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12.5.2011 Official
Journal
of
the
European
Union L
123/11
COMMISSION REGULATION (EU) No 454/2011
of 5 May 2011
on the technical specification for interoperability relating to the subsystem ‘telematics applications
for passenger services’ of the trans-European rail system
(Text with EEA relevance)
THE EUROPEAN COMMISSION,
(4) The
efficient
interconnection
of
the
information
and
communication systems of the different infrastructure
managers and railway undertakings is considered to be
important, in particular for the provision of up-to-date
Having regard to the Treaty on the Functioning of the European
information and ticketing services to passengers.
Union,
(5)
The purpose of this TSI is to define procedures and
Having regard to Directive 2008/57/EC of the European
interfaces between all types of actors to provide
Parliament and of the Council of 17 June 2008 on the inter
information and issue tickets to passengers via widely
operability of the rail system within the Community ( 1 ), and in
available technologies. It should include the exchange
particular Article 6(1) thereof,
of information for the following aspects: systems
providing passengers with information before and
during the journey, reservation and payment systems,
luggage management, issuing of tickets via ticket
Whereas:
offices, ticket selling machines, on board trains,

telephone, Internet or any other widely available
information technology, management of connections
between trains and with other modes of transport.
(1) Pursuant
to
Article
2(e)
of
Directive
2008/57/EC,
the
rail
system is subdivided into structural and functional
subsystems. Each of the subsystems should be covered
by a technical specification for interoperability (TSI).
(6) The
information
provided
to
passengers
should
be
accessible in accordance with the requirements of
Commission Decision 2008/164/EC of 21 December
2007 concerning the technical specification for inter
operability relating to ‘persons with reduced mobility’
(2) By
Decision
C(2006)
124
final
of
9
February
2007,
the
in the trans-European conventional and high-speed rail
Commission gave a mandate to the European Railway
system (
Agency (the Agency) to develop technical specifications

3 ).
for interoperability under Directive 2001/16/EC of the
European Parliament and of the Council of 19 March
2001 on the interoperability of the trans-European
conventional rail system ( 2 ). Under the terms of that
(7) The
provisions
of
this
TSI
should
not
prejudge
decisions
mandate, the Agency was requested to draw up the
taken by Member States under Article 2 of Regulation
draft TSI related to telematics applications for passengers.
(EC) No 1371/2007 of the European Parliament and of
It submitted a recommendation on 31 May 2010. This
the Council ( 4 ).
recommendation should be complemented by an addi
tional recommendation following a mandate from the
Commission to cover tariffs, ticketing and reservation
for domestic journeys. In drafting its recommendation,
(8) Detailed
specifications
are
necessary
to
ensure
that
this
the Agency should take into account national devel
Regulation can be applied. Those specifications define the
opments and technical developments in the area of inno
data exchange system based on common components
vative ticketing and intermodality.
and on the interconnection of the information and
communication systems of the relevant actors.
Moreover, a description of the governance for the devel
opment, deployment and operation of this system, and a
(3) Technical
specifications
for
interoperability
are
specifi
master plan for the development and deployment of this
cations adopted in accordance with the Directive
system are necessary as well. These deliverables will be
2008/57/EC. The TSI in Annex covers the subsystem
produced during an initial phase of implementation. The
relating to telematics applications for passenger services
TSI therefore needs to be amended at a later stage in
in order to meet the essential requirements and ensure
order to take these deliverables (detailed specifications,
the interoperability of the rail system.
governance and master plan) into account.
( 1 ) OJ L 191, 18.7.2008, p. 1.
( 3 ) OJ L 64, 7.3.2008, p. 72.
( 2 ) OJ L 110, 20.4.2001, p. 1.
( 4 ) OJ L 315, 3.12.2007, p. 14.

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L 123/12
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Official Journal of the European Union
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(9) In
accordance
with
Article
5(8)
of
Directive
2008/57/EC, the technical documents as specified in Section 7.5.2 of Annex
the technical documents published by the Agency that
I. It shall report to the Commission on the progress of these
are referred to in this Regulation should be regarded as
documents. The Commission shall inform the Member States
Annexes to the TSI and should become mandatory from
through the Committee established under Article 29 of
the moment the TSI is applicable.
Directive 2008/57/EC.
(10) The
measures
provided
for
in
this
Regulation
are
in
accordance with the opinion of the Committee estab
2. The
European
Railway
Agency
shall
publish
on
its
website
lished in accordance with Article 29(1) of Directive
the reference files referred to in Section 4.2.19 of Annex I and
2008/57/EC,
shall keep them up to date. It shall implement a change
management process for such files. It shall report to the
Commission on the progress of these documents. The
Commission shall inform the Member States through the
HAS ADOPTED THIS REGULATION:
Committee established under Article 29 of Directive
2008/57/EC.
Article 1
1. The
Technical
Specification
for
Interoperability
(hereinafter
‘TSI’) relating to the element ‘applications for passenger services’
3. The
European
Railway
Agency
shall
submit
its
recommen
of the subsystem ‘telematics applications’ of the trans-European
dation on the open points listed in Annex II to this Regulation
rail system referred to in Article 6(1) of Directive 2008/57/EC is
by 31 March 2012.
set out in Annex I.
2. The
TSI
shall
apply
to
the
element
‘applications
for
Article 4
passenger services’ of the subsystem ‘telematics applications’ as
defined in Section 2.5 of Annex II to Directive 2008/57/EC.
Railway undertakings, infrastructure managers, station
managers, ticket vendors and the Agency shall support the
works of phase one as specified in Section 7.2 of Annex I by
providing functional and technical information and expertise.
3. With
regard
to
rail
passenger
services
operated
from
or
to
third countries, compliance with the requirements of this TSI is
subject to the availability of information from actors outside the
EU unless bilateral agreements provide information exchange
compatible with the TSI.
Article 5
The representative bodies from the railway sector acting at
European level as defined in Article 3(2) of Regulation
(EC) No 881/2004 of the European Parliament and of the
Article 2
Council ( 1 ) together with a representative of ticket vendors
This TSI shall be implemented in three phases:
and a representative of European passengers, shall develop the
detailed IT specifications, the governance and the master plan as
described in Chapter 7 of Annex I and shall submit them to the
Commission not later than 1 year after the publication of this
— a first phase establishing detailed IT specifications,
Regulation in the Official Journal of the European Union.
governance and master plan (phase one),
— a second phase concerning the development of the data
Article 6
exchange system (phase two), and
Member States shall ensure that railway undertakings, infra
structure managers, station managers and ticket vendors are
informed of this Regulation.
— a final phase concerning the deployment of the data
exchange system (phase three).
Article 7
Article 3
This Regulation shall be amended taking into account the
1. The
European
Railway
Agency
shall
publish
on
its
website results of phase one as described in Section 7.2 of Annex I.
the technical documents listed in Annex III and shall keep them
up to date. It shall implement a change management process for
( 1 ) OJ L 164, 30.4.2004, p. 1.

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EN
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Journal
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Union L
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Article 8
This Regulation shall enter into force on the day following its publication in the Official Journal of the
European Union.
This Regulation shall be binding in its entirety and directly applicable in all Member States.
Done at Brussels, 5 May 2011.
For the Commission
The President
José Manuel BARROSO

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L 123/14
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Official Journal of the European Union
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ANNEX I
1. INTRODUCTION
1.1. Technical
scope
This Technical Specification for Interoperability (hereinafter referred to as the TSI) concerns the element
‘applications for passenger services’ of the subsystem ‘telematics applications’ of the trans-European rail
system referred to in Article 6(1) of Directive 2008/57/EC. It is included in the functional area of the list in
Annex II to Directive 2008/57/EC.
1.2. Geographical
scope
The geographical scope of this TSI is the trans-European rail system as defined in Article 2(a) of Directive
2008/57/EC.
1.3. Content
of
this
TSI
The content of this TSI is in accordance with Article 5 of Directive 2008/57/EC.
This TSI also comprises, in Chapter 4, the operating and maintenance rules specific to the technical and
geographical scope.
2. DEFINITION
OF
THE
SUBSYSTEM/SCOPE
2.1. Subsystem
This TSI covers:
(a) the functional subsystem ‘Telematics applications for passenger services’;
(b) the part of the maintenance subsystem relating to the telematics applications for passenger services (i.e.
methods of use, management, updating and maintenance of databases, software and data communication
protocols, etc.).
It includes the provision of information on the following aspects:
(a) systems providing passengers with information before and during the journey;
(b) reservation and payment systems;
(c) luggage management;
(d) issuing of tickets via ticket offices or ticket selling machines or telephone or Internet, or any other widely
available information technology, and on board trains;
(e) management of connections between trains and with other modes of transport.
2.1.1. Providing
passengers
with
information
before
and
during
the
journey
Annex II to Regulation (EC) No 1371/2007 on rail passengers’ rights and obligations lists the minimum
information to be provided to passengers by railway undertakings and/or by ticket vendors.
2.1.2. Reservation
and
payment
systems
Information will be exchanged between the reservation and ticketing systems, and the payment systems of the
different ticket vendors and railway undertakings in order to enable the passenger to pay for the above tickets,
reservations and supplements for the journey and service chosen by the passenger.
2.1.3. Luggage
management
Information will be provided to the passenger relating to the complaints procedures in the event of registered
luggage being lost during the journey. Moreover, passengers will be provided with information about sending
or picking up registered luggage.

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2.1.4.
Issuing of tickets via ticket offices or ticket selling machines or telephone or Internet or any other widely available
information technology
Information will be provided between railway undertakings and ticket vendors in order to enable the latter to
issue, where available, tickets, through tickets, and supplements, and to make reservations.
2.1.5.
Management of connections between trains and with other modes of transport
A standard is proposed for the provision of information to and exchange of information with other modes of
transport.
3. ESSENTIAL
REQUIREMENTS
3.1. Compliance
with
the
essential
requirements
In accordance with Article 4(1) of Directive 2008/57/EC, the trans-European rail system, subsystems and
interoperability constituents must meet the essential requirements set out in general terms in Annex III to
the Directive.
Within the scope of the present TSI, fulfilment of relevant essential requirements quoted in Chapter 3 of this
TSI will be ensured for the subsystem by compliance with the specifications described in Chapter 4: Char
acterisation of the subsystem.
3.2. Aspects
relating
to
general
requirements
The relevance of the general requirements to the telematics applications subsystem for passengers is determined
as follows:
3.2.1. Safety
The safety-related essential requirements that apply to the telematics applications subsystem for passengers are
the following: essential requirements 1.1.1, 1.1.2, 1.1.3, 1.1.4, 1.1.5 of Annex III to Directive 2008/57/EC.
These essential requirements are not relevant to the telematics applications subsystem.
3.2.2. Reliability
and
availability
The essential requirement 1.2 of Annex III to Directive 2008/57/EC is met by the following sections:
— Section 4.2.19: Various reference files and databases,
— Section 4.2.21: Networking and communication.
3.2.3. Health
Essential requirements 1.3.1 and 1.3.2 of Annex III to Directive 2008/57/EC are not relevant to the telematics
applications subsystem.
3.2.4. Environmental
protection
Essential requirements 1.4.1, 1.4.2, 1.4.3, 1.4.4 and 1.4.5 of Annex III to Directive 2008/57/EC are not relevant
to the telematics applications subsystem.
3.2.5. Technical
compatibility
Essential requirement 1.5 of Annex III to Directive 2008/57/EC is not relevant to the telematics applications
subsystem.
3.3.
Aspects relating specifically to the telematics applications for the passenger services subsystem
The relevance of the general requirements to the telematics applications for the passenger services subsystem is
determined as follows:

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Official Journal of the European Union
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3.3.1. Technical
compatibility
Essential requirement 2.7.1 of Annex III to Directive 2008/57/EC is met in particular by the following sections:
— Section 4.2.19: Various reference files and databases,
— Section 4.2.21: Networking and communication.
3.3.2. Reliability
and
availability
Essential requirement 2.7.2 of Annex III to Directive 2008/57/EC is met in particular by the following sections:
— Section 4.2.19: Various reference files and databases,
— Section 4.2.21: Networking and communication.
However, this essential requirement, especially the method of use to guarantee the efficiency of these telematics
applications and the quality of the service, is the foundation for the complete TSI and is not restricted only to
the sections mentioned above.
3.3.3. Health
Regarding essential requirement 2.7.3 of Annex III to Directive 2008/57/EC, this TSI does not specify any
requirements in addition to existing national and European rules related to minimum rules on ergonomics and
health protection of an interface between these telematics applications and users.
3.3.4. Safety
Essential requirement 2.7.4 of Annex III to Directive 2008/57/EC is met by the following sections:
— Section 4.2.19: Various reference files and databases,
— Section 4.2.21: Networking and communication.
4. CHARACTERISATION
OF
THE
SUBSYSTEM
4.1. Introduction
Taking all the applicable essential requirements into account, the telematics application for passenger services
subsystem is characterised by the following basic parameters which are described in the following sections.
4.2. Functional
and
technical
specifications
of
the
subsystem
4.2.1. Exchange
of
timetable
data
This basic parameter lays down how the railway undertaking shall perform the exchange of timetable data.
This basic parameter shall ensure that timetables comprising the data elements defined below shall be made
available to another railway undertaking, to third parties and to public bodies. This basic parameter shall further
ensure that each railway undertaking shall provide accurate and up-to-date timetable data.
The provisions of this basic parameter shall apply to the passenger services of the railway undertaking.
This basic parameter shall have the following process:
4.2.1.1. T h e r a i l w a y u n d e r t a k i n g m a k e s a v a i l a b l e i t s o w n t i m e t a b l e d a t a t o o t h e r
r a i l w a y u n d e r t a k i n g s a n d t o t h i r d p a r t i e s
The railway undertaking shall make available all of its timetable data for which the railway undertaking is
responsible as sole or joint carrier and which are related to transport services which are available for purchase
by the public by guaranteeing access to all railway undertakings, to third parties and to public bodies. The
railway undertaking shall ensure that the timetable data are accurate and up-to-date. The timetable data shall be
kept available at least for 12 months after such data have expired.

