2006R0062 — EN — 24.03.2013 — 002.001

This document is meant purely as a documentation tool and the institutions do not assume any liability for its contents

►B COMMISSION REGULATION (EC) No 62/2006 of 23 December 2005 concerning the technical specification for interoperability relating to the telematic applications for freight subsystem of the trans-European conventional rail system (Text with EEA relevance) (OJ L 013, 18.1.2006, p.1)

Amended by:









▼B

COMMISSION REGULATION (EC) No 62/2006

of 23 December 2005

concerning the technical specification for interoperability relating to the telematic applications for freight subsystem of the trans-European conventional rail system

(Text with EEA relevance)







THE COMMISSION OF THE EUROPEAN COMMUNITIES, Having regard to the Treaty establishing the European Community, Having regard to 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 ( 1 ), and in particular Article 6(1) thereof, Whereas: (1) In accordance with Article 2(c) of Directive 2001/16/EC, the trans-European conventional rail system is subdivided into structural and functional subsystems. Each of the subsystems should be covered by a technical specification for interoperability (TSI). (2) The first step in establishing a TSI is to have a draft TSI drawn up by the European Association for Railway Interoperability (AEIF) which was appointed as joint representative body. (3) The AEIF has been given a mandate to draw up a draft TSI for the telematics applications for freight subsystem in accordance with Article 6(1) of Directive 2001/16/EC. The basic parameters for this draft TSI were adopted by Commission Decision 2004/446/EC of 29 April 2004 specifying the basic parameters of the Noise, Freight Wagons and Telematics applications for freight Technical Specifications for Interoperability referred to in Directive 2001/16/EC ( 2 ). (4) The draft TSI set up on the basis of the basic parameters was accompanied by an introductory report containing a cost-benefit analysis as provided for in Article 6(5) of the Directive. (5) The draft TSI has been examined by the Committee set up by Article 21 of Council Directive 96/48/EC of 23 July 1996 on the interoperability of the trans-European high-speed rail system ( 3 ) and in the light of the introductory report. (6) According to Article 1 of Directive 2001/16/EC, the conditions for achieving interoperability of the trans-European conventional rail system concern the design, construction, upgrading, renewal and operation of the infrastructures and rolling stock contributing to the functioning of the system to be put into service after the date of entry into force of the Directive. In addition to this, the efficient interconnection of the information and communication systems of the different infrastructure managers and operators is considered to be important. (7) Most of the existing telematics applications for freight were developed and implemented according to national market requirements. This hampers the continuity of information services across borders, a key factor in ensuring the quality of international rail services, notably in the fast-growing segment of international freight services. (8) A TSI on telematics should not demand the use of specific technologies or technical solutions except where this is strictly necessary for the interoperability of the trans-European conventional rail system. (9) The telematics TSI is based on best available expert knowledge at the time of preparation of the relevant draft. Developments in technology, operational, safety or social requirements may make it necessary to amend or supplement this TSI. For this purpose, a Change Control Management process will be devised to consolidate and update the requirements of the TSI. This updating process will be placed under the auspices of the European Railway Agency established under Regulation (EC) No 881/2004 of the European Parliament and of the Council ( 4 ) once the Agency is operational, namely by April 2006 at the latest. Where appropriate, a deeper and more comprehensive review or updating procedure which entails modifications to the due process identified in this TSI will be initiated in accordance with Article 6(3) of Directive 2001/16/EC. (10) The application of a telematics TSI should take into account specific criteria relating to technical and operational compatibility between the infrastructures and the rolling stock to be brought into service and the systems into which they are to be integrated. These compatibility requirements entail a complex technical and economical analysis that is to be done on a case-by-case basis. Such analysis should take into account the interfaces between the different subsystems referred to in Directive 2001/16/EC, the different categories of lines and rolling stock referred to in that Directive and the technical and operational environments of the existing network. (11) However, it is essential that such an analysis should proceed within a framework of coherent implementation rules and guidelines. That will necessitate the establishment, by the representative bodies from the railway sector acting on a European level, of a European strategy for the implementation of a telematics TSI. Such a strategy should indicate the stages required to move from the present fragmented national approaches in regard to information management to a situation of seamless information exchange across the whole rail network of the European Union. (12) To ensure an efficient implementation of the TSI, a Strategic European Deployment Plan must be developed. Phasing plans to be set up by the actors must be co-ordinated at European level and take into account existing processes and IT systems of the railway undertakings and the infrastructure managers. For this purpose, Railway Undertakings and Infrastructure Managers should contribute by providing functional and technical information about the existing individual telematics applications for freight. (13) The target system required in the TSI should build upon computer-based technology having a prospective operative life-span which is significantly less than that of current traditional railway signalling and telecommunication facilities. That being so, it calls for a proactive rather than reactive deployment strategy to prevent the system from becoming obsolete before its interconnections have been fully established. In addition, fragmented deployment throughout the European rail system would give rise to major costs and operational overheads due to uncertainty as to continuity of service. The development of a coherent framework plan at European level would contribute to a harmonious development of seamless information services across the whole trans-European rail system, in compliance with the EU strategy for the TEN-transport network. Such a plan should build upon the corresponding national implementation plans and should provide an appropriate knowledge base for decision support by the different stakeholders — in particular, by the Commission in the allocation of financial support to railway projects. The Commission should be permitted to facilitate the appropriate means to ensure coordination between the parties in the development of such a European plan. (14) In order to avoid any confusion, it is necessary to state that the provisions of Decision 2004/446/EC which concern the basic parameters of the trans-European conventional rail system shall not apply anymore. (15) The TSI on telematics applications for freight has a functional nature. As a consequence, the main addressees of the provisions contained in the TSI will be the market actors. A Regulation addressed to a suitable range of actors is more appropriate than a Decision addressed to the Member States, in view of the implementation of the provisions of the TSI. (16) The provisions of this Regulation are in conformity with the opinion of the Committee set up by Directive 96/48/EC, Whereas: HAS ADOPTED THIS REGULATION:







Article 1

The technical specification for interoperability (TSI) relating to the ‘telematics applications for freight’ subsystem of the conventional rail system referred to in Article 6(1) of Directive 2001/16/EC shall be as set out in the Annex to this Regulation.

The TSI shall be fully applicable to the infrastructure and rolling stock of the trans-European conventional rail system as defined in Annex I to Directive 2001/16/EC.

Article 2

Railway Undertakings and Infrastructure Managers shall contribute by providing functional and technical information about the existing individual telematics applications for freight as defined in Chapter 2 of the Annex, not later than six months after the entry into force of this Regulation.

Article 3

The representative bodies from the railway sector acting on a European level as defined in Article 3(2) of Regulation (EC) No 881/2004 shall establish a Strategic European Deployment Plan for the attached TSI according with the criteria specified in Chapter 7 of the Annex to this Regulation.

They shall forward this strategic plan to the Member States and the Commission not later than one year after the entry into force of this Regulation.

Article 4

Those provisions of Decision 2004/446/EC which concern the basic parameters of the trans-European conventional rail system shall no longer apply as from the date of the entry into force of this Regulation.

▼M1

Article 4a

1. Railway undertakings, infrastructures managers and wagon keepers shall develop and deploy the computerised system in accordance with the provisions of Chapter 7 of the Annex to this Regulation, and in particular in accordance with the functional requirement specifications and with the master plan referred to in Section 7.1.2.

2. Railway undertakings, infrastructures managers and wagon keepers shall submit to the Commission through the Steering Committee referred to in Section 7.1.4 of the Annex not later than 13 May 2012 the master plan referred to in Section 7.1.2 based on their detailed schedules indicating the intermediate steps, deliverables and dates for the implementation of the individual TAF TSI functions.

3. They shall report on their progress to the Commission through the Steering Committee referred to in Section 7.1.4 of the Annex following the provisions of Chapter 7 of the Annex to this Regulation.

Article 4b

1. The Agency shall publish the master plan referred to in Section 7.1.2, and keep it up to date.

2. The Agency shall update the documents referred to in Annex A on the basis of change requests that are validated before 13 May 2012 in accordance with the change management process described in Section 7.2.2. The Agency shall submit a recommendation to the Commission by 13 October 2012 on the update of Annex A which sets the baseline for implementation.

3. The Agency shall assess the implementation of TAF with a view to determining whether the objectives pursued and deadlines have been achieved.

Article 4c

Member States shall ensure that all railway undertakings, infrastructure managers, wagon keepers established on their territory are informed of this Regulation and shall designate a national contact point for the follow-up of its implementation.

▼B

Article 5

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.









