
TAP TSI V 2.0
01/04/2010
Remarks from the Member
State Sweden on TAP TSI
- 20091130_00000A55
- Comments from MS
Sweden 20100120
30.11.2009
20.01.2010
Remarks from the Member
State Germany on TAP TSI
20100427_TSI
TAP_comments DE on draft
1.0
27.04.2010
CER position paper on TAP
TSI
20091127 CER Position
TAP TSI
13.11.2009
Remarks of EIM on TAP TSI - EIM - European Railway
Agency Letter Social
consultation TAP
- EIM_TAP_Paper_Cons-
ultationResponse_v10
09.04.2010
25.03.2009
The tabular summary of
remarks of Passenger
Organisations on TAP TSI
Results from TAP social
consultation
11.05.2010
Individual remarks of
Passenger Organisations on
TAP TSI
- PRO BAHN response to
the consultation on the draft
TAP TSI
- 008_Railfuture response to
draft reccomendation TAP
TSI
- 009_Travelwatch response
to draft reccomendation TAP
TSI
11.05.2010
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Title Reference Date - 010_NDA response to draft
reccomendation TAP TSI
- 2010-03-29 EDF response
to the consultation on the
draft TAP TSI FINAL
- 100426 ROVER response
TAP-TSI1
- ALACF response to the
consultation on the draft
TAP TSI
- Passengerfocus TAP-TSI-
response-April 10
Multimodality in
Telematics Applications
20100211_TransModel_TAP
_TSI_V01
11.02.2010
Multi-modal Journey
Planning based on
TransModel
ERA_Presentation_mdv_20
10Feb11_v2
11.02.2010