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Where a railway undertaking operates a transport service for which it is one of the Joint carriers, the railway
undertaking shall ensure, together with all the other Joint carriers, that its part of the timetable are accurate and
up-to-date.
The main content of the timetable data shall be:
— Basic principles of train variants
— Representation of a train
— Different possible ways of representing days of operation
— Train category/service mode
— Transport service relationships
— Coach groups attached to trains
— Joining to, splitting from
— Through connections (connecting to)
— Through connections (change of service number)
— Details of transport services
— Stops with traffic restrictions
— Overnight trains
— Crossing of time zones
— Pricing regime and reservation details
— Information provider
— Reservation provider
— Service facilities
— Accessibility of the train (including scheduled existence of priority seats, wheelchair spaces, universal
sleeping compartments — see PRM TSI 4.2.4) — see Section 4.2.6.1
— Service extras
— Connecting — Timing between transport services
— Station list.
For those transport services over which the railway undertaking has sole control, the annual timetable shall be
made available at least 2 months before that timetable comes into force. For the remaining transport services,
the railway undertaking shall make the timetable available as soon as possible.

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The railway undertaking shall make available any changes to the annual timetable in a series of timetable
updates at least 7 days before those changes take effect. This obligation shall apply only if the change is known
to the railway undertaking seven or more days in advance of it taking effect.
The above process and the information used therefor shall comply with the technical document(s):
— B.4 (see Annex III).
4.2.2. Exchange
of
tariff
data
This basic parameter lays down how the railway undertaking shall perform the exchange of tariff data.
This basic parameter shall ensure that tariff data in the format defined below shall be available for other railway
undertakings or for third parties authorised to sell.
The provisions of this basic parameter shall apply in respect of all passenger tariffs of the railway undertaking
for domestic, international and foreign sales.
This basic parameter shall have following process:
4.2.2.1. T h e r a i l w a y u n d e r t a k i n g m a k e s a v a i l a b l e i t s o w n t a r i f f s t o o t h e r r a i l w a y
u n d e r t a k i n g s , a u t h o r i s e d p u b l i c b o d i e s a n d t h i r d p a r t i e s a u t h o r i s e d t o s e l l
The railway undertaking shall make available all its tariffs (including fare tables) by guaranteeing access to the
railway undertakings and third parties to which it grants authorisation to sell according to distribution
agreements and to authorised public bodies. The railway undertaking shall ensure that the tariff data are
accurate and up-to-date.
Where a railway undertaking operates a transport service for which it is one of the joint carriers, the railway
undertaking shall ensure, together with all the other joint carriers, that the tariff data are accurate and up-to-
date.
The main content of tariff data intended for international or foreign sales shall be as defined in Annex IV.
Tariff data intended for international or foreign sales shall be made available to railway undertakings and third
parties authorised to sell according to distribution agreements and to authorised public bodies, at least as far in
advance as provided for in Annex IV.
The above process and the information used for it shall be compliant for tariff data intended for international
or foreign sales with the technical document(s):
— B.1 (see Annex III),
— B.2 (see Annex III),
— B.3 (see Annex III).
Tariff data intended for domestic sales shall be made available to railway undertakings and to third parties
which are authorised to sell, and also to authorised public bodies, at least as long in advance as it is the case for
tariff data intended for international or foreign sales.
The above process and the information used for it in respect of tariff data intended for domestic sales shall
comply with the technical document(s) to be developed by the Agency (see Annex II).
4.2.3.
Handling of information on contact details of the railway undertaking
This basic parameter lays down how the railway undertaking shall provide information about its official website
from which customers can obtain accurate information.
The provisions of this basic parameter shall apply to all railway undertakings.
This basic parameter shall have following process:

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4.2.3.1. T h e r a i l w a y u n d e r t a k i n g m a k e s a v a i l a b l e a d a t a s e t o f i t s c o n t a c t d e t a i l s
The railway undertaking shall make available to other railway undertakings, to the Agency, to third parties and
to public bodies a dataset that includes its carrier name, carrier code and its official website. The official website
referred to in this basic parameter shall be machine readable and compliant with web content accessibility
guidelines. If a railway undertaking operates a joint business unit with (an)other railway undertaking(s), the
name of the joint business unit, carrier codes and official website shall be made available to the other railway
undertakings.
When a railway undertaking makes its timetable information available to other railway undertakings pursuant
to Section 4.2.1.1, it shall ensure that the carrier name in the timetable delivery has a corresponding carrier
name in this dataset. If changes have occurred, the railway undertaking shall update the content of the dataset
as soon as possible.
4.2.4.
Handling of information concerning conditions of carriage
This basic parameter lays down how the railway undertaking shall handle information concerning conditions of
carriage.
This basic parameter shall ensure that conditions of carriage are available on the official website of the railway
undertaking.
The provisions of this basic parameter shall apply to the passenger services of the railway undertaking.
This basic parameter shall entail the following process:
4.2.4.1. T h e r a i l w a y u n d e r t a k i n g p u b l i s h e s i n f o r m a t i o n r e l a t i n g t o c o n d i t i o n s o f
c a r r i a g e
The railway undertaking shall publish information relating to:
— general conditions of carriage for rail passengers (GCC-CIV/PRR),
— its own conditions of carriage,
— a link to Regulation (EC) No 1371/2007 of 23 October 2007 on rail passengers’ rights and obligations,
— the accepted means of payment,
— sales and after-sales conditions, especially for the exchange and reimbursement of tickets,
— procedures for the submission of complaints,
at least on its official website. This website shall comply with web content accessibility guidelines which take
into account the needs of people with auditory and/or visual impairment.
This process shall be performed for the first publication not later than 6 months after this TSI comes into force.
Changes to this information shall be published at least 6 days before they enter into force. The railway
undertaking shall list the articles which have been changed compared to the previous version. On each such
occasion the railway undertaking shall maintain the earlier version of this information on its official website.
4.2.5. Handling
of
information
concerning
carriage
of
registered
luggage
This basic parameter lays down how the railway undertaking shall ensure the provision of information for the
carriage of registered luggage if the service is offered by the railway undertaking. If the service is not offered, the
railway undertaking shall provide the information that the service is not offered.
This basic parameter shall ensure that information on the handling of registered luggage shall be available to
the passenger.
This basic parameter shall entail the following process:

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4.2.5.1. T h e r a i l w a y u n d e r t a k i n g p u b l i s h e s c o n d i t i o n s f o r t h e h a n d l i n g o f r e g i s t e r e d
l u g g a g e
The railway undertaking shall publish for the attention of passengers the conditions for the handling of
registered luggage where the railway undertaking offers such handling. Where the service is not offered, the
railway undertaking shall publish information to that effect. This information shall be published at least on the
official website of the railway undertaking. This website shall comply with web content accessibility guidelines
which take into account the needs of people with auditory and/or visual impairment.
This process shall be performed for the first publication not later than 6 months after this TSI comes into force.
Changes to this information shall be published at least 6 days before the modification enters into force. The
railway undertaking shall list the articles which have been modified compared to the previous version. The
railway undertaking shall on each such occasion maintain the previous version of this information on its official
website.
4.2.6. Handling
of
information
concerning
carriage
and
assistance
of
persons
with
reduced
mobility
(PRM)
This basic parameter lays down how the railway undertaking, ticket vendor, and/or station manager must
ensure the provision of information on the carriage and assistance of PRMs.
This basic parameter shall ensure that information on the carriage and assistance of PRMs shall be available to
the passenger. If the railway undertaking uses IT communication for the purposes of sending an availability/
reservation request for PRM assistance, the system to which it is addressed shall at least be able to handle
messages according to the protocol specified in the technical document B.10 (see Annex III). In addition, the
system shall issue a confirmation number for the assistance reservation — this is essential in order to provide
the customer/passenger with the guarantee and confidence that the assistance will be provided and to establish
accountability and responsibility for the provision of assistance. Those messages contain all the information
needed in order for the railway undertaking, ticket vendor and/or station manager to issue to the PRM a
confirmation number (for each departure and arrival of each journey) to reserve assistance.
The provisions of this basic parameter shall apply as follows: the handling of information concerning the
carriage of PRM shall be applied in respect of the passenger services of the railway undertaking. The provisions
of this basic parameter regarding electronic request/confirmation shall be applied if there is an agreement
between the requesting and the addressed parties.
This basic parameter shall entail the following processes:
4.2.6.1. T h e r a i l w a y u n d e r t a k i n g p u b l i s h e s i n f o r m a t i o n o n t h e a c c e s s i b i l i t y o f r a i l
s e r v i c e s a n d o n t h e c o n d i t i o n s o f a c c e s s t o r o l l i n g s t o c k
The railway undertaking shall publish the following information:
— the train types/numbers and/or line number (if no train number is available for the public) where PRM
facilities are available,
— the types and minimum quantities of PRM facilities in the above trains (such as wheelchair seat, PRM berth,
PRM toilet, location of PRM seats) under normal operating conditions,
— the methods of requesting assistance for boarding and disembarking from trains (including PRM notice
period, address, e-mail, operating hours and the telephone number of the office(s) for PRM-assistance)
according to Article 24 of the Regulation on Passenger Rights,
— the maximum size and weight of wheelchair (including the weight of the PRM) permitted,
— the transport conditions for accompanying persons and/or animals,
— conditions of access to the station building and platforms, including whether the station is classified as
accessible for PRMs and whether is staffed for PRM support,

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at least on its official website. This website shall comply with web content accessibility guidelines which take
into account the needs of people with auditory and/or visual impairment.
This process shall be performed for the first publication at the latest 6 months after this TSI comes into force.
Any modifications to this information shall be published at least 6 days before the modification enters into
force. The railway undertaking shall list the articles which have been modified compared to the previous
version. On each occasion the railway undertaking shall maintain on its official website the previous version
of this information.
4.2.6.2. T h e r a i l w a y u n d e r t a k i n g o r t i c k e t v e n d o r s e n d s a n a v a i l a b i l i t y / r e s e r v a t i o n
r e q u e s t f o r P R M a s s i s t a n c e t o t h e a d d r e s s e d s y s t e m ( s )
If the railway undertaking or ticket vendor uses IT communication for the purposes of sending an availability/
reservation request for PRM assistance, such request must comply with the relevant provisions.
The possibility of making a reservation for PRM assistance shall be subject to the existence of a commercial
agreement between the carrier(s) and distributor(s) involved. Such agreements can include charges, technical and
safety standards, specific limitations in terms of trains, origins/destinations, tariffs, sales channels, etc.
Subject to an agreement between the parties involved, the requesting distribution system shall send to the
system requests for the relevant train availability/reservation in respect of the specified type of assistance.
The main types of requests shall be:
— Availability request,
— Reservation request,
— Partial cancellation request,
— Full cancellation request.
This process shall be performed following a request from a customer transmitted to the system of the railway
undertaking or ticket vendor.
The data elements and the information content of the message used to meet the obligations shall comply:
— either with elements defined in the technical document B.10 (see Annex III), in which case all addressed
systems must be able to understand the request and to respond,
— or with otherwise defined standards, in which case the addressed system must be able to understand the
request and to reply only if there is a specific agreement with the requesting system.
4.2.6.3. A d d r e s s e d s y s t e m s e n d s a n a v a i l a b i l i t y / r e s e r v a t i o n r e s p o n s e f o r P R M
a s s i s t a n c e
If the railway undertaking uses IT communication for the purposes of sending of an availability/reservation
response for PRM assistance, it shall abide by the terms and conditions of this process.
If a request for reservation of PRM assistance has been properly formulated according to the process described
above, the addressed system shall send to the requesting system an availability/reservation response for the
requested assistance type.
The main types of reservation responses shall be:
— Reply about availability,
— Confirmation of reservation request,

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— Confirmation of partial cancellation request,
— Confirmation of complete cancellation request,
— Negative reply.
This process shall be performed in response to an incoming request received by the system to which it is sent
according to the process described above.
The data elements and the message information contents used to meet the obligations shall comply:
— either with the elements defined in technical document B.10 (see Annex III),
— or with otherwise defined standards,
according to the protocol used by the requesting system.
4.2.7. Handling
of
information
concerning
the
carriage
of
bicycles
This basic parameter lays down how the railway undertaking shall ensure the provision of information
concerning the carriage of bicycles.
This basic parameter shall ensure that information for the carriage of bicycles shall be available to the
passenger. The attributing system shall be able to handle at least messages according to the protocol
specified in technical document B.5 (see Annex III).
The provisions of this basic parameter shall apply as follows: the handling of information concerning the
carriage of bicycles shall be applied in respect of the passenger services of the railway undertaking where
carriage of bicycles is offered. The provisions of this basic parameter regarding an electronic request/confir
mation shall be applied if there is an agreement between the requesting and the attributing parties for the
provision of services where such carriage may be reserved or is subject to compulsory reservation.
This basic parameter shall have the following processes:
4.2.7.1. T h e r a i l w a y u n d e r t a k i n g p u b l i s h e s c o n d i t i o n s f o r h a n d l i n g o f b i c y c l e s
The railway undertaking shall publish for the attention of passengers the conditions for carriage of bicycles
where such carriage is offered by the railway undertaking. This information shall be published at least on the
railway undertaking’s official website. This website shall meet web content accessibility guidelines which take
into account the needs of people with auditory and/or visual impairment. These conditions shall list at least:
— the train types/numbers or line number (if no train number is available for the public) where carriage of
bicycles is available,
— particular times/periods where carriage of bicycles is permitted,
— the fares for the carriage of bicycles,
— whether a specific reservation for a bicycle storage place in the train is available or required (including
bicycle notice period, operating hours, e-mail and/or telephone).
The first publication of these conditions shall take place not later than 6 months after this TSI comes into force.
Changes to this information shall be published at least 6 days before the change comes into force. The railway
undertaking shall list the articles which have been changed compared to the previous version. The railway
undertaking shall in all cases maintain the previous version of this information on its official website.

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EN
12.5.2011 Official
Journal
of
the
European
Union L
123/23
4.2.7.2. A r a i l w a y u n d e r t a k i n g o r t i c k e t v e n d o r s e n d s a n a v a i l a b i l i t y / r e s e r v a t i o n
r e q u e s t f o r b i c y c l e s t o t h e a t t r i b u t i n g r e s e r v a t i o n s y s t e m
The possibility of making a reservation shall be subject to the existence of a commercial agreement between the
carrier(s) and distributor(s) involved. Such agreements can include charges, technical and safety standards,
specific limitations in terms of trains, origins/destinations, tariffs, sales channels, etc.
If the railway undertaking or ticket vendor uses IT communication for the purposes of sending a request for
availability/reservation for the carriage of bicycles, such communication shall conform to the requirements of
this process.
Subject to an agreement between the parties involved, the requesting distribution system shall send requests for
the specified bicycle carriage to the attributing system concerning the availability/reservation of the train
concerned.
The main types of reservation requests shall be:
— Enquiry about availability,
— Reservation request,
— Partial cancellation request,
— Complete cancellation request.
This process shall be performed following a request from a customer sent to the distribution system of the
railway undertaking.
The data elements and the information content of the message used to meet the obligations shall be compliant:
— either with the definitions in technical document B.5 (see Annex III), 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 has been concluded with the requesting distribution
system.
4.2.7.3. A t t r i b u t i n g r e s e r v a t i o n s y s t e m s e n d s a v a i l a b i l i t y / r e s e r v a t i o n r e s p o n s e f o r
b i c y c l e s
If the railway undertaking uses IT communication for the purposes of sending of an availability/reservation
answer for the carriage of bicycles, it shall follow the relevant instructions of this process.
If a request for reservation of bicycle spaces has been correctly formulated according to the process above
described, the attributing system shall send to the requesting distribution system an availability/reservation
response for the requested train.
The main types of reservation responses shall be:
— Reply about availability,
— Confirmation of reservation request,
— Confirmation of partial cancellation request,
— Confirmation of complete cancellation request,
— Negative reply.