ANNEX

Technical specification for interoperability relating to the telematic applications for freight subsystem of the trans-European conventional rail system

CONTENTS: 1. INTRODUCTION 1.1. Technical scope 1.2. Geographical scope 1.3. Content of this TSI 2. DEFINITION OF SUBSYSTEM/SCOPE 2.1. Functions within the scope of the TSI 2.2. Functions outside the scope of the TSI 2.3. Overview of the subsystem description 2.3.1. Involved entities 2.3.2 Considered processes 2.3.3 General remarks 3. ESSENTIAL REQUIREMENTS 3.1. Compliance with the essential requirements 3.2. Essential requirements aspects 3.3. Aspects relating to general requirements 3.3.1. Safety 3.3.2. Reliability and availability 3.3.3. Health 3.3.4. Environmental protection 3.3.5. Technical compatibility 3.4. Aspects relating specifically to the telematic applications subsystem for freight 3.4.1. Technical compatibility 3.4.2. Reliability and availability 3.4.3. Health 3.4.4. Safety 4. CHARACTERISATION OF THE SUBSYSTEM 4.1. Introduction 4.2. Functional and technical specifications of the subsystem 4.2.1. Consignment note data 4.2.2. Path request 4.2.3. Train preparation 4.2.4. Train running forecast 4.2.5. Service disruption information 4.2.6. Train location 4.2.7. Shipment ETI/ETA 4.2.8. Wagon movement 4.2.9. Interchange reporting 4.2.10. Data exchange for quality improvement 4.2.11. The main reference data 4.2.12. Various reference files and databases 4.2.13. Electronic transmission of documents 4.2.14. Networking and communication 4.3. Functional and technical specifications of the interfaces 4.3.1. Interfaces with the tsi infrastructure 4.3.2. Interfaces with the TSI control/command and signalling 4.3.3. Interfaces with the rolling stock subsystem 4.3.4. Interfaces with the TSI operation and traffic management 4.4. Operating rules 4.4.1. Data quality 4.4.2. Operating the central repository 4.5. Maintenance rules 4.6. Professional qualifications 4.7. Health and safety conditions 4.8. Infrastructure and rolling stock registers 5. INTEROPERABILITY CONSTITUENTS 5.1. Definition 5.2. List of constituents 5.3. ‘Constituents’ performances and specifications 6. ASSESSMENT OF CONFORMITY AND/OR SUITABILITY FOR USE OF THE CONSTITUENTS AND VERIFICATION OF THE SUBSYSTEM 6.1. Interoperability constituents 6.1.1. Assessment procedures 6.1.2. Module 6.2. Subsystem telematic applications for freight 7. IMPLEMENTATION 7.1. Modalities of application of this TSI 7.1.1. Introduction 7.1.2. Phase one — detailed IT specifications and master plan 7.1.3. Phase 2 and 3 — development and deployment 7.1.4. Governance, roles and responsibilities 7.2. Change management 7.2.1. Change management process 7.2.2. Specific change management process for documents listed in Annex A to this Regulation 7.4. Specific cases 7.4.1. Introduction 7.4.2. List of specific cases ANNEX A LIST OF ACCOMPANYING DOCUMENTS ANNEX B GLOSSARY TABLES: Table 1: Path request Table 2: Path cancellation by RU Table 3: Path cancellation by IM Table 4: Receipt confirmation Table 5: Train preparation

Trans-European conventional rail system

Technical specification for interoperability subsystem Telematic Applications for Freight

1. INTRODUCTION

1.1. Technical scope

This TSI concerns the telematic applications subsystem for freight services shown in the list in point 1(b) of Annex II to Directive 2001/16/EC.

The commercial operation of trains, wagons and intermodal units throughout the trans-European rail network requires efficient interchange of information between the different Infrastructure Managers, Railway Undertakings and other service providers. Performance levels, safety, quality of service and cost depend upon such compatibility and interchange as does, in particular, the interoperability of the trans-European conventional rail system.

The technical specification for interoperability also has an impact on the conditions of use of rail transport by users. In this respect the term users is understood to mean not only infrastructure managers or railway undertakings but also all other service providers such as wagon companies, intermodal operators and even customers.

Last but not least, the benefit of interoperability of the conventional rail system was taken into account to bring about the conditions for greater interoperability between modes of transport, in particular between conventional rail transport and combined rail transport.

The purpose of this TSI is to ensure also that efficient interchange of information is at all times best adapted, with regard to quality and quantity, to changing requirements so that the transport process may remain as economically viable as possible and that freight transport on rail maintains its hold on the market against the intense competition it has to face.

All this means the building or upgrading of the trans-European conventional rail system for conventional rail transport and intermodal transport. The need for such an upgrade of the rail part of the transport system can also be seen by considering the critical points (interfaces between the various partners involved) in freight transport on road compared with the critical points of freight transport on rail for one simplified scenario as shown in Annex A, Index 5, Chapter 1.1.

To manage shipments under the conditions of so many interfaces by means of information exchange on the basis of the Directives 2001/14/EC ( 5 ) and 2001/16/EC of the European Parliament and of the Council is the final goal of this TSI.

This short explanation of the scope of the conventional rail TSI telematic applications for freight also shows the difference to the Conventional Rail TSI Operation and Traffic Management. The Operation and Traffic Management TSI covers — especially under safety aspects — the procedures and related equipment enabling a coherent operation of the different structural subsystems including, in particular, train driving, traffic planning and management, which is the principal business of an RU according the definition (see Chapter 2.3: Overview of the subsystem description).

The TSI telematic applications covers the applications for freight services and the management of connections with other modes of transport which means that it concentrates on the transport services of an RU in addition to the pure operation of trains. Safety aspects are only considered as far as the existence of data elements, e.g. wrong or not actual values, may have an impact on the safety operation of a train.

1.2. Geographical scope

The geographical scope of this TSI is the trans-European conventional rail system as described in Annex I to the Directive 2001/16/EC. But this TSI may also be applied to the complete freight transport rail network of the Member States of the EU, with the restriction that the requirements of this TSI are not mandatory for freight transport arriving from or going to a non-EU country.

1.3. Content of this TSI

In accordance with Article 5(3) of Directive 2001/16/EC, this TSI:

(a) indicates its intended scope of the telematic applications subsystem for freight — Chapter 2: Definition of subsystem/scope;

(b) lays down the essential requirements for this subsystem and its interface vis-à-vis other subsystems — Chapter 3: Essential requirements;

(c) establishes the functional and technical specifications to be met by the subsystem and its interfaces vis-à-vis other subsystems — Chapter 4: Characterisation of the subsystem;

(d) determines the interoperability constituents and interfaces covered by European specifications, including European standards, which are necessary to achieve interoperability within the trans-European conventional rail system — Chapter 5: Essential requirements;

(e) states, in each case under consideration, the procedures for the assessment of conformity or suitability for use. This includes, in particular, the modules defined in Council Decision 93/465/EEC ( 6 ) or, where appropriate, the specific procedures to be used to assess either the conformity to or the suitability for use of interoperability constituents and ‘EC’ verification of subsystems — Chapter 6: Assessment of conformity and/or suitability for use of the constituents and verification of the subsystem;

(f) indicates the strategy for implementing the TSI. In particular it is necessary to specify the stages to be completed in order to make a gradual transition from the existing situation to the final situation in which compliance with the TSI shall be the norm — Chapter 7: Implementation;

(g) indicates, for the staff concerned, the professional qualifications and health and safety conditions at work required for the operation and maintenance of this subsystem, as well as for the implementation of the TSI — Chapter 4: Characterisation of the subsystem.

Moreover, in accordance with Article 5(5), provision is made for specific cases for this TSI; these are indicated in Chapter 7.4: Specific cases.

Lastly, this TSI also comprises, in Chapter 4 (Characterisation of the subsystem), the operating and maintenance requirements specific to the scope indicated in paragraphs 1.1 (Technical scope) and 1.2 (Geographical scope) above.

2. DEFINITION OF SUBSYSTEM/SCOPE

2.1. Functions within the scope of the TSI

The subsystem Telematic Applications for Freight is defined by Annex II of the Directive 2001/16/EC, Section 2.5(b).

It includes in particular:

— applications for freight services, including information systems (real-time monitoring of freight and trains),

— marshalling and allocation systems, whereby under allocation systems is understood train composition,

— reservation systems, whereby here is understood the train path reservation,

— management of connections with other modes of transport and production of electronic accompanying documents.

2.2. Functions outside the scope of the TSI

Payment and invoicing systems for customers are not within the scope of this TSI, nor are such systems for payment and invoicing between various service providers such as railway undertakings or infrastructure managers. The system design behind the data exchange in accordance with Chapter 4.2 (Functional and technical specifications of the subsystem), however, provides the information needed as a basis for payment resulting from the transport services.

Also the long-term planning of the timetables is out with the scope of this telematic applications TSI. Nevertheless at some points there will be reference to the outcome of the long-term planning in so far as there is a relationship to the efficient interchange of information required for the operation of trains.

2.3. Overview of the subsystem description

2.3.1. Involved entities

This TSI takes into account the present service providers and the various possible service providers of the future involved in freight transport as they are for (this list is not exhaustive):

— wagons

— locomotives

— drivers

— switching and hump shunting

— slot selling

— shipment management

— train composition

— train Operation

— train monitoring

— train controlling

— shipment monitoring

— inspections and repair of wagon and/or locomotive

— customs clearance

— operating intermodal terminals

— haulage management.

Some specific service providers are defined explicitly in the Directives 2001/14/EC and 2001/16/EC. Since both directives have to be taken into account, this TSI considers in particular the definition of ►M1 ————— ◄ :

‘“Infrastructure Manager (IM)” means any body or undertaking that is responsible, in particular, for establishing and maintaining railway infrastructure. This may also include the management of infrastructure control and safety systems. The functions of the infrastructure manager on a network or part of a network may be allocated to different bodies or undertakings.’

Based on this definition, this TSI regards an IM as the service provider for the allocation of paths, for controlling/monitoring the trains and for train/path related reporting.

According to Directive 2001/14/EC the body or undertaking to which an IM allocates a path is defined as an applicant.

‘“Applicant” means a licensed railway undertaking and/or an international grouping of railway undertakings, and, in Member States which provide for such a possibility, other persons and/or legal entities with public service or commercial interest in procuring infrastructure capacity, such as public authorities under Regulation (EEC) No 1191/69 and shippers, freight forwarders and combined transport operators, for the operation of railway services on their respective territories.

