interoperability unit trans-european conventional …€¦ · interoperability unit trans-european...

71
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

Upload: duongkien

Post on 31-Aug-2018

213 views

Category:

Documents


0 download

TRANSCRIPT

Page 1: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

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

Page 2: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 2/71

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

Page 3: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 3/71

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

Page 4: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 4/71

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

Page 5: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 5/71

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

Page 6: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 6/71

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

Page 7: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 7/71

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

Page 8: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 8/71

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

Page 9: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 9/71

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).

Page 10: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 10/71

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

Page 11: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 11/71

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

Page 12: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 12/71

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

Page 13: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 13/71

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]

Page 14: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 14/71

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

Page 15: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 15/71

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].

Page 16: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 16/71

Page 17: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 17/71

Figure 1: Tracking Gantt chart for drafting the TAP TSI

Page 18: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 18/71

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

Page 19: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 19/71

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

Page 20: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 20/71

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).

Page 21: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 21/71

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

Page 22: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 22/71

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.

Page 23: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 23/71

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.

Page 24: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 24/71

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.

Page 25: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 25/71

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.

Page 26: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 26/71

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

Page 27: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 27/71

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.

Page 28: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 28/71

The tabular summary of remarks and the individual remarks of Passenger

Organisations are annexed to this report.

Page 29: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 29/71

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

Page 30: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 30/71

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].

Page 31: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 31/71

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 ...”.

Page 32: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 32/71

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

Page 33: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 33/71

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

Page 34: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 34/71

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:

Page 35: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 35/71

- 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.

Page 36: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 36/71

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.

Page 37: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 37/71

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:

Page 38: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 38/71

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.

Page 39: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 39/71

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

Page 40: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 40/71

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.

Page 41: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 41/71

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.

Page 42: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 42/71

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:

Page 43: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 43/71

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:

Page 44: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 44/71

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.

Page 45: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 45/71

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

Page 46: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 46/71

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

Page 47: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 47/71

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.

Page 48: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 48/71

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.

Page 49: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 49/71

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.

Page 50: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 50/71

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.

Page 51: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 51/71

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;

Page 52: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 52/71

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

Page 53: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 53/71

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.

Page 54: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 54/71

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.

Page 55: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 55/71

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

Page 56: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 56/71

• 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

Page 57: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 57/71

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.

Page 58: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 58/71

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 !

Page 59: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 59/71

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 !

Page 60: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 60/71

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 !

Page 61: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 61/71

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 !

Page 62: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 62/71

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

Page 63: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 63/71

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.”

Page 64: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 64/71

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.

Page 65: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 65/71

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.

Page 66: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 66/71

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

Page 67: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 67/71

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.

Page 68: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 68/71

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.

Page 69: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 69/71

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.

Page 70: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 70/71

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

Page 71: INTEROPERABILITY UNIT TRANS-EUROPEAN CONVENTIONAL …€¦ · interoperability unit trans-european conventional rail system subsystem telematics applications for passengers ... 16.2

European Railway Agency

Subsystem Telematics Applications for Passengers

ERA/REC/04-2010/INT Version 1.0 – Final Page 71/71

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