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This process shall be performed in response to an incoming request arriving at the attributing system according
to the process described above.
The data elements and the information content of the message used to meet the obligations shall comply:
— either with information contained in technical document B.5 (see Annex III),
— or with otherwise defined standards,
according to the protocol used by the requesting attributing system.
4.2.8. Handling
of
information
concerning
the
carriage
of
cars
This basic parameter lays down how the railway undertaking shall ensure the provision of information for the
carriage of cars/motorcycles (in the following, the word ‘cars’ includes motorcycles) if it is offered by the railway
undertaking.
This basic parameter shall ensure that information on the carriage of cars shall be available to the passenger.
The attributing system shall be able to handle at least messages according to the protocol specified in technical
document B.5 (see Annex III).
The provisions of this basic parameter shall apply as follows: the handling of information concerning the
carriage of cars shall be applied in respect of the passenger services of the railway undertaking where carriage of
cars is offered. The provisions of this basic parameter regarding electronic request/confirmation shall apply if
there is an agreement between the requesting and the attributing parties for services where such carriage may be
reserved or is subject to mandatory reservation.
This basic parameter shall apply as follows:
4.2.8.1. T h e r a i l w a y u n d e r t a k i n g p u b l i s h e s c o n d i t i o n s f o r t h e h a n d l i n g o f c a r s
The railway undertaking shall communicate to the passenger the conditions for carriage of cars where this is
offered by the railway undertaking. This information shall be published at least at the railway undertaking’s
official website. This website shall comply with web content accessibility guidelines which take into account the
needs of people with auditory and/or visual impairment.
These conditions shall list at least:
— the train types/numbers on which carrying of cars is available,
— particular times/periods where carrying of cars is available,
— the standard fares for carrying of cars (incl. fares for accommodation of passengers, where accommodation
is offered by the railway undertaking),
— specific address and time for loading of cars on to the train,
— specific address and arrival time of the train at the station of destination,
— size, weight and other limitations for the transport of cars.
The first publication shall take place at the latest 6 months after this TSI comes into force. Changes to this
information shall be published at least 6 days before they enter into force. The railway undertaking shall list the
articles which have been amended. The railway undertaking shall on each occasion keep the previous version of
this information on its official website.

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EN
12.5.2011 Official
Journal
of
the
European
Union L
123/25
4.2.8.2. T h e r a i l w a y u n d e r t a k i n g o r t i c k e t v e n d o r s e n d s a n a v a i l a b i l i t y / r e s e r v a t i o n
r e q u e s t f o r c a r s t o t h e r e s e r v a t i o n s y s t e m
The possibility of making a reservation shall be subject to the existence of a commercial agreement between the
carrier(s) and distributor(s) involved. Such agreements may include charges, technical and security standards,
specific limitations in terms of trains, Origins/Destinations, tariffs, sales channels, etc.
If the railway undertaking or ticket vendor uses IT communication for the purpose of sending availability/
reservation requests for the carriage of cars, such communication shall comply with the provisions governing
this process.
Subject to an agreement between the parties involved, the requesting distribution system shall send to the
attributing system for the relevant train availability/reservation requests for the specified carriage of cars.
The main types of reservation requests shall be:
— Availability request,
— Reservation request,
— Partial cancellation request,
— Complete cancellation request.
This process shall be performed following a request transmitted by a customer to the distribution system of the
railway undertaking.
The data elements and the information content of the message used to meet the obligations shall be compliant:
— either with elements defined in technical document B.5 (see Annex III), in which case all attributing systems
shall be able to understand the request and to reply,
— or with otherwise defined standards, in which case the attributing system shall be able to understand the
request and to answer only if there is a specific agreement with the requesting distribution system.
4.2.8.3. A t t r i b u t i n g r e s e r v a t i o n s y s t e m s e n d s a v a i l a b i l i t y / r e s e r v a t i o n r e s p o n s e f o r
c a r s
If the railway undertaking uses IT communication for the purpose of sending availability/reservation responses
for the carriage of cars, it shall adhere to the rules laid down in respect of this process.
If a request for reservation of cars has been properly formulated according to the process described above, the
attributing system shall send an availability/reservation response for the requested train to the requesting
distribution system.
The main types of reservation responses shall be:
— Reply about availability,
— Confirmation of reservation request,
— Confirmation of partial cancellation request,
— Confirmation of complete cancellation request,
— Negative reply.
This process shall be performed in response to an incoming request arriving at the attributing system according
to the process described above.

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The data elements and the information content of the message used to meet the obligations shall comply:
— either with elements defined in technical document B.5 (see Annex III),
— or with otherwise defined standards,
according to the protocol used by the requesting distribution system.
4.2.9. Handling
of
availability/reservation
This basic parameter lays down the manner in which the railway undertakings shall deal with reservations for
the accommodation of passengers. All of the various types of accommodation (such as seats, couchettes,
sleepers, priority seats, wheelchair spaces, universal sleeping compartments (see PRM TSI Section 4.2.4)) will
be designated hereinafter as ‘places’, unless more specific information is needed. Reservations for the carriage of
bicycles, cars and for assistance of PRM, are described in separate basic parameters in separate sections.
Reservation of places may simply concern the booking of accommodation, in addition to the transport
contract, or may be part of a combined transaction which includes both accommodation and a transport
contract.
This basic parameter shall ensure that the issuing and attributing railway undertakings shall exchange appro
priate availability and reservation information. The attributing system shall be able to handle at least messages
according to the protocol specified in the technical document B.5 (see Annex III).
The provisions of this basic parameter shall be applied if an agreement between the requesting and the
attributing parties exists in respect of services which may be reserved or are subject to mandatory reservation.
This basic parameter shall involve the following processes:
4.2.9.1. T h e r a i l w a y u n d e r t a k i n g o r t i c k e t v e n d o r s e n d s a n a v a i l a b i l i t y / r e s e r v a t i o n
r e q u e s t t o t h e a t t r i b u t i n g r e s e r v a t i o n s y s t e m
The possibility of making a reservation shall be subject to the existence of a commercial agreement between the
involved carrier(s) and distributor(s). Such agreements can include charges, technical and safety standards,
specific limitations in terms of trains, origins/destinations, tariffs, sales channels, etc.
Subject to an agreement between the parties involved, the requesting distribution system shall send requests to
the attributing system in respect of the relevant train availability/reservation for the specified accommodation
type.
The main types of reservation requests are:
— Enquiry about availability,
— Reservation request,
— Request for partial cancellation,
— Request for complete cancellation.
This process shall be performed following a request from a customer transmitted to the distribution system of
the railway undertaking.

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EN
12.5.2011 Official
Journal
of
the
European
Union L
123/27
The data elements and the information contained in the message used to meet the obligations shall comply:
— either with the elements set out in technical document B.5 (see Annex III), in which case all attributing
systems shall be able to understand the request and to reply,
— or with otherwise defined standards, in which case the attributing system shall be able to understand the
request and to answer only if there is a specific agreement with the requesting distribution system.
4.2.9.2. A t t r i b u t i n g r e s e r v a t i o n s y s t e m s e n d s a v a i l a b i l i t y / r e s e r v a t i o n r e s p o n s e
If a request for reservation of places has been validly formulated according to the process described above, the
attributing system shall send an availability/reservation response for the requested train to the requesting
distribution system.
The main types of reservation responses shall be:
— Reply about availability,
— Confirmation of reservation request,
— Confirmation of partial cancellation request,
— Confirmation of complete cancellation request,
— Replacement proposal,
— Negative reply.
This process shall be performed in response to an incoming request arriving at the attributing system according
to the process described above.
The data elements and the message information contents used to meet the obligations shall be compliant:
— either with elements defined in technical document B.5 (see Annex III),
— or with otherwise defined standards,
according to the protocol used by the requesting distribution system.
4.2.10. Handling
of
security
elements
for
product
distribution
This basic parameter specifies the manner in which the attributing railway undertaking shall generate security
elements for the distribution of its products.
This basic parameter must ensure that railway undertakings and passengers shall, at the appropriate time, obtain
from the attributing railway undertaking the security information and references needed for the various ticket
types.
This basic parameter shall entail the following processes:
4.2.10.1. A t t r i b u t i n g s y s t e m c r e a t e s s e c u r i t y e l e m e n t f o r e l e c t r o n i c d e l i v e r y
If a railway undertaking issues CIV compliant ticket/reservation, the staff of the rail ticket office/agency/retailer
or the distribution system of the railway undertaking shall generate the security information to be inserted in
the ticket/reservation.
This process shall be performed as soon as the booking status and sales transaction data have been successfully
sent to the distribution system of the agreed railway undertakings.

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The above process and the information used for it shall comply with:
— the standard for the handling of security elements for product distribution which is under development. It is
therefore an open point and is listed in Annex II.
4.2.10.2. A t t r i b u t i n g s y s t e m c r e a t e s a d o s s i e r r e f e r e n c e f o r t h e r a i l w a y u n d e r t a k i n g f o r
e l e c t r o n i c d e l i v e r y
If a railway undertaking issues CIV compliant ticket/reservation, the staff of rail ticket office/agency/retailer or
the distribution system of the railway undertaking shall produce a dossier reference to retrieve the ticket/
reservation and shall enter all information concerning the ticket into its own distribution system.
This process shall be performed as soon as the booking status and sales transaction data have been successfully
sent to the distribution system of the agreed railway undertakings.
The above process and the information used for it shall be compliant with:
— the standard for the handling of security elements for product distribution which is under development. It is
therefore an open point and is listed in Annex II.
4.2.10.3. A t t r i b u t i n g s y s t e m c r e a t e s a d o s s i e r r e f e r e n c e f o r t h e p a s s e n g e r f o r e l e c t r o n i c
d e l i v e r y
If a railway undertaking issues a CIV compliant ticket/reservation, the staff of the rail ticket office/agency/retailer
or the distribution system of the railway undertaking shall generate a dossier reference and shall enter it on the
ticket/reservation.
This process shall be performed as soon as the booking status and sales transaction data have been successfully
sent to the distribution system of the agreed railway undertakings.
The above process and the information used for it shall be compliant with:
— the standard for the handling of security elements for product distribution which is under development. It is
therefore an open point and is listed in Annex II.
4.2.11. Delivery of the product to the customer after its purchase (fulfilment)
This basic parameter sets out all the possible direct and indirect fulfilment methods which are linked to the
ticket and/or reservation and to the kind of media (e.g. paper).
This basic parameter shall ensure that the issuer or ticket vendor shall issue tickets according to standards that
ensure interoperability between railway undertakings. For the purposes of issuing tickets for international and
foreign sales, railway undertakings shall use at least one of the fulfilment types listed in Section 4.2.11.1
Fulfilment — direct — for international and foreign sales and in Section 4.2.11.2 Fulfilment — indirect — for
international and foreign sales.
The provisions of this basic parameter shall be applied at least in respect of the tariffs for international and
foreign sales.
4.2.11.1. F u l f i l m e n t — d i r e c t — f o r i n t e r n a t i o n a l a n d f o r e i g n s a l e s
This process shall be an alternative to process 4.2.11.2 Fulfilment — indirect — for international and foreign
sales.
The railway undertakings shall at least accept tickets according to the definition in technical document B.6 (see
Annex III), except where the ticket is not appropriate for the journey being undertaken, where the railway
undertaking has reasonable grounds to suspect fraud and where the ticket is not being used in accordance with
the conditions of carriage according to Section 4.2.4.

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EN
12.5.2011 Official
Journal
of
the
European
Union L
123/29
The main types of issued tickets are specified in technical document B.6 of Annex III:
— Ticket and reservation,
— Ticket only,
— Reservation only,
— Supplements,
— Upgrade,
— Change of itinerary,
— Boarding pass,
— Special fares in conjunction with national railcards,
— Group ticket,
— International rail passes of various kinds,
— Accompanied vehicle coupon,
— Travel voucher for compensation.
The above process and the information used for it shall be compliant with the technical document(s):
— B.6 (see Annex III).
4.2.11.2. F u l f i l m e n t — i n d i r e c t — f o r i n t e r n a t i o n a l a n d f o r e i g n s a l e s
This process shall be an alternative to process 4.2.11.1 Fulfilment — direct — for international and foreign
sales
If the railway undertaking makes sales using indirect fulfilment on one of the following methods, it must use
the following standards:
— CIV compliant electronic delivery (Ticket On Departure),
— CIV compliant Manifest On List,
— CIV compliant A4 ticket via e-mail delivery.
The main types of above issued tickets shall be:
— Open ticket (travel only),
— Open ticket + reservation (travel and reservation),
— Open ticket + supplement (travel and supplement),
— Open ticket + reservation + supplement (travel, reservation and supplement),
— Global price ticket (travel and reservation).

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Official Journal of the European Union
12.5.2011
The above process and the information used for it shall be compliant with the following technical document(s):
— B.6 (see Annex III),
— B.7 (see Annex III),
— Standard for European ‘Ticket On Departure’ and for European ‘Manifest On List’ is under development. It is
therefore an open point and is listed in Annex II.
4.2.11.3. F u l f i l m e n t — d i r e c t — d o m e s t i c s a l e s
This is an open point (see Annex II).
4.2.11.4. F u l f i l m e n t — i n d i r e c t — d o m e s t i c s a l e s
This is an open point (see Annex II).
4.2.12. Handling
of
information
provision
in
the
station
area
This basic parameter lays down how the station manager shall provide the customer with train running
information within the station area.
The provisions shall apply only if there has been a renewal, major upgrade or new installation of voice
announcements and/or display systems.
The provisions of this basic parameter shall apply at least in respect of stations at which trains performing
international service stop.
This basic parameter shall entail the following processes:
4.2.12.1. S t a t i o n m a n a g e r i n f o r m s c u s t o m e r s w i t h i n t h e s t a t i o n
With regard to information on train departures, station managers shall provide the following departure
information on trains to customers in stations:
— Train type and/or number,
— Station(s) of destination,
— And, where appropriate, intermediate station stop(s),
— Platform or track,
— Scheduled Departure time.
In the event of deviation from this information for departing trains, station managers shall provide, in stations,
at least the following train information:
— Train type and/or number,
— Station(s) of destination,
— Scheduled Departure time,
— Deviation from plan.