Whereas a “Railway Undertaking” is defined as any public or private undertaking, licensed according to applicable Community legislation, 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.’

Based on this definition, this TSI regards the RU as the service provider for operating trains.

Regarding the allocation of a train path for running a train, Article 13 of the Directive 2001/14/EC also has to be taken into account:

‘Infrastructure capacity shall be allocated by an infrastructure manager, and once allocated to an applicant may not be transferred by the recipient to another undertaking or service. Any trading in infrastructure capacity shall be prohibited and shall lead to exclusion from the further allocation of capacity. The use of capacity by a railway undertaking when carrying out the business of an applicant who is not a railway undertaking shall not be considered as transfer.’

In relation to the communication scenarios between infrastructure managers and applicants in the execution mode of a transport, only the IM and the RU have to be considered and not all types of applicants, which may be relevant for the planning mode. In the execution mode a defined IM–RU relationship is always given, for which the message exchange and the information storage is specified in this TSI. The definition of an applicant and the resulting path allocation possibilities remain uninfluenced.

As already mentioned various services have to be provided for a freight transport. One for example is the provision of wagons. This service can be related to a fleet manager. If this service for a transport is one of the services offered by the RU, the RU acts also as fleet manager. A fleet manager again can manage his own wagons and/or wagons from another keeper (another service provider for freight wagons). The needs for this kind of service provider are taken into account independent of whether the legal entity of the fleet manager is an RU or not.

This TSI does not create new legal entities and does not force an RU to involve external service providers for services which the RU itself offers but it does name, where necessary, a service by the name of a related service provider. If the service is offered by an RU, the RU acts as the service provider for that service.

When taking into account the needs of a customer, one of the services is to organise and manage the transport line according to the commitment to the customer. This service is provided by the Lead Railway Undertaking (Lead RU or LRU). The LRU is the single point of contact for the customer. If more than one railway undertaking is involved in the transport chain, the LRU is also responsible for the co-ordination with the other railway undertakings.

This service can also be undertaken by a forwarder or by any other entity.

The involvement of an RU as LRU can differ from one type of transport flow to another. In the intermodal business the managing of capacity in block trains and the preparing of waybills is done by an intermodal service integrator, who could then be customer for the LRU.

The main point, however, is that the RUs and the IMs and all other service providers (in the sense as defined above) must work together, either through cooperation and/or open access, as well as through efficient interchange of information, to deliver seamless services to the customer.

2.3.2. Considered processes

This TSI for the railway freight transport industry is limited according to Directive 2001/16/EC to IMs and RUs/LRUs with reference to their direct customers.

In the operation of freight services, the activity of an LRU, regarding a consignment, starts with the receipt of the consignment note from its customer and, for example, for wagon loads with the release time of the wagons. The LRU creates a preliminary trip plan (based on experience and/or contract) for the transport journey. If the LRU intends to have the wagon load in a train under Open Access mode (the LRU operates the train for the complete journey), the preliminary trip plan is per se the final one. If the LRU intends to put the wagon load in a train which involves the cooperation of other RUs, he first has to find out which RUs he should address and at what time an interchange between two successive RUs can occur. The LRU then prepares the preliminary wagon orders individually for each RU as subsets of the full consignment note. The wagon orders are specified in Chapter 4.2.1 (Consignment note data).

The addressed RUs check the availability of the resources for the operation of the wagons and the availability of the train path. The responses from the various RUs enable the LRU to refine the trip plan or to start the interrogation anew — perhaps even with other RUs — until the trip plan finally fits customer requirements.

The RUs/LRUs must in general have, at minimum, the capability of:

— DEFINING services in terms of price and transit times, wagon supply (where applicable), wagon/intermodal unit information (location, status and the wagon/intermodal unit related estimated time of arrival ‘ETA’), where shipments can be loaded on empty wagons, containers, etc.,

— DELIVERING the service that has been defined in a reliable, seamless manner through the use of common business processes and linked systems. There must be a capability for RUs, IMs and other service providers and stakeholders such as customs to exchange information electronically,

— MEASURING the quality of the service delivered compared to what was defined. i.e. billing accuracy against price quoted, actual transit times against commitments, wagon ordered against supplied, ETAs against actual arrival times,

— OPERATING in a productive manner in terms of utilisation: train, infrastructure and fleet capacity through the use of business processes, systems and data exchange required to support wagon/intermodal unit and train scheduling.

The RUs/LRUs as an applicant must also provide (through contracts with IMs) the required train path and must operate the train within their journey section. For the train path they may use already booked paths (in planning mode) or they have to request an ad hoc train path from the infrastructure manager(s) (IMs) relevant for the journey section(s) over which the RU operates the train. In Annex A, Index 5, Chapter 1.2 an example is given for the path request scenario.

The path ownership is also import for the communication during the train running between IM and RU. The communication must always be based on train and path number, whereby the IM communicates with the RU, who has booked the train path on his infrastructure (see also Annex A, Index 5, Chapter 1.2).

If an RU provides the complete journey A–F (Open Access by RU, no other RUs are involved), then each IM involved communicates directly with this RU only. This ‘open access’ by the RU can be realised by booking the train path via ‘One Stop Shop’ or in sections with each IM directly. The TSI takes account both cases as it is shown in Chapter 4.2.2.1: Path request, Preliminary remarks.

The dialogue process between RUs and IMs for establishing a train path for a freight train is defined in Chapter 4.2.2 (Path request). This function refers to Article 23(1) of the Directive 2001/14/EC. The dialogue process excludes obtaining the licence for an RU providing services in accordance with Directive 2001/13/EC of the European Parliament and of the Council ( 7 ), the certification according to Directive 2001/14/EC and access rights according to Council Directive 91/440/EEC ( 8 ).

In Chapter 4.2.3 (Train preparation) is defined the information exchange relating to the train composition and the train departure procedure. The data exchange during the running of a train in the case of normal operation is given in Chapter 4.2.4 (Train running forecast) and for exceptions the messages are defined in Chapter 4.2.5 (Service disruption information). Tracing information about train location is defined in Chapter 4.2.6 (Train location). All these messages are exchanged between RU and IM and based on trains.

For a customer the most important information is always the estimated time of arrival (ETA) for his shipment. From the information exchange between LRU and IM (in case of Open Access) an ETA can be calculated. In the case of cooperation mode with various RUs, the ETA and also the estimated times of interchange (ETIs) can be determined from the message exchange between RUs and IMs and provided to the LRU by the RUs, (Chapter 4.2.7 Shipment ETI/ETA).

Also determined from the information exchange between IM and RU, the LRU knows, for example:

— when the wagons departed from or arrived at a yard or at defined locations (Chapter 4.2.8 Wagon movement), or

— when the responsibility for the wagons was transferred from one RU to the next RU in the transport chain (Chapter 4.2.9 Interchange reporting).

Determined not only from the data exchange between IM and RU, but also from the data exchange between RUs and LRU, various statistics may be evaluated:

— for — in the medium term — planning the production process in greater detail, and

— for — in the long term — carrying out strategic planning exercises and capacity studies (e.g. network analyses, definition of siding and marshalling yards, rolling stock planning), but above all

— for improving the quality of the transport service and productivity (Chapter 4.2.10 Data exchange for quality improvement).

The handling of empty wagons takes on particular relevance when considering interoperable wagons. In principle there is no difference in the handling of loaded or empty wagons. The transport of empty wagons is also based on wagon orders, whereby the fleet manager for these empty wagons must be considered as a customer.

2.3.3. General remarks

An information system is only as good as the reliability of the data within it. Therefore the data that plays a decisive role in the forwarding of a consignment, a wagon or a container must be accurate and captured economically — which means that the data should be entered into the system only once.

Based on this, the applications and messages of this TSI avoid the multiple manual data input by access to already stored data, e.g. the rolling stock reference data. The requirements regarding the rolling stock reference data are defined in Chapter 4.2.11 (The main reference data). The specified Rolling Stock Reference Databases must allow easy access to the technical data. The contents of the databases must be accessible, based on structured access rights depending on privilege, to all IMs, RUs and fleet managers, in particular for purposes of fleet management and rolling stock maintenance. They must contain all transport critical technical data such as:

— identification of rolling stock,

— technical/design data,

— assessment of compatibility with the infrastructure,

— assessment of relevant loading characteristics,

— brake relevant characteristics,

— maintenance data,

— environmental characteristics.

In the intermodal transport business at various points (called gateways) a wagon is not only connected to another train, but also the intermodal unit may be moved from one wagon to another. As a consequence it is not sufficient to work with only a trip plan for wagons and therefore a trip plan for the intermodal units must also be drawn up.

In Chapter 4.2.12 (Various reference files) some reference files and various databases are listed, among them, the Wagon and Intermodal Unit Operational Database. This database contains the operational status data of the rolling stock, the weight and dangerous goods information, information related to intermodal units and the location information. In Chapter 4.2.13 (Electronic transmission of documents) the requirements for the electronic transmission of documents are given.

The TSI for telematic applications subsystem for freight services defines the required information, which has to be exchanged between the different partners involved in a transport chain, and permits a standard mandatory data exchange process to be installed. It shows also the architecture strategy for such a communication platform. This is outlined in Chapter 4.2.14 (Electronic transmission of documents) taken into account:

— the interface to the subsystem Operation and Traffic Management of the trans-European conventional rail system referred to in Article 5(3) of Directive 2001/16/EC,

— the requirements for the content of the Network Statement, which are set out in Directive 2001/14/EC, Article 3 and Annex I,

— the information available on the freight wagon rolling stock and the requirements regarding maintenance from the rolling stock TSI.

