REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE COMMITTEE OF THE REGIONS on the profile and tasks of other train crew members
Date: 2013-01-30
Institutions: European Commission
Subjects: carriage of passengers, crew, job description, job mobility, professional qualifications, rail transport, recognition of vocational training qualifications, transport company, transport safety, vocational training

EUROPEAN 
COMMISSION 

Brussels, 30.1.2013  
COM(2013) 33 final 

REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE 
COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE 
COMMITTEE OF THE REGIONS 

on the profile and tasks of other train crew members 

(Text with EEA relevance) 

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REPORT FROM THE COMMISSION TO THE EUROPEAN PARLIAMENT, THE 
COUNCIL, THE EUROPEAN ECONOMIC AND SOCIAL COMMITTEE AND THE 
COMMITTEE OF THE REGIONS 

on the profile and tasks of other train crew members 

(Text with EEA relevance) 

INTRODUCTION 

1. 
Directive 2007/59/EC1 on the certification of train drivers operating locomotives and trains on 
the  railway  system  in  the  Community  establishes  the  minimum  requirements  an  applicant 
must meet to obtain a train driver’s licence or a harmonised complementary certificate. 

The  main  aim  of  that  Directive  was  to  make  it  easier  for  train  drivers  to  drive  in  other 
Member States and to move from one Member State to another, but also to make it easier for 
them to move from one railway undertaking to another, and, more generally, for licences and 
harmonised complementary certificates to be recognised by all railway sector stakeholders. 

Since  the  entry  into  force  of  Directive  2007/59/EC,  the  Commission  has  already  adopted 
additional legislation, in accordance with the provisions set out in the Directive. 

By its decision of 29 October 20092, the Commission adopted basic parameters for registers 
of  train  driving  licences  and  complementary  certificates,  pursuant  to  Article 22(4)  of 
Directive 2007/59/EC. 

On 3 December 2009, as required by Article 4(4) of Directive 2007/59/EC, the Commission 
adopted  Commission  Regulation  36/20103  on  Community  models  for  train  driving  licences, 
complementary certificates, certified copies and application forms for train driving licences. 

The  Commission  also  adopted  a  Decision  on  22  November  20114  on  criteria  for  the 
recognition  of  training  centres  involved  in  the  training  of  train  drivers,  on  criteria  for  the 
recognition of examiners of train drivers and on criteria for the organisation of examinations 
in accordance with Directive 2007/59/EC of the European Parliament and of the Council, as 
well as a Recommendation5 dated 22 November 2011 on the procedure for the recognition of 
training centres and of examiners of train drivers in accordance with Directive 2007/59/EC of 
the European Parliament and the Council. 

While  Directive  2007/59/EC  does  not  cover  other  train  crew  members  performing  safety-
critical tasks, Article 28 states that the Commission shall present a report and, if appropriate, 
bring forward a legislative proposal on a certification system for the other crew members on 
the basis of a report prepared by ERA. The Agency shall identify the profile and tasks of other 
crew  members  performing  safety-critical  tasks  whose  professional  qualifications  contribute 
accordingly to railway safety which should be regulated at European Union level by means of 

1 
2 
3 
4 
5 

OJ L315 3.12.2007. 
OJ L8 13.1.2010. 
OJ L13 19.1.2010. 
OJ L314 29.11.2011. 
OJ L314 29.11.2011. 

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a  system  of  licences  or  certificates  which  may  be  similar  to  the  system  established  by  this 
Directive. 

The motivation for such a request was to increase the freedom of movement of workers and 
safety  on  EU  railways;  for  this  purpose  special  attention  should  be  paid  to  other  crew 
members performing safety-critical tasks on locomotives and trains. Minimum requirements 
concerning  medical  fitness  and  professional  qualifications  are  already  set  out  in  the  TSI  on 
operation  and  traffic  management.  However,  as  that  TSI  is  implemented  via  national 
implementation plans, and to some extent only applies to cross-border services, there is some 
legal  uncertainty  about  the  implications  of  accepting  such  staff  in  the  safety  certification 
process  of  railway  undertakings,  as  well  as  in  terms  of  mobility  between  railway 
undertakings. This is why the Agency was requested to prepare a report on the certification of 
other crew members performing safety-critical tasks. 

This  Communication  takes  into  account  the  report6  prepared  by  the  European  Railway 
Agency  (ERA),  after  consulting  stakeholders,  which  was  delivered  to  the  Commission  in 
2010. Before adopting this communication, the Commission services discussed the results of 
the  ERA  report  with  the  social  partners  in  the  context  of  the  sectoral  Social  Dialogue 
Committee.  

This  Communication  focuses  on  other  crew  members  for  passenger  trains.  Freight-related 
common tasks are linked to preparing the freight train rather than during the train run. Train 
preparation does not necessarily require staff accompanying the train. 

2. 

LEGISLATIVE FRAMEWORK 

The applicable legislative framework includes mainly: 

• 

• 

Directive  2004/49/EC  on  railway  safety,  which  establishes  a  common  approach  to 
safety.  This  directive  provides  a  system  of  certification  of  railway  undertakings 
which includes, within the safety management system, responsibility for defining and 
carrying out staff training; 

Directive  2008/57/EC  on  railway  interoperability,  which  establishes  the  framework 
for the definition of requirements applicable to the railway system components in the 
form of technical specifications for interoperability (TSIs). These TSIs also include 
requirements  for  staff  involved  in  the  operation  and  maintenance  of  the  railway 
system  in  the  form  of  minimum  professional  qualifications  and  health  and  safety 
conditions. 