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EN
12.5.2011 Official
Journal
of
the
European
Union L
123/31
As regards information on terminating trains, the station manager shall provide at least the following train
information:
— Station(s) of origin,
— Arrival time at the terminating station,
— Train type and/or number,
— Arrival platform or track.
In the case of deviation for terminating trains, the station manager shall provide at least the following
information for such trains:
— Train type and/or number,
— Station(s) of origin,
— Scheduled arrival time,
— Deviation from plan.
Deviations from plan comprise:
— Material delays,
— Change of track or platform,
— Full or partial cancellation of train,
— Train rerouting.
The station manager decides according to agreements with the railway undertakings and/or infrastructure
managers on:
— The type of information system (Display and/or voice announcement),
— The point in time when the information is provided,
— The location within the station where the information system will be installed.
In accordance with a contractual agreement, information about deviations shall be delivered by railway under
takings and/or Infrastructure managers in due time to the station manager.
4.2.13. Handling
of
information
provision
in
the
vehicle
area
This basic parameter lays down how the railway undertaking shall provide train running information within the
vehicle area.
The provisions shall apply to new or renewed or upgraded rolling stock, if information systems (voice
announcements and/or displays) are renewed or installed.
The provisions of this basic parameter shall apply to at least all those trains performing international service.
This basic parameter shall have the following processes:

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L 123/32
EN
Official Journal of the European Union
12.5.2011
4.2.13.1. T h e r a i l w a y u n d e r t a k i n g i n f o r m s p a s s e n g e r s i n t h e t r a i n
The railway undertakings shall provide passengers in the train:
— At station of departure and major intermediate station stops:
— Train type and/or number,
— Final destination(s),
— Where practicable, intermediate station stops,
— Material delay,
— Reasons for delay, if known.
Before arrival at all intermediate station stops:
— Next station stop (station name).
Before arrival at major intermediate station and destination station:
— Next station stop (station name),
— Planned arrival time,
— Estimated arrival time and/or other Delay information,
— Next main connecting services (at the discretion of the railway undertaking).
The railway undertaking decides on:
— The type of information system (Display and/or voice announcements),
— The point in time when the information will be provided,
— The location within a train where the information devices will be installed.
4.2.14. Train
preparation
This basic parameter lays down the manner in which the railway undertaking must inform the infrastructure
manager that the train is ready to access the network when train departure tasks as defined in OPE TSI Section
4.2.3.3 have been carried out or when the train number has changed.
The provisions of this basic parameter shall apply to all trains of the railway undertaking.
This basic parameter shall entail the following processes:
4.2.14.1. ‘ T r a i n r e a d y ’ m e s s a g e f o r a l l t r a i n s
The railway undertaking shall send a ‘train ready’ message to the infrastructure manager every time a train is
ready to access the network for the first time, unless under national rules the infrastructure manager accepts the
timetable as a ‘train ready’ message. In the latter case, the railway undertaking shall inform the infrastructure
manager and, if applicable, the station manager if the train is not ready as soon as possible.

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EN
12.5.2011 Official
Journal
of
the
European
Union L
123/33
Messages shall consist at least of:
— Train and/or path Number,
— Train ready indication, which indicates that the train has been prepared and is ready to run.
Other items, such as:
— Path departure Point with the time for which the path was requested,
— Path Destination Point with the time at which the proposed train is due to arrive at its destination,
may be transmitted in the same message.
The above process and the information used for it shall at least comply with the ‘train ready’ message of the
technical document(s):
— B.30 (see Annex III).
In addition, other existing standards may be used for the same purpose if the parties involved have concluded a
specific agreement allowing these standards to be used.
4.2.15. Train
running
information
and
forecast
This basic parameter lays down the train running information and train running forecast. It must prescribe how
the dialogue between infrastructure manager and railway undertaking, as well as between railway undertaking
and station manager, are to be maintained in order to exchange train running information and train running
forecasts.
This basic parameter lays down how the infrastructure manager must, at the appropriate time, send train
running information to the railway undertaking and the next neighbouring infrastructure manager involved in
the operation of the train.
The train running information serves to provide details of the current status of the train at contractually agreed
reporting points.
The train running forecast is used to provide information about the estimated time at contractually agreed
forecast points. This message shall be sent from the infrastructure manager to the railway undertaking and the
neighbouring infrastructure manager involved in the run. The information about the train running forecast shall
be delivered to the station manager in due time by the railway undertakings and/or infrastructure managers
according to a contractual agreement.
The path contract specifies Reporting Points for the train’s movement.
This basic parameter describes the content of the message and does not prescribe the process for generating the
train running forecast.
The provisions of this basic parameter shall apply to all trains of the railway undertaking.
This basic parameter shall entail the following processes:

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L 123/34
EN
Official Journal of the European Union
12.5.2011
4.2.15.1. T r a i n r u n n i n g i n f o r m a t i o n f o r a l l t r a i n s
The infrastructure manager shall send a ‘train running information’ message to the railway undertaking. This
process shall be performed as soon as the train reaches contractually agreed reporting points at which to deliver
train running information. An agreed Reporting Point can be, among others, a handover point, a Station or the
final destination of the train.
The message shall consist at least of the following:
— Train and/or path Number (train ID),
— Scheduled time and actual time at agreed Reporting Point,
— Identification of the Reporting Point,
— Status of train at the Reporting Point (arrival, departure, passage, departure from originating station, arrival
at final destination).
Other items, such as:
— delta deviation from booked scheduled time (in minutes),
— where available, the reason for the delay,
may be transmitted in the same message.
The above process and the information used for it shall comply at least with the ‘TrainRunningInformation
Message’ of the technical document(s):
— B.30 (see Annex III).
In addition, other existing standards may be used for the same purpose if there is a specific agreement between
the parties involved to allow the use of these standards.
4.2.15.2. T r a i n r u n n i n g f o r e c a s t f o r a l l t r a i n s
The infrastructure manager shall send a ‘train running forecast’ message to the railway undertaking.
This process shall be performed as soon as the train reaches contractually agreed Reporting Points to deliver a
forecast. An agreed forecast point can be, among others, a handover point or a Station. A train running forecast
can also be sent before the train starts running. For additional delays occurring between two Reporting Points, a
threshold has to be contractually defined between the railway undertaking and the infrastructure manager to
which an initial or a new forecast has to be sent. If the delay is not known, the infrastructure manager has to
send a ‘service disruption message’ (see Section 4.2.16 Service disruption information).
The train running forecast message must give the forecast time for agreed forecast points.
Information on the train running forecast shall be delivered by the railway undertakings and/or infrastructure
managers in due time to the station manager under a contractual agreement.
The infrastructure manager shall send this message to the next neighbouring infrastructure manager involved in
the train run.
The message must consist at least of:
— train and/or path number (train ID),
— for each agreed forecast point:
— scheduled time and forecast time,
— identification of the agreed forecast point,
— status of train at agreed forecast point (arrival, departure, passage, arrival at final destination).

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Other items, such as:
— estimated delta deviation from booked scheduled time (in minutes),
— transmission of the reason for delay, where available,
may be sent in the same message.
The above process and the information used for it shall at least be compliant with the ‘Train RunningFore
castMessage’ of the technical document(s):
— B.30 (see Annex III).
In addition, other existing standards may be used for the same purpose if a specific agreement to that effect has
been signed between the parties involved that allows the use of these standards.
4.2.16. Service
disruption
information
This basic parameter lays down how service disruption information is handled between the railway undertaking
and the infrastructure manager.
The provisions of this basic parameter shall apply to all trains of the railway undertaking.
For the purpose of dealing with passengers’ complaints, service disruption data shall be kept available for
railway undertakings, ticket vendors and/or authorised public bodies for at least 12 months after such data has
expired.
This basic parameter shall entail the following processes:
4.2.16.1. G e n e r a l r e m a r k s
The railway undertaking shall inform the infrastructure manager of the operational status of the trains, as
defined in OPE TSI Section 4.2.3.3.2.
If train running is interrupted, the infrastructure manager shall send a ‘train running interrupted’ message as
specified below.
4.2.16.2. T r a i n R u n n i n g I n t e r r u p t e d m e s s a g e f o r a l l t r a i n s
If train running is interrupted, the infrastructure manager issues this message to the neighbouring infrastructure
manager and to the railway undertaking(s).
If the length of the delay is known, the infrastructure manager must send a train running forecast message (see
Section 4.2.15.2 Train running forecast).
The main data elements in this message are:
— path and/or train number (train ID),
— identification of location based on the next location from the location reference file,
— start time of interruption,
— scheduled departure date and time at this location,
— code denoting the reason for and/or description of interruption.
The above process and the information used for it shall at least comply with the ‘TrainRunningInterrupt
ionMessage’ of the technical document(s):
— B.30 (see Annex III).
In addition, other existing standards may be used for the same purpose if a specific agreement has been
concluded between the parties involved which allows the use of these standards.

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4.2.17. Handling
of
short
term
timetable
data
for
trains
This basic parameter lays down how Short notice Path Requests should be handled between the ‘Access Party’
(AP) and the infrastructure manager. These requirements are valid for all Short Notice Path Requests.
This BP does not include Traffic Management issues. The time limit between Short Term paths and Traffic
Management path changes is subject to Local Agreements. It has to be possible, where short-notice transport
needs are concerned (e.g. special train, additional train), to request a Short Term path. To this end, the AP
requesting a Short Term path must provide the infrastructure manager with all necessary information indicating
when and where a train is required to run and the data relating thereto.
No minimum time frame is specified at European level. The network statement may specify minimum time
frames.
Each infrastructure manager is responsible for the suitability of a path on their infrastructure, and the railway
undertaking is obliged to check the train characteristics against the values given in the details of its contracted
path.
The various possible scenarios are set out below:
— Scenario A: The AP contacts all infrastructure managers involved directly (case A) or via the One Stop Shop
(case B) to organise the paths for the complete journey. In this case the AP has also to operate the train on
the complete journey.
— Scenario B: Each AP involved in the transport journey contacts the local infrastructure managers directly or
via OSS to request a path for the journey section on which it is operating the train.
In both scenarios the allocation procedure for a Short Notice Path Request takes the form of a dialogue
between AP and infrastructure manager, which contains the following messages:
— Path request message,
— Path details message,
— Path not available message,
— Path confirmed message,
— Path details refused message,
— Path cancelled message,
— Booked path no longer available message,
— Receipt confirmation message.
In the case of train movements for which a path has already been requested and issued, it is not necessary to
repeat the request for a path unless delays exceeds a value that is contractually agreed between the railway
undertaking and the infrastructure manager or if the train composition is changed in such a way that it renders
the existing path request invalid.
The provisions of this basic parameter shall apply to path handling for all trains of the railway undertaking, but
only if the parties involved use telematics applications within the meaning of Annex II to Directive 2001/14/EC
of the European Parliament and of the Council ( 1 ) for Short Notice Path Requests.
( 1 ) OJ L 75, 15.3.2001, p. 29.

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In such a case, this basic parameter shall involve the following processes:
4.2.17.1. P a t h R e q u e s t m e s s a g e
This message is sent to the infrastructure manager by the AP with the following main content:
— AP making the path request,
— Path departure point: start point of path,
— Time of departure from start point of path: time for which the path is requested,
— end point of path: train’s destination on path requested,
— Time of arrival at end point of path: time proposed train is to arrive at its destination,
— section of the journey requested,
— intermediate stops or any other designated points along the proposed path, indicating the Time of arrival
plus the time of departure from an Intermediate Point. If this field is not completed, it means that the train
does not stop at this point,
— agreed and necessary train equipment/data for section of the journey,
— maximum permissible train speed,
— maximum speed under specified train control system(s) (national and international, e.g. LZB, ETCS),
— for each traction unit: class of traction, technical variant,
— banking traction unit (class of traction, technical variant),
— driving vehicle trailer (DVT) leading,
— total length,
— total weight,
— maximum axle load,
— gross weight per meter,
— brake performance (representing brake level effective braking power),
— brake type (for the indication of usage of electromagnetic brake),
— specified train control system(s) (national and international),
— emergency brake override,
— radio system (e.g. GSM-R),
— SCs (special consignments),
— loading gauge,
— any other technical prerequisites that differ from the standard dimensions (e.g. exceptional loading gauge),
— train category,
— any other specific data required locally or nationally to process the path request,
— definitions of activities that are to be performed at a given Intermediate Point along the route,

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— railway undertaking code responsible for the train movement on the current section of the journey,
— infrastructure manager code responsible for the train over the respective section of the journey,
— railway undertaking and infrastructure manager code for the next section of the train, where appropriate.
The above process and the information used for it shall at least comply with the ‘PathRequestMessage’ of the
technical document(s):
— B.30 (see Annex III).
In addition, other existing standards may be used for the same purpose if there is a specific agreement between
the parties involved that allows the use of these standards.
4.2.17.2. P a t h D e t a i l s m e s s a g e
The infrastructure manager sends this message with the following main content to the requesting AP in reply to
that AP’s path request:
— AP making the path request,
— path departure point: start point of path,
— Time of departure from start point of path: time for which the path is requested,
— end point of path: train’s destination on path requested,
— Time of arrival at end point of path: time proposed train is to arrive at its destination,
— section of the journey requested,
— intermediate stops or any other designated points along the proposed path, indicating the time of arrival
plus the time of departure from an intermediate point. If this field is not completed, it means that the train
does not stop at this point,
— agreed and necessary train equipment/data for section of the journey,
— maximum permissible train speed,
— maximum speed under specified train control system(s) (national and international, e.g. LZB, ETCS),
— for each traction unit: class of traction, technical variant,
— banking traction unit (class of traction, technical variant),
— driving vehicle trailer (DVT) leading,
— total length,
— total weight,
— maximum axle load,
— gross weight per metre,
— brake performance (representing brake level effective braking power),

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— brake type (for the indication of usage of electromagnetic brake),
— specified train control system(s) (national and international),
— emergency brake override,
— radio system (e.g. GSM-R),
— SCs (special consignments),
— loading gauge,
— any other technical prerequisites that differ from the usual dimensions (e.g. exceptional loading gauge),
— train category,
— any other specific data required locally or nationally to process the path request,
— definitions of activities that are to be performed at a given Intermediate Point along the route,
— code of railway undertaking responsible for the train movement on the current section of the journey,
— code of infrastructure manager responsible for the train over the respective section of the journey,
— code of railway undertaking and infrastructure manager for the next section of the journey, if appropriate.
The above process and the information used for it shall at least comply with the ‘PathDetailsMessage’ of the
technical document(s):
— B.30 (see Annex III).
In addition, other existing standards may be used for the same purpose if a specific agreement is concluded
between the parties involved to allow the use of these standards.
4.2.17.3. ‘ P a t h N o t A v a i l a b l e ’ m e s s a g e
The infrastructure manager sends this message to the requesting AP in reply to the AP’s path request in the
event of no path being available:
— Path departure point: train’s point of departure on the path,
— Path destination point,
— Time of departure from start point of path: time for which the path is requested,
— indication that the path is not available,
— reason for path not being available.
At the same time as this message, or as soon as possible, the infrastructure manager must send an alternative
proposal without requiring any further request from the railway undertaking (Path Details message).
The above process and the information used for it shall at least comply with the ‘PathNotAvailableMessage’ of
the technical document(s):
— B.30 (see Annex III).
In addition, other existing standards may be used for the same purpose if there is a specific agreement between
the parties involved that allows the use of these standards.