There is no direct data transmission from the subsystem Telematic Applications for Freight Services into the train, to the driver or to parts of the Control Command and Signalling subsystem and the physical transmission network is a completely different one from the network used by the Command Control and Signalling subsystem. The ERTMS/ETSC system is using GSM-R. In this open network the ETCS specifications clarify that safety is achieved with the appropriate management of open networks hazards in the EURORADIO protocol.

The interfaces to the structural subsystems Rolling Stock and Control Command are only given via the Rolling Stock Reference Databases (Chapter 4.2.11.3: The Rolling Stock Reference Databases), which are under the control of the keepers. The interfaces to the subsystems Infrastructure, Control Command and Energy are given with the path definition (Chapter 4.2.2.3: Path Details message) from the IM, where infrastructure related values for the train are specified, and with the information provided by the IMs regarding restrictions in the infrastructure (Chapter 4.2.11.2: The Infrastructure Restriction Notice Databases).

3. ESSENTIAL REQUIREMENTS

3.1. Compliance with the essential requirements

According to Article 4(1) of Directive 2001/16/EC, the trans-European conventional rail system, subsystems and their interoperability constituents must meet the essential requirements set out in general terms in Annex III to the Directive.

In 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 the compliance with the specifications described in Chapter 4: Characterisation of the subsystem.

3.2. Essential requirements aspects

The essential requirements concern:

— safety,

— reliability and availability,

— health,

— environmental protection,

— technical compatibility.

According to Directive 2001/16/EC, the essential requirements may be generally applicable to the whole trans-European conventional rail system or be specific to each subsystem and its constituents.

3.3. Aspects relating to general requirements

The relevance of the general requirements to the telematic applications subsystem for freight is determined as follows:

3.3.1. Safety

In accordance with Annex III to Directive 2001/16/EC, the safety-related essential requirements that apply to the telematic applications subsystem for freight are the following:

— Essential requirement 1.1.1 of Annex III to Directive 2001/16/EC: — ‘The design, construction or assembly, maintenance and monitoring of safety-critical components and, more particularly, of the components involved in train movements must be such as to guarantee safety at the level corresponding to the aims laid down for the network, including those for specific degraded situations.’ — This essential requirement is not relevant to the telematic applications subsystem.

— Essential requirement 1.1.2 of Annex III to Directive 2001/16/EC: — ‘The parameters involved in the wheel/rail contact must meet the stability requirements needed in order to guarantee safe movement at the maximum authorised speed.’ — This essential requirement is not relevant to the telematic applications subsystem.

— Essential requirement 1.1.3 of Annex III to Directive 2001/16/EC: — ‘The components used must withstand any normal or exceptional stresses that have been specified during their period in service. The safety repercussions of any accidental failures must be limited by appropriate means.’ — This essential requirement is not relevant to the telematic applications subsystem.

— Essential requirement 1.1.4 of Annex III to Directive 2001/16/EC: — ‘The design of fixed installations and rolling stock and the choice of the materials used must be aimed at limiting the generation, propagation and effects of fire and smoke in the event of a fire.’ — This essential requirement is not relevant to the telematic applications subsystem.

— Essential requirement 1.1.5 of Annex III to Directive 2001/16/EC: — ‘Any devices intended to be handled by users must be so designed as not to impair the safe operation of the devices or the health and safety of users if used foreseeable in a manner not in accordance with the posted instructions.’ — This essential requirement is not relevant to the telematic applications subsystem.

3.3.2. Reliability and availability

‘The monitoring and maintenance of fixed or movable components that are involved in train movements must be organised, carried out and quantified in such a manner as to maintain their operation under the intended conditions.’

This essential requirement is met by the following chapters:

Chapter 4.2.11: The main reference data,

Chapter 4.2.12: Various reference files and databases,

Chapter 4.2.14: Networking and communication.

3.3.3. Health

— Essential requirement 1.3.1 of Annex III to Directive 2001/16/EC: — ‘Materials likely, by virtue of the way they are used, to constitute a health hazard to those having access to them must not be used in trains and railway infrastructure.’ — This essential requirement is not relevant to the telematic applications subsystem.

— Essential requirement 1.3.2 of Annex III to Directive 2001/16/EC: — ‘Those materials must be selected, deployed and used in such a way as to restrict the emission of harmful and dangerous fumes or gases, particularly in the event of fire.’ — This essential requirement is not relevant to the telematic applications subsystem.

3.3.4. Environmental protection

— Essential requirement 1.4.1 of Annex III to Directive 2001/16/EC: — ‘The environmental impact of establishment and operation of the trans-European conventional rail system must be assessed and taken into account at the design stage of the system in accordance with the Community provisions in force.’ — This essential requirement is not relevant to the telematic applications subsystem.

— Essential requirement 1.4.2 of Annex III to Directive 2001/16/EC: — ‘The materials used in the trains and infrastructure must prevent the emission of fumes or gases which are harmful and dangerous to the environment, particularly in the event of fire.’ — This essential requirement is not relevant to the telematic applications subsystem.

— Essential requirement 1.4.3 of Annex III to Directive 2001/16/EC: — ‘The rolling stock and energy-supply systems must be designed and manufactured in such a way as to be electro-magnetically compatible with the installations, equipment and public or private networks with which they might interfere.’ — This essential requirement is not relevant to the telematic applications subsystem.

— Essential requirement 1.4.4 of Annex III to Directive 2001/16/EC: — ‘Operation of the trans-European conventional rail system must respect existing regulations on noise pollution.’ — This essential requirement is not relevant to the telematic applications subsystem.

— Essential requirement 1.4.5 of Annex III to Directive 2001/16/EC: — ‘Operation of the trans-European conventional rail system must not give rise to an inadmissible level of ground vibrations for the activities and areas close to the infrastructure and in a normal state of maintenance.’ — This essential requirement is not relevant to the telematic applications subsystem.

3.3.5. Technical compatibility

— Essential requirement 1.5 of Annex III to Directive 2001/16/EC: — ‘The technical characteristics of the infrastructure and fixed installations must be compatible with each other and with those of the trains to be used on the trans-European conventional rail system. If compliance with these characteristics proves difficult on certain sections of the network, temporary solutions, which ensure compatibility in the future, may be implemented.’ — This essential requirement is not relevant to the telematic applications subsystem.

3.4. Aspects relating specifically to the telematic applications subsystem for freight

3.4.1. Technical compatibility

— Essential requirement 2.7.1 of Annex III to Directive 2001/16/EC: — ‘The essential requirements for telematic applications guarantee a minimum quality of service for passengers and carriers of goods, particularly in terms of technical compatibility.’ — Steps must be taken to ensure: — — that the databases, software and data communication protocols are developed in a manner allowing maximum data interchange between different applications and operators, excluding confidential commercial data; — ‘easy access to the information for users.’ — This essential requirement is specially met by the following chapters: — Chapter 4.2.11: The main reference data, Chapter 4.2.12: Various reference files and databases, Chapter 4.2.14: Networking and communication.

3.4.2. Reliability and availability

— Essential requirement 2.7.2 of Annex III to Directive 2001/16/EC: — ‘The methods of use, management, updating and maintenance of these databases, software and data communication protocols must guarantee the efficiency of these systems and the quality of the service.’ — This requirement is specially met by the following chapters: — Chapter 4.2.11: The main reference data, Chapter 4.2.12: Various reference files and databases, Chapter 4.2.14: Networking and communication. — But this essential requirement, especially the method of use to guarantee the efficiency of these telematic applications and the quality of the service, is the foundations for the complete TSI and not only restricted to the chapters mentioned above.

3.4.3. Health

— Essential requirement 2.7.3 of Annex III to Directive 2001/16/EC: — ‘The interfaces between these systems and users must comply with the minimum rules on ergonomics and health protection.’ — This TSI does not specify any additional requirements to existing national and European rules related to minimum rules on ergonomics and health protection of an interface between these telematic applications and users.

3.4.4. Safety

— Essential requirement 2.7.4 of Annex III to Directive 2001/16/EC: — ‘Suitable levels of integrity and dependability must be provided for the storage or transmission of safety-related information.’ — This requirement is met by the following chapters: — Chapter 4.2.11: The main reference data, Chapter 4.2.12: Various reference files and databases, Chapter 4.2.14: Networking and communication.

4. CHARACTERISATION OF THE SUBSYSTEM

4.1. Introduction

The trans-European conventional rail system, to which Directive 2001/16/EC applies and of which the telematic applications subsystem is a part, is an integrated system whose consistency must be verified. This consistency must be checked in particular with regard to the specifications of the subsystem, its interfaces vis-à-vis the system in which it is integrated, as well as the operating and maintenance rules.

Taking into account all the applicable essential requirements, the telematic application subsystem for freight is characterised by:

4.2. Functional and technical specifications of the subsystem

In light of the essential requirements in Chapter 3 (Essential requirements), the functional and technical specifications of the subsystem are as follows:

— consignment note data,

— path request,

— train preparation,

— train running forecast,

— service disruption information,

— train location,

— wagon/intermodal unit ETI/ETA,

— wagon movement,

— interchange reporting,

— data exchange for quality improvement,

— the main reference data,

— various reference files and databases,

— electronic transmission of documents,

— networking and communication.

The detailed specifications are outlined below. Further details and the formats of the messages are defined in Annex A, ►M1 Appendix F ◄ .

The messages are structured into two data sets:

— control data: explanation see below,

— information data: the application information.