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4.2.17.4. P a t h C o n f i r m e d m e s s a g e
The requesting AP uses this message to book/confirm the path proposed by the infrastructure manager:
— Path Number for the purpose of identifying the path,
— Path departure point: train’s point of departure on the path,
— Path destination point,
— Time of departure from start point of path: time for which the path is requested,
— End point of path: train’s destination on path requested,
— Time of arrival at end point of path: time at which the proposed train is due to arrive at its destination,
— indication that the AP accepts the path proposed.
The above process and the information used for it shall be compliant at least with the ‘PathConfirmedMessage’
of the technical document(s):
— B.30 (see Annex III).
In addition, other existing standards may be used for the same purpose if there is a specific agreement between
the parties involved allowing the use of these standards.
4.2.17.5. P a t h D e t a i l s R e f u s e d m e s s a g e
The requesting AP uses this message to reject the path details proposed by the relevant infrastructure manager:
— Path Number for the purpose of identifying the path,
— Indication that the path details are being rejected,
— Reason for refusing the path or for the alteration requested by the AP,
— Path departure point: train’s point of departure on the path,
— Path destination point,
— Time of departure from start point of path: time for which the path is requested,
— end point of path: train’s destination on path requested,
— Time of arrival at end point of path: time at which the proposed train is due to arrive at its destination.
The above process and the information used for it shall be compliant at least with the ‘PathDetailsRefused
Message’ of the technical document(s):
— B.30 (see Annex III).
Other existing standards may also be used for the same purpose if there is a specific agreement between the
parties involved that allows the use of these standards.

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4.2.17.6. P a t h C a n c e l l e d m e s s a g e
This message is used by an AP to cancel a path it has booked:
— Path Number for the purpose of identifying the path,
— section of the journey to be cancelled,
— indication that the path is being cancelled,
— original path departure point: train’s point of departure on the path,
— Path destination point,
— Time of departure from original start point of path: time for which the path was requested,
— original end point of path: train’s destination on the requested path,
— Time of arrival at original end point of path: time at which the proposed train was due to arrive at its
destination.
The above process and the information used for it shall be compliant at least with the ‘PathCancelledMessage’ of
the technical document(s):
— B.30 (see Annex III).
In addition, other existing standards may be used for the same purpose if there is a specific agreement between
the parties involved allowing the use of these standards.
4.2.17.7. ‘ R e c e i p t C o n f i r m a t i o n ’ m e s s a g e
This message is exchanged between infrastructure managers and APs when the required response to any of the
above messages cannot be made available within 5 minutes:
— Receipt Confirmation message: indicates that its sender has received the message and will act upon it as
necessary.
The above process and the information used for it shall be compliant at least with the ‘ReceiptConfirmation
Message’ of the technical document(s):
— B.30 (see Annex III).
In addition, other existing standards may be used for the same purpose if there is a specific agreement between
the parties involved that allows the use of these standards.
4.2.17.8. ‘ B o o k e d P a t h N o L o n g e r A v a i l a b l e ’ m e s s a g e
The infrastructure manager uses this message to let the AP know that a path which has been booked is no
longer available. The path has ceased to be available for an important reason, e.g. a major disruption. Content
of message:
— Path Number,
— Train number of the scheduled train for which the path is no longer available (if already known to the
infrastructure manager),
— Original path departure point: train’s point of departure on the path,
— Path destination point,
— Time of departure from original start point of path: time for which the path was requested,

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— Original end point of path: train’s destination on path requested,
— Time of arrival at original end point of path: time when the proposed train was due to arrive at its
destination,
— Indication of the cause.
The above process and the information used for it shall be compliant at least with the ‘PathNotAvailable
Message’ of the technical document(s):
— B.30 (see Annex III).
In addition, other existing standards may be used for the same purpose if there is a specific agreement between
the parties involved that allows the use of these standards.
4.2.18. The
quality
of
the
data
and
information
related
to
this
TSI
4.2.18.1. T h e r e q u i r e m e n t s
In order to meet the requirements of this TSI, the following shall be applied as regards data and information
quality throughout the whole TSI.
All those to whom this TSI is addressed shall be responsible for making available up-to-date, coherent, accurate
and complete data at the appropriate time and in the appropriate format to other railway undertakings, or to
infrastructure managers, or to a third party. Each actor addressed by this TSI shall be responsible for publishing
up-to-date, coherent, accurate and complete information at the appropriate time and in the appropriate content
to the customers (passengers), or to other railway undertakings, or to infrastructure managers, or to a third
party.
Where data or information are used in order to meet the requirements of several basic parameters of this TSI at
the same time, the actors to whom this TSI is addressed shall ensure that the data or information shared
between those basic parameters is used in a coherent manner (e.g. coherence i) between timetable and tariff
information or ii) between tariff and reservation information shall be ensured).
Where information or data are provided by several actors addressed by this TSI, the actors shall together ensure
that the parts of the common data or information provided are up-to-date, coherent, accurate, complete and
compatible (example: deliveries of timetable information for railway undertaking A and railway undertaking B
must be coherent in order to ensure that they match at the border, etc.).
Where reference data or reference information is used in order to meet the requirements of this TSI, the actors
addressed by this TSI shall guarantee the coherence between the reference data or reference information and the
data or information used in the basic parameters of this TSI (examples: coherence (i) between location reference
codes and train running information or (ii) between railway undertaking reference codes and fulfilment shall be
ensured, etc.).
The quality of data or information provided by the actors for the purposes of this TSI shall be such that it
enables the actors to whom this TSI is addressed to issue tickets as set out in Article 10 of the Regulation on
Rail Passengers’ Rights and Obligations.
The quality of data or information provided by the actors for the purposes of this TSI shall achieve a level
which makes it possible for the actors addressed by this TSI to provide the information as set out in Article 10
and in Annex II to the Regulation on Rail Passengers’ Rights and Obligations.
4.2.19. Various
reference
files
and
databases
4.2.19.1. R e f e r e n c e f i l e s
For the operation of passenger trains on the European network, the following reference files must be available
and accessible to all service providers (infrastructure managers, railway undertakings, authorised third parties
and station managers). The data must represent the actual status at all times.

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The European Railway Agency will centrally store and maintain unique codes for the following reference data:
— reference file of the coding for all infrastructure managers, railway undertakings, station managers, service
provider companies,
— reference file of the coding of locations,
— reference file of all existing train control systems,
— reference file of all different locomotive types,
— reference file of all European maintenance workshops,
— reference file for European reservation systems,
— reference file of codes for timetable exchange purposes,
— reference file of codes for tariff exchange purposes,
— message-dataset catalogue,
— directory of code list,
— any other files and code lists that are needed for the use of the technical document(s) in the annexes (these
will be defined during phase one).
Where a reference file is in common use with the TAF TSI, its development and use shall be as close as possible
to the implemented TAF TSI in order to achieve optimum synergies.
4.2.19.2. A d d i t i o n a l r e q u i r e m e n t s c o n c e r n i n g d a t a b a s e s
The additional requirements which must be supported by the various databases are listed below. They are:
1. Authentication
A database must support the authentication of users of the systems before they can gain access to the
database.
2. Security
A database must support security aspects in terms of controlling access to the database. The possible
encryption of the database contents itself is not required.
3. ACID
A database selected shall support the ACID principle (Atomicity, Consistency, Isolation, Durability).
4. Access control
A database must allow access to the data by users or systems that have been granted permission. The
access control shall be supported down to a single attribute of a data record. The database shall support
configurable, role based access control for the insertion, update or deletion of data records.
5. Tracing
A database must support the logging of all actions applied to the database to allow the detail of the data
entry to be traced (Who, What, When did the contents change?).

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6. Locking strategy
A database must implement a locking strategy which allows access to the data even when other users are
engaged in editing records.
7. Multiple access
A database must ensure that data can be accessed simultaneously by several users and systems.
8. Reliability
The reliability of a database must support the required availability.
9. Availability
A database must have the necessary availability level for the nature of the data and the business cases based
on it.
10. Maintainability
The maintainability of the database must support the required availability.
11. Safety
Databases themselves are not safety related. Hence, safety aspects are not relevant. This is not to be
confused with the fact that the data — e.g. incorrect or not up-to-date data — may have an impact on
the safe operation of a train.
12. Compatibility
A database must support a data manipulation language that is widely accepted, such as SQL or XQL.
13. Import facility
A database shall provide a facility that allows the import of formatted data that can be used to fill the
database instead of manual input.
14. Export facility
A database shall provide a facility that allows the contents of the complete database or part thereof to be
exported as formatted data.
15. Mandatory fields
A database must support mandatory fields that are required to be completed before the relevant record is
accepted as input to the database.
16. Plausibility checks
A database must support configurable plausibility checks before accepting the insertion, update or deletion
of data records.
17. Response times
A database must have response times that allow users to insert, update or delete data records in a timely
manner.
18. Performance aspects
The reference files and databases shall support in a cost effective manner the queries necessary to allow the
effective operation of all relevant train runs that are covered by the provisions of this TSI.
19. Capacity aspects
A database shall support the storage of the relevant data for all passenger wagons and/or the network. It
shall be possible to extend the capacity by simple means (i.e. by adding more storage capacity and
computers). The extension of the capacity shall not require replacement of the subsystem.

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20. Historical data
A database shall support the management of historical data by making data available that have been
already transferred into an archive.
21. Back-up strategy
A back-up strategy shall be in place to ensure that the complete database contents for a period of up to 24
hours can be recovered.
22. Commercial aspects
The database system used shall be available commercially off-the-shelf (COTS-product) or be available in
the public domain (Open Source).
23. Privacy aspects
A database has to fulfil the privacy policy requirements of the Member State in which the company
performing the service is domiciled.
4.2.20. Electronic
transmission
of
documents
The description in Section 4.2.21 — Networking and communication — presents the communication network
to be used for data exchange. This network and the described security handling allow any type of network
transmission, such as e-mail, file transfer (Ftp, Http), etc. The parties involved in the information exchange can
then decide on the type to choose, thereby ensuring the electronic transmission of documents, for example, via
FTP.
4.2.21. Networking
and
communication
4.2.21.1. G e n e r a l a r c h i t e c t u r e
Over time this subsystem will see the growth and interaction of a large and complex telematics rail inter
operability community with thousands of participating actors (railway undertakings, infrastructure managers,
third parties such as retailers and public authorities, etc.), which will compete and/or cooperate in serving the
market’s needs.
The network and communication infrastructure supporting such a rail interoperability community will be based
on a common ‘Information Exchange Architecture’, known and adopted by all those participating in it.
The proposed ‘Information Exchange Architecture’:
— is designed to reconcile heterogeneous information models by semantically transforming the data that are
exchanged between the systems and by reconciling the differences in business processes and application-
level protocols,
— has a minimal impact on the existing IT architectures implemented by each actor,
— safeguards IT investments already made.
The Information Exchange Architecture favours a mostly Peer-to-Peer type of interaction between all actors,
while guaranteeing the overall integrity and consistency of the rail interoperability community by providing a
set of centralised services.
A Peer-to-Peer interaction model allows the best distribution of costs between the different actors, based on
actual usage and, in general, will pose fewer scalability problems.
4.2.21.2. N e t w o r k
The network shall ensure the necessary level for security, redundancy, traffic control, statistics tools, bandwidth
growth, user accessibility and efficient management.
‘Network’ in this context means the method and philosophy of communication and does not refer to the
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Rail interoperability is based on a common ‘Information Exchange Architecture’, known and adopted by all
participants, thus encouraging and lowering barriers for new entrants, especially customers.
First, the central Repository is approached to obtain meta-information, such as the identity of the peer (actor)
on which information is stored, or to verify security credentials. Afterwards, Peer-to-Peer communication takes
place between the actors involved.
4.2.21.3. P r o t o c o l s
Only protocols belonging to the Internet Protocol Suite (commonly known as TCP/IP, UDP/IP, etc.) may be
used for developments.
4.2.21.4. S e c u r i t y
On top of the security level guaranteed at the level of the network (see Section 4.2.21.2 Network), an additional
level of security can be achieved for sensitive data by using a combination of encryption, certification scheme
and VPN technologies.
4.2.21.5. E n c r y p t i o n
Either asymmetric or symmetric encryption can be used for data transmission and storage, depending on the
business requirements. For this purpose a public key infrastructure (PKI) is to be implemented.
4.2.21.6. C e n t r a l r e p o s i t o r y
The central repository must be able to handle:
— metadata — structured data describing the content of messages,
— list of electronic addresses where the actors addressed by this TSI allow other actors to obtain information
or data according to the provisions of this TSI,
— encryption,
— authentication,
— directory (phonebook) — it contains all necessary information on those participating in exchanging
messages and data.
Where the Central Repository is in use in conjunction with the TAF TSI, development and changes shall be
performed as closely as possible to the implemented TAF TSI in order to achieve optimum synergies.
4.2.21.7. C o m m o n i n t e r f a c e f o r R U / I M c o m m u n i c a t i o n
The common interface is mandatory for each actor in order to join the rail interoperability community.
The common interface has to be able to handle:
— message formatting of outgoing messages according to the metadata,
— signing and encryption of outgoing messages,
— addressing of outgoing messages,
— authenticity verification of incoming messages,
— decryption of incoming messages,
— conformity checks of incoming messages according to the metadata,
— handling the single common access to the various databases.

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Each instance of the common interface will have access to all the data required according to the TSI within each
railway undertaking, infrastructure manager, etc., whether the relevant databases are central or individual. Based
on the results of verification of the authenticity of incoming messages, a minimum level of message acknowl
edgement can be implemented:
(i) positive: send ACK;
(ii) negative: send NACK.
The common interface uses the information in the Central Repository in order to manage the above tasks.
If an actor implements a local ‘mirror’ of the Central Repository, that actor must then — by its own means —
ensure that the local ‘mirror’ is an accurate and up to date copy of the Central Repository.
Where the Common Interface is in common use with the TAF TSI, the development and changes shall take
place as closely as possible to the implemented TAF TSI, in order to achieve optimum synergies.
4.2.22. Management of connection with other modes of transport
In order to manage the connection with other modes of transport, the following standard should be applied for
the provision of information to and exchange of information with other modes of transport:
— For the exchange of timetable information between railway undertakings and other modes of transport:
norms EN 12896 (‘Transmodel’) and EN TC 278 WI 00278207 (‘IFOPT — Identification of Fixed Objects
in Public transport’),
— For the exchange of specific timetable data, the XML technical standards and protocols based on
Transmodel, in particular norm EN 15531 (‘SIRI’) for the exchange of real-time timetables and norm EN
TC 278 WI 00278207 (‘IFOPT’) for the exchange of ‘stop/station’ data.
— For the exchange of tariff data: this standard is still an open point (see Annex II — List of open points).
4.3. Functional
and
technical
specifications
of
the
interfaces
From the standpoint of technical compatibility, the interfaces of the subsystem ‘telematics applications for
passenger services’ with the other subsystems are as described in the following paragraphs.
4.3.1. Interfaces
with
the
Rolling
Stock
Subsystem
Table 1
Interfaces with the Rolling Stock subsystem
Interface
Reference Telematics Applications for
Reference Conventional Rail Rolling Stock
passengers TSI
TSI’s
Board device display 4.2.13
Handling
of
information
4.2.5 Customer
information
(PRM)
provision in vehicle area
Automatic voice and
4.2.13 Handling of information 4.2.5 Customer
information
(PRM)
announcement
provision in vehicle area
4.2.5.2 Public address system

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4.3.2. Interfaces
with
the
Telematics
Applications
for
Freight
Subsystem
Table 2
Interfaces with the Telematics Applications for Freight subsystem
Interface
Reference Telematics Applications for
Reference Conventional Rail Telematics
passengers TSI
Applications for Freight TSI
Train ready 4.2.14.1
Train
ready
message
for
all
4.2.3.5 Train
ready
message
trains
Train running forecast 4.2.15.2
‘Train
running
forecast’
4.2.4.2 Train running forecast
message for all trains
message
Train running information 4.2.15.1
‘Train
running
information’ 4.2.4.3 Train
running
information
message for all trains
Train running interrupted 4.2.16.2 ‘Train running interrupted’ 4.2.5.2 Train
running
interrupted
to RU
message for all trains
Handling of short term 4.2.17 Handling of short term 4.2.2 Path
Request
timetable data
timetable data for trains
Common Interface 4.2.21.7
Common
interface
for
4.2.14.7 Common interface for RU/IM
RU/IM communication
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
4.4. Operating
rules
In the light of the Essential Requirements in Chapter 3, the operating rules specific to the subsystem concerned
by this TSI are as follows:
4.4.1. Data
quality
For the purposes of data quality assurance, the originator of any TSI message will be responsible for the
correctness of the data content of the message at the time when the message is sent. Where the source data for
data quality assurance purposes are available from the databases provided as part of the TSI, the data contained
within those databases must be used for data quality assurance.
Where the source data for data quality assurance purposes is not supplied by the databases provided as part of
this TSI, the originator of the message must carry out the data quality assurance check from their own
resources.
Data quality assurance will include comparison with data from databases provided as part of this TSI as
described above, plus — where applicable — logic checks to assure the timeliness and continuity of data
and messages.
Data are of high quality if they are fit for their intended uses, which means that they:
— are error-free: accessible, accurate, timely, complete, consistent with other sources, etc.,
— possess the desired features: relevant, comprehensive, proper level of detail, easy-to-read, easy-to-interpret,
etc.
The main characteristics of data quality are:
— accuracy,
— completeness,
— consistency,
— timeliness.

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A c c u r a c y
The information (data) required needs to be captured as economically as possible. This is only feasible if the
Primary Data only are recorded, if possible, on one single occasion. Therefore, the Primary Data should be
introduced into the system as close as possible to its source, so that they can be fully integrated into any
subsequent processing operation.
C o m p l e t e n e s s
Before sending out messages, the completeness and syntax must be checked using the Metadata. This also
avoids unnecessary information traffic on the network.
All incoming messages must also be checked for completeness using the Metadata.
C o n s i s t e n c y
Business rules must be implemented in order to guarantee consistency. Double entry should be avoided and the
owner of the data should be clearly identified.
The type of implementation of these business rules depends on their complexity. For simple rules, database
constraints and triggers are sufficient. In the case of more complex rules, which require data from various
tables, validation procedures must be implemented which check the consistency of the data version before
interface data are generated and the new data version becomes operational. It must be ensured that transferred
data are validated against the defined business rules.
T i m e l i n e s s
Providing information right on time is important. Insofar as the trigger for data storage or for message sending
is event driven directly from the IT system, timeliness is not a problem if the system is designed properly and
according the needs of the business processes. However, in most cases, the sending of a message is initiated by
an operator or is at least based on additional input from an operator. To fulfil the timeliness requirements, the
data must be updated as soon as possible, also in order to guarantee that the actual data content of the
messages is current when these messages are sent out automatically by the system.
The response time for enquiries must be addressed for the various applications and user types within the
detailed IT specifications. All data updates and exchanges shall be carried out as soon as possible.
D a t a q u a l i t y m e t r i c s
The detailed IT specifications shall define appropriate percentages for:
— the completeness of data (percent of data fields having values entered into them) and the consistency of data
(percent of matching values across tables/files/records),
— the timeliness of data (percent of data available within a specified threshold time frame),
— the required accuracy (percent of stored values that are correct when compared to the actual value).
4.4.2. Operating
the
central
repository
The functions of the Central Repository are defined in Section 4.2.21.6 Central repository. For the purpose of
data quality assurance, the entity operating the Central Repository shall be responsible for the updating and
quality of the Metadata and the directory, and also for the administration of the access control. The quality of
the Metadata in terms of completeness, consistency, timeliness and accuracy shall enable appropriate func
tioning for the purposes of this TSI.
4.5. Maintenance
rules
In the light of the Essential Requirements in Chapter 3, the maintenance rules specific to the subsystem
concerned by this TSI are as follows:
The quality of the transport service must be guaranteed, even if the data were corrupted or if the data
processing equipment were to suffer a complete or partial breakdown. It is therefore advisable to install
duplex systems or computers with a particularly high degree of reliability, and for which uninterrupted
operation during maintenance is ensured.

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The maintenance aspects of the various databases are mentioned in Section 4.2.19.2 — Additional
requirements on the databases, points 10 and 21.
4.6. Professional
qualifications
The professional qualifications of the staff required to operate and maintain the subsystem and for imple
menting the TSI are as follows:
The implementation of this TSI does not require a complete new system in terms of hardware and software
with new staff. Achieving the requirements of the TSI results only in those changes, upgrades or functional
enlargements of the operation which are already being made by the existing staff. Therefore, there are no
requirements in addition to the existing national and European rules on professional qualifications.
If necessary, add-on training of staff should not consist solely of showing them how to operate equipment. Staff
members must know and understand the specific role they have to play in the overall transportation process.
Staff must, in particular, be aware of the requirement to maintain a high level of working performance, since
this is decisive for the reliability of the information which is to be processed at a later stage.
The professional qualifications needed for the composition and operation of trains are defined in the TSI for
Operation and Traffic Management.
4.7. Health
and
safety
conditions
The health and safety conditions of staff required for the operation and maintenance of the subsystem
concerned and for the implementation of the TSI are as follows:
There are no requirements in addition to existing national and Union health and safety rules.
4.8.
Registers of authorised types of vehicles and of infrastructure
Pursuant to Article 34(1) of Directive 2008/57/EC, ‘The Agency shall set up and keep a register of types of
vehicles authorised by the Member States for placing in service on the Community rail network’. Pursuant to
Article 35(1) of Directive 2008/57/EC, ‘Each Member State shall ensure that a register of infrastructure is
published and updated’.
Due to the annual updating and publication of these registers they cannot be used for the Telematics Appli
cations subsystem for passengers. Therefore, this TSI has nothing to do with these registers.
5. INTEROPERABILITY
CONSTITUENTS
5.1. Definition
According to Article 2(f) of Directive 2008/57/EC, ‘interoperability constituents’ means any elementary
component, group of components, subassembly or complete assembly of equipment incorporated or
intended to be incorporated into a subsystem, upon which the interoperability of the rail system depends
directly or indirectly. The concept of a ‘constituent’ covers both tangible objects and intangible objects such as
software’.
5.2. List
of
constituents
The interoperability constituents are covered by the relevant provisions of Directive 2008/57/EC.
No interoperability constituents are determined as far as the subsystem ‘Telematics applications for passengers’
is concerned.
Only standard IT equipment is needed in order to fulfil the requirements of this TSI, without any specific
aspects for interoperability in the railway environment. This is valid both for hardware components and for the
standard software used, such as the operating system and databases. The application software is individual to
each user and can be adapted and improved according the individual’s actual functionality and needs. The
proposed ‘application integration architecture’ assumes that applications might not have the same internal
information model. Application integration is defined as the process of making independently designed appli
cation systems work together.

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5.3. Constituents’
performances
and
specifications
See Section 5.2, not relevant for the TSI Telematics Applications for passenger services.
6.
ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFI
CATION OF THE SUBSYSTEM
6.1. Interoperability
constituents
6.1.1. Assessment
procedures
Not relevant for the TSI Telematics Applications for passenger services.
6.1.2. Module
Not relevant for the TSI Telematics Applications for passenger services.
6.2. Subsystem
Telematics
Applications
for
passenger
services
According to Annex II to Directive 2008/57/EC, the subsystems are broken down into structural and oper
ational areas. The conformity assessment is obligatory for TSIs in the structural area. The subsystem Telematics
Applications for passenger services belongs to the functional area and this TSI does not determine any modules
for conformity assessment.
7. IMPLEMENTATION
7.1. Introduction
This TSI concerns the subsystem telematics applications for passenger services. This subsystem is functional
according to Annex II to Directive 2008/57/EC. The application of this TSI therefore does not rely on the
notion of new, renewed or upgraded subsystem, as is customary in the case of TSIs related to structural
subsystems, except where it is specified in the TSI.
The TSI will be implemented in phases:
— phase one: detailed IT specifications, governance and master plan,
— phase two: development,
— phase three: deployment.
7.2. Phase
one
—
detailed
IT
specifications,
governance
and
master
plan
Phase one has three objectives:
1. To define the data exchange system (hereinafter referred to as ‘the system’) consisting of common
components and of the interconnection of information and communication systems of stakeholders able
to fulfil the requirements of this Regulation.
2. To confirm such a system from the viewpoint of technical and economic feasibility.
3. To draw up a roadmap of the activities deemed necessary in order to implement the system, including
appropriate milestones for the monitoring of the progress of its implementation by the Commission, the
European Railway Agency, the Member States and the stakeholders concerned.
7.2.1. Project
governance
of
Phase
one
The Commission shall establish a steering committee not later than 1 month after the publication of this
Regulation in the Official Journal of the European Union, which shall consist of:
— the representative bodies from the railway sector acting on a European level as defined in Article 3(2) of
Regulation (EC) No 881/2004 (the rail sector representative bodies),

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— a representative of ticket vendors,
— a representative of European passengers,
— the European Railway Agency, and
— the Commission.
This steering committee shall be co-chaired by (a) the Commission and (b) a person nominated by the rail
sector representative bodies. The Commission assisted by the members of the steering committee shall draft the
rules of procedure of this steering committee, on which the steering committee shall agree. The decisions taken
shall be transparent and shall be accompanied by a sound technical and economic justification.
The members of the steering committee may propose to the steering committee that other organisations be
included as observers where there are sound technical and organisational reasons for doing so.
7.2.2. Roles
and
responsibilities
7.2.2.1. S t a k e h o l d e r s
1. A project team established by the rail sector representative bodies and including a ticket vendor represen
tative shall develop the detailed IT specifications, the governance and the master plan on the basis of a work
programme to be approved by the steering committee.
2. The project team shall set up the necessary working groups bringing in expertise from the European
Railway Agency, railway undertakings, infrastructure managers, station managers, ticket vendors workers’
representatives and passenger representatives.
3. The project team shall conduct the whole project transparently, and all minutes, documents and deliverables
of the project team and its working groups shall be made permanently and fully accessible to the
Commission and the European Railway Agency.
4. The project team shall send monthly progress reports to the steering committee and shall take full account
of the latter’s decisions. The structure and content of the progress report shall be approved by the steering
committee at the kick-off meeting.
5. The project team shall provide information to railway undertakings, infrastructure managers, station
managers, ticket vendors and passenger representatives, and shall consult them. It shall pay particular
attention to small railway undertakings and railway undertakings that are not members of rail sector
representative bodies, and shall keep them informed and consult them.
6. Railway undertakings, infrastructure managers, station managers, ticket vendors and passengers’ represen
tatives shall support the project by providing information, and functional and technical expertise, as and
when requested by the project team.
7.2.2.2. E u r o p e a n R a i l w a y A g e n c y
1. The European Railway Agency shall monitor and assess the development of the detailed IT specifications,
governance and master plan with a view to determining whether the objectives pursued have been achieved.
2. The European Railway Agency shall submit to the Commission a recommendation on the detailed IT
specifications, governance and master plan.
7.2.2.3. C o m m i s s i o n
1. The Commission shall indicate to the project team the list of bodies to be involved in the project.