The control data show the following elements:

— status: the status of a message can be: — ‘New message’, if this is a new message, ‘Alteration’, if this is a modification of a previous send message, ‘Deletion’, if the previous sent message should be deleted,

— message reference with: — Message type: e.g. ‘path request’ or ‘enquiry about train running’, Data and time: actual date and time when the message was sent, Message number: number generated by the sender of the message,

— related reference, only if the message is the answer to a previous received message (identical to the ‘message reference’ of the received message) with: — Related type: type of the received message, Related date and time: date and time of the received message, Related number: number of the received message,

— sender of the message,

— recipient of the message.

In the following chapters mainly the status ‘New message’ is considered. In Chapter 4.2.2 Path request is also referred to the status ‘deletion’ regarding the Path Request message.

4.2.1. Consignment note data

4.2.1.1. Customer consignment note

The consignment note has to be sent by the customer to the Lead RU. It must show all the information needed to carry a consignment from the consignor to the consignee. The LRU must supplement this data with additional information. ►M1 These data, including the additional ones, are (for the description of the data see Annex A — Appendices A, B, F and Annex 1 to Appendix B) listed in the table in Annex A — Annex 1 to Appendix B with the indication in row ‘Data in Consignment Note’, whether they are mandatory or optional and whether they must be delivered by the Consignor or supplemented by the LRU. ◄

In the case of Open Access the Lead RU contracting with the customer has all the information after the supplement of the data available. No message exchange is needed with other RUs. These data are also the basis for a path request on short notice, if this is required for the execution of the consignment note.

The following messages are for the case of non Open Access. The content of these messages may also be the basis for the path requests on short notice, if required for the execution of the consignment note.

4.2.1.2. Wagon orders

The wagon order is primarily a subset of the consignment note information. It must be forwarded to the RUs involved in the transport chain, since it could become an input for an ad hoc path request (Chapter 4.2.2: Path request). The content of the wagon order must show the relevant information which is needed for an RU to effect transportation during its responsibility until handover to next RU. Therefore the content is dependent on the role to be performed by the railway undertaking: Origin-, Transit- or Delivery RU (ORU, TRU, DRU):

— wagon order for the Origin Railway Undertaking (ORU),

— wagon order for the Transit Railway Undertaking (TRU),

— wagon order for the Delivery Railway Undertaking (DRU).

▼M1

The data of the wagon orders according to the various roles of an RU are listed in detail in Annex A — Appendices A and B and Annex 1 to Appendix B, marked as to whether they are mandatory or optional. The detailed formats of these messages are defined in Annex A Appendix F.

▼B

The main contents of these wagon orders are:

— consignor and consignee information,

— routing information,

— consignment identification,

— wagon information,

— place and time information.

Selected data of the consignment note data must also be accessible for all partners (e.g. IM, keeper, etc.) in the transport chain including customers. These are especially per wagon:

— load weight (gross weight of the load),

— CN/HS number,

— dangerous goods information,

— transportation unit.

4.2.2. Path request

4.2.2.1. Preliminary remarks

The train path defines the requested, accepted and actual data to be stored concerning the path of a train and the characteristics of the train for each segment of that path. The following description presents the information which must be available to the infrastructure manager. For a more detailed description: see Annex A, ►M1 Appendix F ◄ .

This information must be updated whenever a change occurs.

The main path data must be:

— identification of the train path (path number). A path could be either planned usage of capacity along a route section, or the actual routing of a train along a specified line within a route. The exact nature depends upon the processes in use within an IM,

— path departure point, which means the place from where the path will start together with the date and time of the departure of a train on that path,

— destination of the train path, which means the place where the path will end together with date and time at which a train is due to arrive at that destination,

— description of the journey section, which defines the data provided by the IM for each accepted journey section — from the start to the first intermediate stop, further intermediate stops and from the final intermediate stop to the end of the accepted journey. This description may comprise: — — intermediate stops or other designated points along the proposed path with date and time for the arrival, departure or passage at these intermediate points as well with an Activity Code, which defines an activity to be undertaken at that intermediate point en route, — identification of the IM responsible for the traffic management for the current journey section and identification of the IM responsible for the traffic management for the next journey section, — description of the equipment (command and control system, radio system, etc.) to be carried by the train; this must be compatible with the infrastructure to enable traction, control and communications from the train to IM control, — train related data for the journey section: max. weight, max. length, max. speed, max. axle weight, min. brake force, max. weight per metre, information concerning exceptional gauging, identifiers of not allowed dangerous goods, — path number, — additional route section running time to allow for recovery, path problems, etc.

Execution path contract: before the running of a train, the journey section must be updated and completed with actual values. The execution mode is independent from the planning mode.

Due to exceptions during the train running or due to transport demands on a short-time basis, a railway undertaking must have the possibility to get an ad hoc path on the network.

In the first case, immediate actions have to be started, whereby the actual train composition based on the train composition list is known.

In the second case, the railway undertaking must provide the infrastructure manager with all necessary data concerning when and where the train is required to run together with the physical characteristics in so far as they interact with the infrastructure. These data are mainly given in the supplemented consignment note respectively in the wagon orders.

The path agreement for a train movement at short notice is based on a dialogue between RUs and IMs. The dialogue will involve all RUs and IMs involved in moving the train along the desired path but maybe with different contribution to the path finding process. According to Directive 2001/14/EC, Article 13, mainly two general valid different scenarios can be distinguished for freight transport operating on the infrastructures of several IMs (see also Annex A, Index 5, Chapter 1.3).

— scenario A: The RU contacts all involved IMs directly (case A) or via the OSS (case B) to organise the paths for the complete journey. In this case the RU has also to operate the train on the complete journey according to Article 13 of the Directive 2001/14/EC.

— scenario B: Each RU involved in the transport journey contacts the local IMs directly or via OSS to request a path for the journey section on which it operates the train.

remark: As already mentioned in Chapter 2 (Definition of subsystem/scope), in the execution mode, the IM will always communicate with the RU which has booked the path. Therefore the ‘path ownership’ is important for the message exchange during operation of the train.

In both scenarios the booking procedure of a path on short notice follows the dialogue between RU and IM involved as described on the next page.

The following table shows the messages used in the dialogue for the path request:







Message Explanation Messages used in the dialogue for the path request Path Request RU to IM(s) involved, this message must be sent for a path request at short notice. Path Details This message must be sent from IM(s) to RU confirming details of path in response to RU's ‘Path Request’, perhaps with changed values or if the IM cannot serve the path request, with the indication ‘No alternatives available’. Path Confirmed This message must be sent from the RU to the IM for the acceptance of the ‘Path Details’ from the IM in response to the RU's original request. Path Details Refused This message must be sent from the RU to the IM when not accepting the ‘Path Details’ from the IM in response to RU's original request, if there are changed values, which the RU cannot accept.

This dialogue ends with the RU by the Path Confirmed message or with the deletion of the path request (Path Request message with status ‘Deletion’, see Chapter 4.2: Functional and technical specifications of the subsystem, General remarks on the message structure). A Path Details Refused message from the RU must always be served with a new Path Details message. If the IM cannot serve the path request with a new proposal within the Path Details message, he must send the Path Details message with the indication ‘No alternatives available’, which ends the dialogue with the IM.

Whether the path was booked in the long-term planning or on a short notice, the RU must have always the possibility to cancel a booked path. For the cancellation of a booked path the following message must be used.







Message Explanation Message to cancel a booked path by RU Path Cancelled Advice from the RU to the IM to cancel a previously booked path or a part of it.

Based on the path agreement, the RU can expect that a booked path is also available. Therefore if something occurs and the booked path is no longer available, the IM must inform the RU as soon as it has the knowledge about this fact. A cause of this may be for example an interruption on the path. This can happen at any time between the moment the train path is contracted and the departure of the train. The IM is obliged to send an alternative proposal together with the indication ‘Path not available’. If this is not possible the IM must send the proposal as soon as possible. With the Path Not Available message a dialogue starts for a new path agreement initiated by the IM.

Messages used in the dialogue for the cancellation of a booked path by IM.







Message Explanation Messages used in the path cancellation process initiated by IM Path Not Available Advice from the IM to the RU that the booked path is not available. Path Details This message must be sent from IM(s) to RU proposing an alternative path after the advice from the IM to the RU that the booked path is not available. Path Confirmed This message must be sent from the RU to the IM for the acceptance of the path proposed in the Path Not Available message. Path Details Refused This message must be sent from the RU to the IM when not accepting the proposal from the IM in the Path Not Available message. In this case the IM must send a new proposal. This dialogue ends by the RU with the Path Cancelled message related to IM's Path Not Available message.

In general, if the receiver of a request or enquiry can not answer in real time he must inform the originator of the message (for example the Path Details message as response to the Path Request can not be sent immediately). This must be done by using the following message:







Message Explanation This message is valid in general Receipt Confirmation This message must be sent from the recipient of a message to the originator of the message when the required response cannot be made available within the time interval as defined in Chapter 4.4 (Operating rules), section ‘Timeliness’.

These messages are described by mentioning the main points in the following chapters. The detailed formats are defined in Annex A, ►M1 Appendix F ◄ . The logical sequence of these messages is shown in the diagrams in Annex A, Index 5, Chapter 2.1 to 2.3.