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2. Upon reception of the detailed IT specifications, governance and master plan, the Commission shall assess
them on the basis of the recommendation of the European Railway Agency and, in the light of this
assessment, shall take the necessary measures to amend the current TSI.
3. The Commission will keep the Member States informed via the committee established in accordance with
Article 29(1) of Directive 2008/57/EC.
7.2.3. Deliverables
The detailed IT specifications shall describe the system and shall indicate in a clear and unambiguous manner
how the system fulfils the requirements of the TAP TSI. The development of such specifications requires a
systematic analysis of the relevant technical, operational, economic and institutional issues that underpin the
process of implementing the TAP TSI. Therefore, deliverables shall include, but shall not be limited to, the
following:
1. Functional, technical and performance specifications, the associated data, the interface requirements, the
security and the quality requirements.
2. The outline of the global architecture of the system. It shall describe how the requisite components interact
and fit together. This shall be based on the analysis of the system configurations capable of integrating the
legacy IT facilities, while delivering the required functionality and performance.
The master plan shall include:
1. The identification of the activities necessary to achieve the implementation of the system.
2. A migration plan which includes a set of phases that is conducive to intermediate and verifiable tangible
results, from the current framework of stakeholders’ information and communication systems to the system
itself.
3. A detailed milestone plan.
4. A risk assessment of the crucial phases of the master plan.
5. An assessment of the total lifecycle costs (LCC) associated with the deployment and operation of the system,
together with a subsequent investment plan and the relevant cost-benefit analysis.
The governance shall include the identification of the appropriate governance structures, methods and
procedures to support the development and validation of the system and subsequently its deployment and
its field operation and management throughout its lifetime (including dispute management between the parties
involved under the provisions of this TSI).
7.2.4. Milestones
1. A kick-off meeting between the project team and the steering committee shall take place not later than 2
months after the publication of this Regulation in the Official Journal of the European Union.
(a) At the kick-off meeting, the project team shall present a project description and a project work
programme including a timetable. The project description shall explain the understanding of the
tasks, the project organisation, the roles and responsibilities and the project method, including the
process of consulting and informing all stakeholders.
(b) At the kick-off meeting, the content and level of detail of the intermediate report and of the monthly
progress report referred to in Section 7.2.2.1 will be discussed and agreed between the project team and
the steering committee.

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2. The project team shall submit the intermediate report to the steering committee not later than 5 months
after the kick-off meeting.
3. The deliverables shall be submitted to the Commission and the European Railway Agency not later than 10
months after the kick-off meeting.
4. The European Railway Agency shall submit a recommendation on deliverables submitted to the Commission
not later than 2 months after receiving them.
7.3. Phase
2
—
Development
All actors concerned shall develop the system following the amendment of the present TSI.
7.4. Phase
3
—
Deployment
All actors concerned shall deploy the system following the amendment of the present TSI.
7.5. Change
Management
7.5.1. Change
Management
Process
Change management procedures shall be designed to ensure that the costs and benefits of change are properly
analysed and that changes are implemented in a controlled way. These procedures shall be defined, put in place,
supported and managed by the European Railway Agency and shall include:
— the identification of the technical constraints underpinning the change,
— a statement of who takes responsibility for the change implementation procedures,
— the procedure for validating the changes to be implemented,
— the policy for change management, release, migration and roll-out,
— the definition of the responsibilities for the management of the detailed specifications and for both its
quality assurance and configuration management.
The Change Control Board (CCB) shall be composed of the European Railway Agency, rail sector representative
bodies, a ticket representative body, a passenger representative body and Member States. Such an affiliation of
the parties shall ensure a perspective on the changes that are to be made and an overall assessment of their
implications. The CCB ultimately shall be brought under the aegis of the European Railway Agency.
7.5.2. Specific
Change
Management
Process
for
technical
documents
published
by
the
European
Railway
Agency
Technical documents quoted in Chapter 4 of this TSI (except for the standards which are linked to open issues)
and listed in Annex III to this Regulation are technical documents published by the European Railway Agency
pursuant to Article 5(8) of Directive 2008/57/EC.
The change control management for these technical documents shall be established by the European Railway
Agency in accordance with the following criteria:
1. The change requests affecting the technical documents are submitted either via the National Safety
Authorities (NSA), or via the representative bodies from the railway sector acting on a European level as
defined in Article 3(2) of Regulation (EC) No 881/2004, or the ticket vendors’ representative, or via the body
which originally developed the specifications that were the forerunners of the technical documents.
2. The European Railway Agency shall gather and store the change requests.

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3. The European Railway Agency shall present change requests to the dedicated ERA working party, which will
evaluate them and prepare a proposal accompanied by an economic evaluation, where appropriate.
4. Afterwards the European Railway Agency shall present the change request and the associated proposal to the
change control board that will or will not validate or postpone the change request.
5. If the change request is not validated, the European Railway Agency shall send back to the requester either
the reason for the rejection or a request for additional information about the draft change request.
6. If the change request is validated, the technical document shall be amended.
7. Prior to the publication of the modified technical document, it shall be communicated to the Commission
together with the change request and its economic evaluation.
8. The Commission will keep the Member States informed via the committee established in accordance with
Article 29(1) of Directive 2008/57/EC.
9. The new version of the technical document and the validated change request shall be made available at the
site of the European Railway Agency.
Where change control management affects elements which are in common use within the TAF TSI, the changes
shall be made so as to remain as close as possible to the implemented TAF TSI in order to achieve optimum
synergies.
7.6. Specific
cases
7.6.1. Introduction
The following special provisions are permitted in the specific cases below:
(a) ‘P’ cases: permanent cases;
(b) ‘T’ cases: temporary cases, where it is recommended that the target system is reached by 2020 (an objective
set out in Decision No 1692/96/EC of the European Parliament and Council of 23 July 1996 on
Community guidelines for the development of the trans-European transport network ( 1 ), as amended by
Decision No 884/2004/EC ( 2 ).
7.6.2. List
of
specific
cases
There are no specific cases indicated for this TSI.
8. GLOSSARY
The definitions in this glossary refer to the use of terms in this TSI.
Term Description
Access party Means
either
a licensed railway undertaking or, to the extent authorised by each Member State,
another party seeking to procure a train path in the working timetable for the
operation of railway service on its territory with commercial or public-service intent.
Examples of such authorised parties may be public authorities, or any other party
having an access contract
or
an international group of such parties, which is also known as an applicant group or
access party group
( 1 ) OJ L 228, 9.9.1996, p. 1.
( 2 ) OJ L 167, 30.4.2004, p. 1.

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Term Description
ACID Stands
for
Atomicity,
Consistency,
Isolation,
Durability
These are the four primary attributes common to any transaction:
Atomicity. In a transaction involving two or more discrete pieces of information, either
all of the pieces are committed or none are
Consistency. A transaction either creates a new and valid state of data or, if any failure
occurs, returns all data to the state before the transaction was started
Isolation. A transaction in process and not yet committed must remain isolated from
any other transaction
Durability. Committed data are saved by the system so that, even in the event of a
failure and system restart, the data are available in their correct state
The ACID concept is described in ISO/IEC 10026-1:1992 Section 4. Each of these
attributes can be measured against a benchmark. In general, however, a transaction
manager or monitor is designated to implement the ACID concept. In a distributed
system, one way to achieve ACID is to use a two-phase commit (2PC), which ensures
either that all involved sites must commit to completing the transaction or that none
do, and the transaction is rolled back
Arrival date/time,
Means the actual date (And time) of arrival of means of transport
actual
Arrival date/time,
Means the date (And time) of arrival of means of transport based on the current
estimated
forecast
Arrival date/time,
Means the date (And time) of arrival of means of transport in the timetable
planned
Arrival delay,
Means the time difference between the arrival date/time Estimated and the arrival
expected
date/time Planned
Arrival delay, actual Means the time difference between the arrival date/time actual and the arrival date/time
Planned
At the discretion of Means that the railway undertaking can decide based on its experience and its needs
Attributing system Means
an
electronic
system
hosting
the
catalogue
of
transport
services
for
which
a
transport service provider authorises distributors to issue travel documents
Attributor
Means a company managing an attributing system. May be a carrier
Authorised Public
Means a public authority having a statutory obligation or right to provide members of
Body
the public with travel information and also refers to the public authority which is
responsible for the enforcement of Regulation (EC) No 1371/2007 pursuant to
Article 30(1) of the Regulation
Availability
Means the information (transport service, type of offer, tariff, other service) that can
actually be obtained by a passenger at a given point in time, for a specific train. Not to
be confused with offer, indicating that a (transport service, type of offer, tariff, other
service) is offered in the initial planning, but could be sold out and is therefore not
obtainable by a passenger at a given time point, for a specific train
Basic parameter Means
any
regulatory,
technical
or
operational
condition
which
is
critical
to
interoper
ability and requires a decision in accordance with the procedure laid down in
Article 21(2) before any development of draft TSIs by the joint representative body
Booking (selling)
Means the selling of a ticket with or without a reservation
Carrier
Means the contractual railway undertaking with whom the passenger has concluded a
transport contract or a series of successive railway undertakings which are liable on the
basis of such a contract

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Term Description
Carrier, Joint Means
a
carrier
linked
by
a
cooperation
agreement
to
one
or
more
other
carriers
for
the operation of a transport service
Carrier, Sole
Means a carrier that operates a transport service independently of other carriers
Channel Means
the
method
(such
as
ticket
office
machine,
on-train
media,
public
web
services,
telesales, mobile ticketing) by which a service (information, ticket sale, ticket refund,
response to complaints, etc.) is provided to the passenger by a railway undertaking
Coach ID Means
the
unique
identification
number
of
a
coach
Commission Means
the
European
Commission
COTS-product Means
commercial
off-the-shelf
products
Customer Means
a
person
who
intends
to
buy,
is
buying,
or
has
bought
a
railway
product
for
him/herself or for other person(s). May therefore be different from passenger (see
passenger)
Decryption Means
the
converting
of
encrypted
data
back
into
their
original
form
Delay
Means the time difference between the time the passenger was scheduled to arrive
according to the published timetable and the time of his/her actual or expected arrival
Delta deviation Means
the
operational
‘lateness
or
earliness’
in
relation
to
the
booked
scheduled
time
Departure date/time, Means the actual date (And time) of departure of means of transport
actual
Departure date/time, Means the date (And time) of departure of means of transport based on current forecast
estimated
Departure date/time, Means the date (And time) of departure of means of transport in the timetable
planned
Directive 2008/57
Means Directive 2008/57/EC of the European Parliament and of the Council of 17 June
2008 on the interoperability of the rail system within the Community
Departure delay,
Means the time difference between the actual departure date/time and the Planned
actual
departure date/time
Departure delay,
Means the time difference from the departure date/time and the expected departure
expected
date/time
Display Means
any
dynamic
visual
device
located
either
in
Stations
or
on
the
inside/outside
of
trains for the purpose of informing passengers
Distributor
Means an undertaking providing legal and technical capacity to issuers to sell rail
products or to provide on line-facilities to customers to buy rail products. Besides,
the distributor can offer services to issuers by assembling O-Ds carried out by different
carriers into complete journeys as required by the traveller. The distributor may be a
carrier
Domestic journey
Means a passenger journey by rail whereby a passenger does not cross a border of a
Member State
Domestic rail
Means a rail passenger service which does not cross a border of a Member State
passenger service
Encryption Means
the
encoding
of
data
ERA See
European
Railway
Agency

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Term Description
Essential
Means all the conditions set out in Annex III to Directive 2008/57/EC which must be
requirements
met by the trans-European rail system, the subsystems, and the Interoperability
Constituents including interfaces
ETA
Means the Estimated time of arrival (of the train at the station)
ETH Means
the
Estimated
time
of
Handover
(of
a
train
from
one
infrastructure
manager
to
another)
ETI
Means the Estimated time of Interchange (of the train from one railway undertaking to
another)
European Railway
Means the Agency established pursuant to Regulation (EC) No 881/2004/EC of the
Agency
European Parliament and of the Council of 29 April 2004 establishing a European
Railway Agency
Fare Means
a
charge
to
be
paid
for
transportation
or
service
Forecast
Means the best estimate of an event (e.g. arrival, departure or passing time of a train)
Forecast point Means
a
target
point
for
which
the
forecast
is
generated.
It
may
relate
to
arrival,
departure, passage or handover
Foreign rail
Means a rail passenger service which was purchased by the passenger in a country, but
passenger service
is performed in a country different from the country of purchase
Foreign sale
Means the sale of a train ticket by an issuer which is not (one of) the carrier(s)
operating the train where the ticket will be used. The issuer is located in a country
different from the country of the carrier(s)
FTP Means
the
File
Transfer
Protocol
A protocol to transfer files between computer systems in the TCP/IP network
Fulfilment
Means the process which delivers the Product to the customer after its purchase
General Conditions Means the conditions of the carrier in the form of general conditions or tariffs legally in
of Carriage
force in each Member State and which have become, through the conclusion of the
contract of carriage, an integral part of it
Global price train
Means a train that a passenger can board only having purchased a global price ticket
Handover point
Means the point where the responsibility changes from one infrastructure manager to
another
HTTP Means
the
Hypertext
Transfer
Protocol
The client/server protocol used to connect to servers on the Web
IM
Means any body or undertaking that is responsible in particular for establishing and
maintaining railway infrastructure. This may also include the management of infra
structure control and safety systems. The functions of the infrastructure manager on
a corridor or part of a corridor may be allocated to different bodies or undertakings
Infrastructure
See IM
manager (IM)
Integrated Reser Means a kind of train ticket restricted to a specific train on a specific date/time. A IRT
vation Tickets — ticket can only be sold by means of an online transaction between the sales terminal
IRT
and the attributing system where the relevant train is hosted

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EN
12.5.2011 Official
Journal
of
the
European
Union L
123/59
Term Description
Interchange between Means the transfer of control from one railway undertaking to another for practical
Carriers
operational, safety and liability reasons. Examples are:
— successive railway undertakings,
— trains with substitute carriers,
— the transfer of information between different railway undertakings
Interchange point
Means the location where the control of the train is transferred from one railway
undertaking to another railway undertaking
Regarding a train running, the train is taken over from one railway undertaking by the
other railway undertaking, which now owns the path for the next section of the
journey
Intermediate point
Means the location which defines the start or end point of a journey section. This may
be an interchange, handover or handling point, for example
International rail
Means a rail passenger service which crosses a border of at least one Member State
passenger service
International journey Means
a
passenger
journey
by
rail
crossing
the
border
of
at
least
one
Member
State
International sale Means
the
sale
of
a
train
ticket
for
an
international
journey
Interoperability
Means any elementary component, group of components, subassembly or complete
constituent
assembly of equipment incorporated or intended to be incorporated into a subsystem
upon which the interoperability of the trans-European rail system directly or indirectly
depends. The concept of a constituent covers both tangible objects and intangible
objects, such as software
IP Means
the
Internet
Protocol
Issuer Means
an
undertaking
selling
the
ticket
and
receiving
payment.
May
be
a
carrier
and/or
a distributor. The issuer is the undertaking indicated on the ticket with its code and
possibly its logo
Journey
Means the movement of a passenger (or several passengers travelling together) from a
location A to a location B
Journey planner Means
an
IT
system
able
to
propose
journey
solutions
A journey solution is a set of one or more commercial transport services answering at
least the question ‘How can I go from location A to location B at a given departure/
arrival date And time?’. The question could contain more complex additional criteria,
such as ‘in the fastest way’, ‘in the cheapest way’, ‘with no changes’, etc. The passenger
can build the journey solutions by him/herself, consulting different information sources,
or the solution can be offered to him/her by a journey Planner
Keeper
Means the person who, being the owner of a vehicle or having the right to use it,
exploits such vehicle economically in a permanent manner as a means of transport and
is registered as such in the Rolling Stock Register
Loco ID Means
the
unique
identification
number
of
a
traction
unit
Make available Means
the
publishing
of
information
or
data
where
access
control
may
be
applied
Manifest on list Means
a
fulfilment
method
where
the
customer
makes
its
purchase
in
advance
(e.g.
at
home) and receives only a confirmation, usually with a reference code. The undertaking
performing this kind of sale provides the TCO with a list of all passengers (and
reference codes) admitted on the specific train. The passenger simply manifests
his/her desire to be admitted on the train before/after departure at the TCO. TCO
checks whether the passenger is allowed to embark/stay on the train

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L 123/60
EN
Official Journal of the European Union
12.5.2011
Term Description
Market price See
Global
price
Metadata
This term simply means data about data. It describes data, software services, and other
components contained in the enterprise information systems. Examples of the types of
Metadata include standard data definitions, location and routing information, and
synchronisation management for distributing shared data
Notified bodies Means
the
bodies
which
are
responsible
for
assessing
the
conformity
or
suitability
for
use of the Interoperability Constituents or for appraising the EC procedure for verifi
cation of the subsystems
NRT train
Means a train that a passenger can board having bought a NRT ticket, in the case of
international or foreign sales
NRT Non-integrated
reservation
tickets
—
This
is
a
way
of
selling
train
tickets
meant
for
international or foreign sales, where the issuer can produce the ticket locally, without
any online transaction with an attributing system. The NRT tickets are always open
tickets, i.e. the contract of carriage is valid on any NRT train serving the route marked
on the ticket, within a defined validity period. To issue a NRT ticket the issuer needs a
list of OD’s (series) and one or more tables of prices corresponding to distance ranges.
Reservations can (in some cases must) be purchased together with the ticket
Offer See
availability
Official website Means
the
company’s
public
website
where
commercial
information
is
released
to
the
customer. The website shall be machine readable by respecting web content accessibility
guidelines
One stop shop An
international
partnership
between
rail
infrastructure
managers
providing
a
single
point of contact for rail customers for the purposes of:
ordering specified train paths in international freight traffic,
monitoring the movement of the entire train,
generally also invoicing track access charges on behalf of infrastructure managers
Passenger
Means a person who intends to make, or is making, or has made a journey using the
transport services and other services of one or more railway undertakings
May be different from customer (see customer)
Path
Means the infrastructure capacity needed to run a train between two places over a given
time-period (route defined in time and space)
Path number
Means the number of the defined train path
Payment
Means the transfer of wealth from one party (such as a customer) to another (such as a
distributor). A payment is usually made in exchange for the provision of transport or
service
Peer-to-Peer
Means a class of systems and applications that employ distributed resources to perform
a critical function in a decentralised manner
Person with reduced Means any person whose mobility when using transport is reduced due to any physical
mobility (PRM)
disability (sensory or locomotory, permanent or temporary), intellectual disability or
impairment, or any other cause of disability, or as a result of age, and whose situation
needs appropriate attention and adaptation to its particular needs of the service made
available to all passengers
Platform Means
the
area
at
a
station
to
alight
from/board
trains
Primary data
Means the basic data as reference data input for messages or as the basis for func
tionality and calculation of derived data
PRM See
Person
with
reduced
mobility

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EN
12.5.2011 Official
Journal
of
the
European
Union L
123/61
Term Description
Product
Means a type of train with determined types of services (e.g. high speed, bicycle storage
places, PRM accommodation, couchette and/or sleeping cars, dining cars, take-away
facilities, etc.) which are linked to relevant prices and may be linked to specific
conditions
Publish Means
the
publishing
of
information
or
data
where
no
access
control
shall
be
applied
Rail system Means
(as
in
‘trans-European
rail
system’)
the
structure,
as
described
in
Annex
I
(Directive 2008/57/EC), composed of lines and fixed installations, of the trans-
European transport network, built or upgraded for conventional rail transport and
combined rail transport, plus the rolling stock designed to travel on that infrastructure
Railway undertaking Means any public or private undertaking the principal business of which is to provide
services for the transport of goods and/or passengers by rail, with a requirement that
the undertaking must ensure traction; this also includes undertakings which provide
traction only
Regular vs. Short Regular means a process when performed within a period which is equal to or more
Term processes
than 7 days
Short term means a process when performed within a period which is less than 7 days
Reporting point
Means either passing points used by an infrastructure manager to provide train running
information (only) or points where forecasts are generated
Repository Means
the
storage
of
data
similar
to
a
database
and
data
dictionary;
however,
it
usually
encompasses a comprehensive information management system environment. It must
include not only descriptions of data structures (i.e. entities and elements), but also
Metadata of interest to the enterprise, data screens, reports, programs, and systems
Reservation Means
an
authorisation
on
paper
or
in
electronic
form
giving
entitlement
to
a
service
(transportation or assistance) subject to a previously confirmed personalised transport
arrangement
Reservation system
Means a computerised system used to store and retrieve information and conduct
transactions related to travel. A reservation system is capable of keeping inventory
correct in real time, and is accessible to agents/retailers around the world
Retailer
Means a person or an undertaking that sells to the customer a ticket without or with a
reservation for a rail service. A retailer can be a railway undertaking (agent) or an
accredited travel agent
Route
Means the geographical line to be taken from a starting point to a point of destination
Route section
Means a part of a route
RU See
Railway
undertaking
Selling See
Booking
Service See
Transport
service
Service provider
Means the responsible entity providing any services linked to the transport of
passengers
Shall
Means that the definition is an absolute requirement of the specification
Short Term
See Regular vs. Short Term processes
processes

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L 123/62
EN
Official Journal of the European Union
12.5.2011
Term Description
Short notice path Means the individual request for a path according to Article 23 of Directive
request
2001/14/EC due to additional transport demands or operational needs
SQL Means
Structured
Query
Language
A language devised by IBM, then standardised by ANSI and ISO, which is used for
creating, managing and retrieving data in relational databases
Stakeholders
Means any person or organisation with a reasoned interest in train service delivery e.g.:
— Railway undertaking,
— Locomotive provider,
— Coach provider,
— Driver/train crew provider,
— Infrastructure manager (IM),
— Fleet manager,
— Ferry boat operator,
— Worker,
— Ticket vendor,
— Passenger
Station
Means a railway location where a passenger train can start, stop or end
Station manager Means
an
organisational
entity
in
a
Member
State,
which
has
been
made
responsible
for
the management of a railway station and which may be the infrastructure manager
Substitute carrier
Means a railway undertaking, which has not concluded a transport contract with the
passenger, but to whom the railway undertaking that is party to the contract has
entrusted, in whole or in part, the performance of the transport by rail
Tariff
Means a specific set of fares available on a given train, on a given day for a given O-D
leg of the journey. Tariffs may be grouped in different categories (such as public fares,
Group fares, etc.)
TCO Means
Ticket
Controlling
Organisation.
This
is
an
organisation
empowered
to
inspect
passenger tickets. Mostly a carrier. If necessary, the TCO is to deliver security certificates
for the International Rail Ticket for Home Printing (IRTHP) to the distributors
Technical Document Means
any
technical
document
published
by
the
European
Railway
Agency
pursuant
to
Article 5(8) of Directive 2008/57
Technical Specifi Means a specification adopted in accordance with Directive 2008/57/EC by which each
cation for Interoper subsystem or part subsystem is covered in order to meet the Essential Requirements
ability
and ensure the interoperability of the rail system
TETA See
train
Estimated
time
of
arrival
Third party Means
any
public
or
private
undertaking,
which
is
not
a
railway
undertaking
or
infra
structure manager and provides services ancillary to, or in connection with, the
services/transport services
Through ticket
Means a ticket or tickets representing a transport contract for successive railway services
operated by one or more railway undertakings
Ticket
Means a material or immaterial registration entitling a passenger to contractually use
one or more commercial transport services offered by one or more railway under
takings
Ticket On departure Means
a
fulfilment
method
where
the
customer
makes
its
purchase
in
advance
(e.g.
at
home) and collects the ticket in the departure Station, at a ticket counter or vending
machine

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EN
12.5.2011 Official
Journal
of
the
European
Union L
123/63
Term Description
Ticket vendor
Means any retailer of rail transport services concluding transport contracts and selling
tickets on behalf of a railway undertaking or for its own account
Timetable Means
the
list
of
commercial
transport
services
offered
by
a
railway
undertaking
during
a given time interval
TOD See
Ticket
On
Departure
Tour Operator Means
an
organiser
or
retailer,
other
than
a
railway
undertaking,
within
the
meaning
of
Article 2, points (2) and (3) of Directive 90/314/EEC
Train Estimated time Means the Estimated time of arrival of a train at a specific point, e.g. handover point,
of Arrival
interchange point, train destination
Train path Means
the
train
route
defined
in
time
and
space
Train running inter Means that the continuation of the train is unknown based on local circumstances at
rupted
the time and in the opinion of the parties involved. If the Delay is known, the infra
structure manager sends a train running forecast message
Trans-European rail Means the rail network as described in Annex 1 to Directive 2008/57/EC
network
Transport contract
Means a contract of carriage for consideration or free of charge between a railway
undertaking or a ticket vendor and the passenger for the provision of one or more
transport services
Transport mode Means
a
generic
type
of
vehicle
capable
of
transporting
passengers
(train,
plane,
bus,
etc.)
Transport service
Means a commercial transport service or transport service under public service contract
linking two or more locations, offered by a railway undertaking according to a
published timetable. A transport service is normally performed with a specific
transport mode
Transport service
Means any private or public company authorised to transport people in domestic or
provider
international passenger traffic. A ‘transport service provider’ accepts travel documents
issued by the accredited sales points of its distributors. It plays the role of the
contractual carrier with which the passenger has entered into a contract of carriage.
Execution of the transport service may be entrusted, in part or in full, to a substitute
carrier
TSI See
Technical
Specification
for
Interoperability
XML Means
the
Extended
Mark-up
Language
XQL Means
the
Extended
Structured
Query
Language

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L 123/64
EN
Official Journal of the European Union
12.5.2011
ANNEX II
LIST OF OPEN POINTS
In accordance with Article 5(6) of Directive 2008/57/EC, the following open points are identified:
Section Open
points
4.2.2.1. Technical
document
on
the
process
and
the
information
used
for
it
in
respect
of
tariff
data
intended
for
domestic sales
4.2.10.
Standard for the handling of security elements for product distribution
4.2.11.2
Standard for European ‘Ticket On Departure’ and for European ‘Manifest On List’
4.2.11.3
Technical document or standard on direct fulfilment methods which are linked to the ticket and/or
reservation and to the kind of media for domestic sales
4.2.11.4 Technical
document
or
standard
on
indirect
fulfilment
methods
which
are
linked
to
the
ticket
and/or
reservation and to the kind of media for domestic sales
4.2.22
Standard for the exchange of fare information in the context of connection with other modes of
transport

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EN
12.5.2011 Official
Journal
of
the
European
Union L
123/65
ANNEX III
LIST OF TECHNICAL DOCUMENTS REFERENCED IN THIS TSI
Reference Label
B.1. (V1.1) Computer
generation
and
exchange
of
tariff
data
meant
for
international
or
foreign
sales
—
NRT
tickets
B.2. (V1.1) Computer
generation
and
exchange
of
tariff
data
meant
for
international
and
foreign
sales
—
Integrated
Reservation Tickets (IRT)
B.3. (V1.1) Computer
generation
and
exchange
of
data
meant
for
international
or
foreign
sales
—
Special
offers
B.4. (V1.1)
Implementation guide for EDIFACT messages covering timetable data exchange
B.5. (V1.1)
Electronic reservation of seats/berths and electronic production of travel documents — Exchange of
messages
B.6. (V1.1) Electronic
seat/berth
reservation
and
electronic
production
of
transport
documents
(RCT2
standards)
B.7. (V1.1) International
Rail
ticket
for
Home
Printing
B.8. (V1.1) Standard
numerical
coding
for
railway
undertakings,
infrastructure
managers
and
other
companies
involved in rail-transport chains
B.9. (V1.1) Standard
numerical
coding
of
locations
B.10 (V1.1)
Electronic reservation of assistance for persons with reduced mobility — Exchange of messages
B.30. (V1.1) Schema
—
messages/datasets
catalogue
needed
for
the
RU/IM
communication
of
TAP
TSI

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L 123/66
EN
Official Journal of the European Union
12.5.2011
ANNEX IV
LIST OF TARIFFS MEANT FOR INTERNATIONAL OR FOREIGN SALES
C.1. NRT Tariffs
The main content of NRT tariff data shall be:
— Series,
— Products,
— Services,
— Carrier codes,
— Fare tables,
— Station list.
NRT tariffs shall be made available in advance at least 3 months before the tariffs enter into force.
C.2. IRT Tariffs
The main content of IRT tariff data shall be:
— tariffs,
— tariff ranges,
— Cards used with market prices,
— Exclusion types,
— Sales conditions,
— After sales conditions,
— Fare tables,
— Station/zone list.
IRT tariffs shall be made available in advance according to their sales conditions.
C.3. Special Tariffs
The main content of the special tariff data shall be:
— The offer and its conditions,
— Fares,
— Supplements,
— Authorisations,
— Number of passengers/accompanying passengers and their categories,
— Reduction types,
— Exclusion types,
— Sales conditions,
— After-sales conditions,

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EN
12.5.2011 Official
Journal
of
the
European
Union L
123/67
— Reservation fees,
— Series,
— Trains including their categories and facilities.
Special tariffs shall be made available in advance according to its sales conditions.

---