4.2.2.2. Path Request message

This is the request from the RU to the IM for a train path. Such a request must contain:

— path departure point: place from where the proposed path will start,

— path departure date/time: date/time for which the path is requested,

— path destination point: destination of train for the requested path,

— path destination arrival date/time: date/time at which the proposed train is due to arrive at its destination,

— requested journey section: — — intermediate stops or other designated points along the proposed path with date/time at which the proposed train is due to arrive at an intermediate point and the date/time that the train is due to depart from an intermediate point. A blank entry indicates that it will not stop at that point, — available equipment on the train: traction type, command and control system including on-board radio equipment, — train weight, — train length, — braking system to be used and braking performance, — maximum speed of the train, — maximum axle weight of the train, — maximum weight per metre, — information concerning exceptional gauging, — UN/RID numbers relating to any dangerous goods, — definitions of activity to be undertaken at any intermediate point en route, — responsible RU: identification of the RU responsible for the train for the current journey section, — responsible IM: identification of the IM responsible for the train for the current journey section, — next responsible IM: identification of the IM responsible for the train for the next journey section (if any).

As an information support for the formulation of the path request, the RU can consult the relevant Network Statement to check whether the data of the train in mind comply with the infrastructure. Data such as dangerous goods information also has to be taken into account.

The keepers of the wagons must give the RUs access to the technical wagon data.

The RUs must themselves ensure access to the reference files, e.g. to the dangerous goods reference file if required.

4.2.2.3. Path Details message

This message is the answer from an IM to the Path Request message from an RU. In the case that the IM cannot serve the path request, he must send this message with the indication ‘No alternatives available’. In the other case he must answer the RU request by sending back a path number together with the same data as in the train path request but perhaps with changed values.

For the alternative proposed by IM the following data must be sent:

— new path number,

— path departure point: place from where the proposed path will start,

— path departure date/time: date/time for which the path is proposed,

— path destination point: destination of train for the proposed path,

— path destination arrival date/time: date/time at which the train is due to arrive at its destination,

— modified journey section: — — intermediate stops or other designated points along the proposed path with date/time at which the proposed train is due to arrive at an intermediate point and the date/time that the train is due to depart from an intermediate point. A blank entry indicates that it will not stop at that point, — required equipment on the train: traction type, command and control system including on-board radio equipment, — train weight, — train length, — braking system to be used and braking performance, — maximum speed of the train, — maximum axle weight of the train, — maximum weight per metre, — information concerning exceptional gauging, — UN/RID numbers relating to any dangerous goods, — definitions of activity to be undertaken at any intermediate point en route, — responsible RU: identification of the RU responsible for the train for the current journey section, — responsible IM: identification of the IM responsible for the train for the current journey section, — next responsible IM: identification of the IM responsible for the train for the next journey section (if any).

4.2.2.4. Path Confirmed message

This message must be sent from an RU to an IM accepting a proposed path in response to the RU's original request. With this message the path is booked. The main message content is:

— path number: to identify the path,

— path departure point: place from where the train will depart,

— path departure date/time: date/time for which the path is requested,

— path destination point: train destination for the requested path,

— path destination arrival date/time: date/time at which proposed train is due to arrive at its destination,

— indicates that the RU has accepted the proposed path.

4.2.2.5. Path Details Refused message

In the case of a refusal of the proposed path as given in the Path Details message by the IM, the RU must send this message to the IM to advise him, that it does not accept the proposed path as given in the Path Details message. The main data are:

— path number: to identify the path,

— indicates the refusal of the path details.

As additional information the following data may be sent:

— path departure point: place from where the train will depart,

— path departure date/time: date/time for which the path is requested,

— path destination point: destination of train for the requested path,

— path destination arrival date/time: date/time at which the proposed train is due to arrive at its destination.

4.2.2.6. Path Cancelled message

This is the RU advice to cancel a previously booked path. Together with the cancellation indicator (corresponds to the message type), the path number must be sent for the unique identification of the path. This applies to path booking in planning mode and on short notice:

— path number: to identify the path,

— train number (if already known to the IM),

— indicates the cancellation of the booked train path.

As additional information the following data may be sent:

— path departure point: place from where the train will depart,

— path departure date/time: date/time for which the path is requested,

— path destination point: destination of train for the requested path,

— path destination arrival date/time: date/time at which the proposed train is due to arrive at its destination.

4.2.2.7. Path Not Available message

The IM must inform the RU as soon as it has the knowledge, that a train path is not available. The message Train Path Not Available can be send at any time between the moment the train path is contracted and the departure of the train. A cause of this message may be e.g. an interruption on the path. The main contents of this message are:

— path number of the path which is not available,

— train number of the train foreseen for the cancelled path (if already known to the IM),

— path departure point with date and time for which path was booked,

— path destination point with date and time at which the train is due to arrive at its destination,

— Train Path Not Available indication,

— indication of the cause.

Together with this message or as soon as possible the IM must send without any further request from the RU an alternative proposal. This is done with the message Path Details related to this Path Not Available message.

4.2.2.8. Receipt Confirmation message

This information must be sent from the recipient of a message to the originator of the message, when the required response cannot be made available within the time-frame as specified in Chapter 4.4 (Operating rules). This message must have an identifier to which it refers (entries in Related message, see Chapter 4.2: Functional and technical specifications of the subsystem, General remarks on the message structure) and the indication: (Application level)

— Message Confirmation: indicates that the recipient has received the message and will act upon it as necessary.

4.2.3. Train preparation

4.2.3.1. General remarks

This section specifies the messages which must be exchanged during the train preparation phase until the start of the train. The messages are shown below in Table 5.

For the preparation of the train, the RU must have access to the infrastructure restriction notices, to the technical wagon data (Rolling Stock Reference Databases, Chapter 4.2.11.3: The Rolling Stock Reference Databases), to the dangerous goods reference file and to the current, updated information status on the wagons (Chapter 4.2.12.2: Other databases: The Wagon and Intermodal Unit Operational Database). This applies to all wagons on the train. At the end the RU must send the train composition to the next RUs. This message must also be sent from the RU to the IM(s) with whom it has booked a path section, when requested by the Conventional Rail TSI Operation and Traffic Management or by the contract(s) between RU and IM(s).

If the train composition is changed at a location, this message must be exchanged once more with information updated by the RU responsible.

At each point, e.g. origin and interchange point, where the responsibility changes on the RU side, the start procedure dialogue between IM and RU ‘Train Ready — Train Running Information’ is obligatory.

The messages used within this start procedure dialogue are:







Message Explanation Train Composition RU to IM, this message must be sent according the description above. In the case that the IM has received a train composition message send mandatory by the RU, the IM may send: Train Accepted IM to RU: this message is optional, if nothing else is agreed between IM and RU. Train preparation can be completed. Train Not Suitable IM to RU: this message may be sent by the IM, if this is detected by him. RU possibilities: modify the train composition, or cancel train path and request new path. Train Ready RU to IM: this message must be sent. Train Position IM to RU: defines exactly where and when the train must present itself on the network. This message may be sent depending on national rules. Train at Start RU to IM: this message may be sent to indicate that the train has started its journey as response on the message: Train Position. This message may be sent depending on national rules. Train Running Information IM to RU: this message must be sent to indicate that the train has arrived on the infrastructure.

These messages are described by mentioning the main points in the following chapters. The detailed formats are defined in Annex A, ►M1 Appendix F ◄ . The logical sequence is shown in Annex A, Index 5, Chapter 3.

Remark: During the train preparation also a Train Path Not Available message can occur, since this message can be send at any time between the moment the train path is contracted and the departure of the train. The procedure for this is described in Chapter 4.2.2 (Path request).

4.2.3.2. Train Composition message

This message must be sent from the RU to the next RU, defining the composition of the train. This message must also be sent from the RU to the IM(s) when requested by the Conventional Rail TSI Operation and Traffic Management or by the contract between IM and RU. Whenever there is a change in the composition during the journey of a train, the RU responsible has to update this message to all parties involved.

The information, which must be transmitted and be accessible, is:

— train number and path number to identify the path,

— path departure point and date and time for which the path was requested,

— path destination point and date and time at which the proposed train is due to arrive at its destination,

— loco(s) identification and position of loco(s) in the train,

— train length, train weight, maximum speed of the train,

— train composition with the sequence of vehicle IDs,

— command and control system including type of radio equipment,

— information concerning exceptional gauging,

— UN/RID numbers of dangerous goods,

— indication if livestock and people (other than the train crew) will be carried,

— braking system to be used,

— wagon data.

After the receipt of the train composition the IM may verify the entries against the contracted path, if the contract between IM and RU explicitly allows this. In that case the IM must have easy access to the information about possible restrictions in the relevant infrastructure, to the technical wagon data (Chapter 4.2.11.3: The Rolling Stock Reference Databases), to the dangerous goods reference file and to the current, updated information status on the wagons (Chapter 4.2.12.2: Other databases, Wagon and Intermodal Unit Operational Database). This refers to all wagons on the train. In that case also, the IM, who manages his train paths and keeps up the actual status of the path information, must add the train details of the train composition to the path and train data as mentioned in Chapter 4.2.2.1 (Path request, Preliminary remarks).

4.2.3.3. Train Accepted message

Depending on the contractual agreement between the IM and the RU and on regulatory requirements, the IM may also advise the RU if the train composition is acceptable for the booked path. This is effected with this message.

The main contents of this message are:

— train and path number,

— path departure point with date and time for which the path was requested,

— path destination point with date and time at which the proposed train is due to arrive at its destination,

— indication that the IM has accepted the train composition as being suitable for the agreed path.

4.2.3.4. Train Not Suitable message

If the train is not suitable for the previously agreed path, the IM may inform the RU, with this message. In this case the RU must recheck the train composition. The main contents of this message are:

— train and path number,

— path departure point with date and time for which the path was requested,

— path destination point with date and time at which the proposed train is due to arrive at its destination,

— Not Suitable indication, which indicates that the train does not match the allocated path and therefore may not run,

— indication of the cause.

4.2.3.5. Train Ready message

This message must be sent from RU to IM indicating that the train is ready for access to the network. The main contents of this message are:

— train and path number,

— path departure point with date and time for which the path was requested,

— path destination point with date and time at which the proposed train is due to arrive at its destination,

— Train Ready indication, which indicates that the train has been prepared and is ready to run,

— control contact ID for all ship-to-shore communications,

— if the contractual arrangement between RU and IM does not require the Train Position/Train at Start message exchange, the train journey start date/time, which informs the IM of the forecasted date/time at which the train will present itself to the network, must be defined in this message. In the case of the required message exchange Train Position/Train at Start, this data element must not be transmitted.

4.2.3.6. Train Position message

This message may be sent from the IM to the RU defining exactly when and where the train should present itself to the network as an answer to the Train Ready message. The transmission of this message depends on the contractual arrangement between the RU and the IM. In case where the transmission is needed, the main contents of this message are:

— train and path number,

— path departure point with date and time for which the path is requested,

— path destination point with date and time at which the proposed train is due to arrive at its destination,

— track identification, which informs the RU of the track ID on which the train should present itself to the network,

— train journey start date/time, which informs the RU of the precise date/time at which the train should present itself to the network,

— control contact ID.

4.2.3.7. Train at Start message

This message may be sent from the RU to the IM when having received a Train Position message from the IM, to indicate that the train has started its journey. This message must have an identifier to which it refers and the indication:

— Train at Start: date/time train actually started journey.

4.2.3.8. Train Running Information

As soon as the train is present on the IM infrastructure, which means that the train has left the departure station, the IM sends this message to the RU who has booked the path. This message is described in Chapter 4.2.4 (Train running forecast).

4.2.4. Train running forecast

4.2.4.1. General remarks

This section specifies the messages which must be exchanged during the normal running of a train without any interruption.

The relevant messages are:

Train Running Forecast,

Train Running Information.

This information exchange between RUs and IMs always takes place between the IM in charge and the RU, who has booked the path on which the train is actually running. In the case of Open Access, which means that the paths for the complete journey are booked by one RU (this RU also operates the train during the complete journey), all messages are sent to this RU. The same is true, if the paths for the journey are booked by one RU via OSS.

For further consideration the following scenarios will be differentiated, taking into account the various communication relations between RUs and IMs according to the path booking scenarios of Chapter 4.2.2.1 (Path request, Preliminary remarks, Scenario A and B):

— Train approaching a handover point between IM n1 and his neighbour IM n2

It is supposed that the handover point is not also an interchange (only Scenario B) nor a handling point. Thus, the handover point is a point on the booked paths of one RU and the RU has already sent the train composition to IM n2, whilst simultaneously sending this message to IM n1.

IM n1, after departure from the departure point ( 9 ), must send a Train Running Forecast message to IM n2 with the estimated handover time (ETH). This message is simultaneously sent to the RU.

When the train leaves the infrastructure of IM n1 at the handover point this IM sends a Train Running Information with the actual handover time at this point to its path contracted RU.

When the train arrives on the infrastructure of IM n2 at the handover point this IM sends a Train Running Information with the actual handover time from this point to its path contracted RU.

— Train approaching an interchange point between RU 1 and the next RU 2 (only Scenario B)

In the path contract an interchange point must always be defined as a reporting point. (TETAs at reporting points will be generated by the IMs as specified in their contracts with the RUs.)

For this point the IM in charge sends, once the train left the previous reporting point, a Train Running Forecast message with the TETA for this interchange point to the RU which has contracted the path with him (e.g. RU 1). RU 1 transfers this message to the next RU (e.g. RU 2) supposed to take over the train. Additionally, this message is also sent to the Lead RU (LRU) for the transport if there is one and if this is defined in the cooperation contract between both RUs.

If the interchange point is also a handover point between e.g. IM n1 and IM n2, IM n1 sends the Train Running Forecast message already after departure from the departure point or from the previous interchange point to IM n2 with the estimated handover time (ETH). This message is also sent to the RU having contracted the path e.g. RU 1. For the RU the ETH is equal to the TETA at the interchange point. RU 1 transfers this message to its neighbour RU 2 and to the Lead RU for the transport if there is one and if this is defined in the cooperation contract between both RUs.

When the train arrives at an interchange point, the IM must send a Train Running Information to his path contracted RU, for example RU 1, with the actual time of the arrival at that point.

Before the train leaves the interchange point, RU 2 must send a new Train Composition message to the IM having allocated the path and follow the departure procedure as defined in Chapter 4.2.3 (Train preparation).

— Train approaching a handling point of an RU (Scenario A)

A handling point must always be defined in the path contract as a reporting point.

For this point the IM in charge must send a Train Running Forecast message with a TETA only if this is specified in contract between IM and RU.

But if the handling point is also a handover point between, for example, IM n1 and IM n2, IM n1 must send the Train Running Forecast message after departure from the departure point or from the previous interchange to IM n2 with the estimated handover time (ETH). This message is also sent to the RU. For the RU the ETH is equal to the TETA at the handling point.

When the train arrives at the handling point, the IM must send a Train Running Information with the actual time of arrival at this point to the RU.

Before the train leaves the handling point the RU and IM must follow the departure procedure as defined in Chapter 4.2.3 (Train preparation).

— Train arrival at destination

When the train arrives at its destination the IM responsible sends a Train Running Information message with the actual arrival time to the RU which contracted the path.

Remark: In the path contract other locations may also be defined for which a Train Running Forecast with TETA and Train Running Information messages with the actual time are requested. For these points the IM in charge sends these messages as specified in the contract. The further evaluation and processing of the delivered ETHs and TETAs is described in the Chapters 4.2.7 (Shipment ETI/ETA) to 4.2.9 (Interchange reporting).

In the following chapters the message Train Running Forecast and Train Running Information are described by mentioning only the main contents. The detailed formats are defined in Annex A, ►M1 Appendix F ◄ . The logical sequence of this message exchange relating to the different communication scenarios is shown in Annex A, Index 5, Chapter 4 with the remark, that regarding the communication relation between RU and IMs for train running, the two path request scenarios A(case A) and A(case B) (Chapter 4.2.2.1: Path request, Preliminary remarks) are identical, because in both cases the IMs know only one RU e.g. RU1 which operates the complete path and is also responsible for new train composition at the handling points.

4.2.4.2. Train Running Forecast message

This message must be issued by the IM for handover points, interchange points and for the train destination as described in Chapter 4.2.4.1 (Train running forecast, General remarks).

In addition, the message must be issued by the IM to the RU for other reporting points according the RU/IM contracts (e.g. for handling points).

The main data elements are:

— path number and train number,

— scheduled departure date and time at IM location (or scheduled handover time to next IM),

— reporting point identification,

— forecasted date/time at reporting point.

4.2.4.3. Train Running Information message

This message must be issued upon:

— departure from departure point, arrival at destination,

— arrival and departure at handover points, interchange points and at agreed reporting points based on contract (e.g. handling points). — The main data elements are: — — path number and train number, — scheduled departure date and time at IM location, — most recent reporting point identification, — actual time at reporting point, — train reporting point status (Arrival, Departure, Passage, Not Specified, Departure from Origin, Arrival at Destination), — arrival track at location, — departure track from location, — booked scheduled time delta deviation minutes, — current schedule if multiple re-schedules, — For each deviation from ‘Booked Scheduled Time’ at that reporting location: — — reason code (perhaps multiple), — deviation time for this reason code (multiple reasons may be posted per reporting point), — may add free text about deviation.

4.2.5. Service disruption information

4.2.5.1. General remarks

When the RU learns about a service disruption during the train running operation for which it is responsible, it must immediately inform the IM concerned (no IT-message, e.g. orally by the driver). If necessary the RU updates the Wagon and Intermodal Unit Operational Database. If necessary the IM updates the infrastructure data in the Infrastructure Restriction Notice Database and/or the path, respectively the train database.

If the delay exceeds x minutes (this value must be defined in the contract between RU and IM) the IM concerned must send to the RU a Train Running Forecast message relating to the next reporting point.

If the train is cancelled, the IM sends a Train Running Interrupted message as specified below.

In the cases of exceptions where the RU or the IM is not able to run the train at the forecasted time, a new path according Chapter 4.2.2 (Path request) must be negotiated.

4.2.5.2. Train Running Interrupted message

If the train is cancelled this message is issued by the IM to the neighbouring IM and to the path contracted RU.

The main data elements in this message are:

— path and train number,

— location identification,

— scheduled departure date and time at this location,

— interruption reason,

— interruption description.

4.2.6. Train location

4.2.6.1. Preface

This section specifies the tracing possibility to get information about train location. The RU may send an enquiry to the IM about its trains at any time. The RU may enquire about:

— the running of the train (last recorded location, delays, delay reasons),

— a train's performance (delays, delay reasons, delay locations),

— all identifiers of a specified train,

— train forecast at a specified location,

— all train running forecasts for a specified location.

The access to this information must be independent from the communication relation RU/IM during the train running, which means that the RU must have a single ( 10 ) access address to this information. The information is based mainly on the stored message exchange as mentioned above.

4.2.6.2. Enquiry about the Train Running messages

Purpose : RU to enquire on the last recorded status (location, delays and delay reasons) of one specific train on the infrastructure of a specified IM.

Enquiry : main data elements: — train running number, — IM identifier, — scheduled departure date and time at IM location.

Response : information data: — most recent reporting location, — actual time at reporting point, — train reporting point status (Arrival, Departure, Passage, Not Specified, Departure from Origin, Arrival at Destination), — arrival track at location, — departure track from location, — booked scheduled time, — booked scheduled time delta delay, — re-scheduled time (against current schedule if multiple re-schedules), — for each delay at that reporting location: — — reason code and delay time for this reason code.

4.2.6.3. Enquiry about the Train Delay/Performance messages

Purpose : RU to enquire on all of the delays to a specific train with a particular IM.

Enquiry : main data elements: — train running number, — IM identifier, — scheduled departure date and time at IM location.

Response : information data (same information as with ‘Enquiry about train running’, not only for the most recent point but for each reporting point of the train on the infrastructure of the specified IM): — for each reporting point: — — most recent reporting location, — actual time at reporting point, — train reporting point status (Arrival, Departure, Passage, Not Specified, Departure from Origin, Arrival at Destination), — arrival track at location, — departure track from location, — booked scheduled time, — booked scheduled time delta delay, — re-scheduled time (against current schedule if multiple re-schedules), — for each delay at that reporting location: — — reason code and delay time for this reason code.

4.2.6.4. Enquiry about Train Identifier messages

Purpose : RU to enquire about the current train identifier and its previous train identifiers. Any of the train identifiers for a specific train can be used for the enquiry.

Enquiry : main data elements: — known train running number, — IM identifier, — scheduled departure date and time at the IM location.

Response : information data: — current train identifier: — — train running number, — scheduled departure date and time at the IM location, — for each other train identifier: — — train running number, — scheduled departure date and time at the IM location.

4.2.6.5. Enquiry to IM about the Train Forecast messages

Purpose : RU to enquire about the forecast time for a specified train at a particular reporting location or by missing out the reporting location, to enquire on the forecast time at the handover point from the IM.

Enquiry : main data elements: — train running number, — scheduled departure date and time at IM location, — reporting location identifier (The reporting location for which the forecast is required. This is optional and, if not stated, the response refers to the final reporting point for that IM for this train.).

Response : information data: — IM code, — reporting point identification, — forecasted date/time at reporting point.

4.2.6.6. Enquiry to IM about Trains at Reporting Location messages

Purpose : RU to enquire about all his trains at a particular reporting location on the infrastructure of a specific IM.

Enquiry : main data elements: — IM code, — reporting location identification (The reporting location for which the forecast is required. This is optional and, if not stated, the response should be the final reporting point for that IM for this train.).

Response : information data: — for each of this enquirer's trains: — — train running number, — scheduled departure date and time at IM location or scheduled handover time, — IM code, — reporting point identification, — forecasted date/time at reporting point.

4.2.7. Shipment ETI/ETA

4.2.7.1. Preliminary remark

The Chapters 4.2.2 (Path request) through to 4.2.6 (Train location) have mainly described the communication between the RU and the IM. Since the task of the infrastructure manager is the monitoring and control of the trains the key element for this communication is the train number. The wagon information part of the train composition message is relevant for checking the train composition against the IM/RU path-contract and in cases of exceptions.

The individual monitoring of wagons or intermodal units is not covered by this information exchange. This is done on the RU/LRU level based on the train related messages and is described in the following Chapters 4.2.7 (Shipment ETI/ETA) to 4.2.9 (Interchange reporting).

The wagon or intermodal unit related information exchange and updating are essentially supported by storage of ‘trip plans’ and ‘wagon movements’ (Chapter 4.2.12.2: Other databases).

As already mentioned in Chapter 2.3.2 (Considered processes), for a customer the most important information is always the estimated time of arrival (ETA) for his shipment. The wagon related ETA as well as the ETI is also the basic information in the communication between LRU and RU. This information is the main instrument for the LRU to monitor the physical transport of a shipment and to check it against the commitment to the customer.

The forecasted times in the train related messages are all related to an arrival of a train at a certain point, which may be a handover point, interchange point, the train destination or another reporting point. These are all Train Estimated Times of Arrivals (TETA). For the various wagons or intermodal units in the train, such a TETA may have different meanings. A TETA for an interchange point, for example, may be an estimated time of interchange (ETI) for some wagons or intermodal units. For other wagons remaining in the train for further transportation by the same RU, the TETA might have no relevance. It is the task of the RU receiving the TETA information to identify and process that information, store it as a wagon movement in the Wagon and Intermodal Unit Operational Database and communicate it to the LRU, if the train is not running in Open Access mode. This is now considered in the following chapters.

4.2.7.2. ETI/ETA calculation

The ETI/ETA calculation is based on the information from the infrastructure manager in charge, which sends, within the Train Running Forecast message, the Train Estimated Time of Arrival (TETA) for defined reporting points (in any case for handover, interchange, or arrival points including intermodal terminals) on the agreed train path e.g. for the handover point from one IM to the next IM (in this case TETA is equal to ETH).

For the interchange points or for other defined reporting points on the agreed train path, the RU must calculate for the next RU in the transport shipment chain, the estimated time of interchange (ETI) for the wagons and/or intermodal units.

As an RU may have wagons with different journeys and from various LRUs within the train, the interchange point for the ETI calculation for the wagons may be different. This is explained in the following two simplified examples (The pictorial representation of these scenarios is given in Annex A, Index 5, Chapter 1.4 and the sequence diagram based on example 1 for the interchange point C is shown in Annex A, Index 5, Chapter 5).

Example 1 : RU 1 has wagons No 1 and 2 from LRU 1 and wagons No 3 to 5 from LRU 2 within the same train. At the interchange point C the further transport of the wagons 1 and 2 will be done by RU 2 and for the wagons 3 to 5 by RU 3. In this case RU 1 must calculate related to the interchange point C the ETI for the wagons 1 and 2 and must send these values to LRU 1. RU 1 must also calculate related to the same interchange point C the ETI for the wagons 3 to 5 and send these values to LRU 2.

Example 2 : RU 1 has wagons No 1 and 2 from LRU 1 and wagons No 3 to 5 from LRU 2 within the same train. At the interchange point C the further transport of the wagons 3 to 5 will be done by RU 3 whereas the wagons 1 and 2 remain in the train of RU 1 until the interchange point E, where the responsibility for these wagons will be changed to RU 2. In this case RU 1 must calculate related to the interchange point C only the ETI for the wagons 3 to 5 and must send these values to LRU 2. For the wagons 1 and 2 the interchange point C is not relevant. The next relevant interchange point for these wagons is E and related to this point the RU 1 must calculate the ETI and send these values to LRU 1.

The next RU, based upon the ETI input of the preceding RU, calculates for its part the wagon related ETI for the next interchange point. These steps are effected by each succeeding RU. When the last RU (e.g. RU n) in the transport chain of a wagon receives the ETI from his preceding RU (e.g. RU n-1) for the interchange of the wagon between RU n-1 and RU n, the last RU (RU n) must calculate the estimated time of arrival of the wagons at the final destination. This is to cater for the placement of the wagons according to the wagon order and in line with the commitment of the LRU to his customer. This is the ETA for the wagon and must be sent to the LRU. It must be electronically stored along with wagon movement. The LRU must grant access to the customer for his relevant data, according to contractual conditions.

Remark on intermodal units: for the intermodal units on a wagon, the wagon ETIs are also ETIs for the intermodal units. Regarding the ETAs for intermodal units it should be noticed, that the RU is not in the position to calculate such an ETA beyond the rail transportation part. Therefore the RU can only deliver ETIs related to the intermodal terminal.

The Lead RU is responsible for the comparison of the ETA with the commitment to the customer.

Deviations of the ETA against the commitment to the customer must be handled in accordance with the contract and may lead to an alert management process by the LRU. For the transmission of information on the result of this process is foreseen the Alert message.

As a basis for the Alert management process the LRU must have the possibility for a wagon related enquiry on deviations. This enquiry of an LRU and the response from an RU is also specified below.

4.2.7.3. Wagon ETI/ETA message

Purpose : sending ETI or updated ETI from one RU to the next in the transport chain. The last RU in the transport chain of the wagons sends the ETA or updated ETA to the LRU.

Main data elements : — RU identification which has produced the ETI or ETA, — departure or previous interchange station (ETI or departure time at origin station), — train number starting from departure or previous interchange station (from ETI or departure time at origin station), — actual departure date and time of the train, — arrival or next interchange station (ETI/ETA end), — train number arriving at the ETI/ETA end station (arrival or next interchange station), — arrival date and time of the wagon (ETI or ETA).

4.2.7.4. Alert message

Purpose : following the comparison between ETA and commitment to the customer, the LRU may send an Alert message to the RUs involved.

Main data elements : — wagon number, — commitment to the customer: arrival date and hour, — actual ETA: date and time.

Remark: In case of Open Access the calculation of ETI and ETA is an RU internal process. In this case the RU is the lead RU itself.

4.2.7.5. Enquiry about Wagon deviation messages

Purpose : LRU to enquire on the deviations to a specific wagon.

Enquiry : main data elements: — wagon number, — LRU identifier.

Response : Information data: — for each reporting point: — — reporting location, — wagon reporting point status (departure, yard arrival, yard departure, interchange arrival, arrival at destination yard), — responsible RU at reporting location and according wagon reporting point status, — re-scheduled time (against current schedule if multiple reschedules), — ETI, if reporting point is an interchange point, — actual time at reporting point, — for each deviation at that reporting point: — — reason code and delay time for this reason.

4.2.8. Wagon movement

4.2.8.1. Preliminary remarks

For the reporting of the movement of a wagon, the following data must be stored and electronically accessible. They must be also e