3. 

THE CURRENT SITUATION AS REGARDS JOB PROFILES AND TASKS OF OTHER CREW 
MEMBERS PERFORMING SAFETY-CRITICAL TASKS 

3.1. 

Regulation of tasks in passenger services 

In its report, ERA collected data on the number of other crew members, provided by several 
railway  undertakings  in  11  Member  States.  By  extrapolation,  the  number  of  other  crew 
members  for  passenger  trains  is  estimated  at  70 000  in  Europe,  including  Switzerland  and 
Norway. 

6 

Report on the profile and tasks of the other crew members performing safety-critical tasks under article 
28  of  Directive  2007/59/EC.  Interoperability  Unit  ref  ERA/REP/14-2010/INT  of  27.09.2010.  Not 
published 

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Nearly all Member States7 (20 out of 22) regulate the profession, although in different ways 
and with different levels of detail. However, pursuant to Directive 2004/49/EC8 on safety on 
the  European  Community’s  railways  and  amending  Council  Directive  95/18/EC  on  the 
licensing  of  railway  undertakings  and  Directive 2001/14/EC  on  the  allocation  of  railway 
infrastructure  capacity  and  the  levying  of  charges  for  the  use  of  railway  infrastructure  and 
safety  certification  (the  Railway  Safety  Directive),  decisions  relating  to  the  way  in  which 
tasks must be performed should be taken at the level of the railway undertaking. 

Of the 20 Member States, 14 also regulate profiles and tasks at national level. 

An analysis of all the tasks of other train crew shows that: 

• 

• 

59  tasks  have  been  identified  as  tasks  carried  out  by  other  crew  members  in 
passenger  services,  of  which  48  are  operational  safety  tasks  and  11  are  typical 
commercial tasks that must be carried out during the train journey (ticket inspection, 
customer announcements ...); 

21  of  the  48  operational  safety  tasks  are  regulated  in  the  14  Member  States  that 
regulate  tasks  in  passenger  services  at  national  level.  These  21  operational  safety 
tasks  are  closely  linked  to  Annex  J  of  TSI  OPE9  on  the  minimum  elements  with 
respect to professional qualification for the tasks associated with the accompanying 
of trains. 

3.2. 

Identification of profile patterns in passenger services 

Many of the job profiles for other crew members in passenger services have been identified. 
Two  profile  patterns  (PP1  and  PP2)  have  been  introduced  as  the  common  core  tasks  of 
different job profiles from different Member States; they are detailed in the Annex. Although 
the majority of the tasks assigned are similar in the two profile patterns, the main difference 
between  PP1  and  PP2  concerns  ‘train  preparation’.  While  PP1  includes  almost  all  the  tasks 
related to train preparation, only one train preparation task is assigned to PP2. 

Within these two profile patterns, common safety-critical tasks have been identified such as: 
the door closure procedure, train departure and passenger evacuation in the event of degraded 
and emergency situations. Most of the railway undertakings have implemented a certification 
system for PP1, but not for PP2. 

3.3. 

Basic requirements and certification 

The  basic  requirements  for  minimum  age,  education,  linguistic  skills,  medical  and 
psychological  checks  and  the  professional  competences  required  to  become  other  crew 
members  are  already  very  similar  throughout  the  EU.  These  basic  requirements  are  almost 
identical for the two profiles and are already covered by TSI OPE, which, however, currently 
concerns only cross-border traffic. 

Nine Member States have binding rules for railway undertakings on procedures for assessing 
other  crew  members.  In  13  Member  States  there  are  national  regulations  governing  training 
provisions to ensure that knowledge and skills are maintained at least to a standard level and 
to  manage  the  level  of  competence.  For  passenger  services,  railway  undertakings  generally 

7 

8 
9 

Data from some Member States were insufficient to be taken into account. Information from Norway is 
included. 
OJ L220 21.6.2004. 
Commission  Decision  of  11  August  2006  concerning  the  Technical  Specification  for  Interoperability 
relating  to  the  subsystem  Traffic  Operation  and  Management  of  the  trans-European  conventional  rail 
system  (notified  under  document  number  C(2006)  3593)  as  amended  by  Decision  2010/640/EU, 
Decision 2009/107/EC and Decisions 2008/231/EC, OJ L 359, 18.12.2006. 

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provide in-house training and examinations. The training course generally lasts between 4 and 
16 weeks. 

Railway  undertakings  have  developed  specific  procedures  in  passenger  services  to  maintain 
skills at the appropriate level. They organise regular or continuous training courses at variable 
intervals;  in  12  of  them,  intermittent  assessment  procedures  have  been  established,  varying 
from every 3 months to every 3 years. 

National  Safety  Authorities  are  already  able  to  assess  compliance  with  the  minimum  basic 
requirements  related  to  other  train  crew  through  the  certification  of  the  Safety  Management 
Systems of railway undertakings under Annex III point (e) of Directive 2004/49/EC. 

3.4.  Mobility of workers 

The  number  of  crew  members  changing  of  companies  could  be  annually  between  2000  to 
4000  if  a  crew  member  changes  1  to  2  times  during  his  35  years  career,  as  there  are  about 
70000 other crew members in Europe. This figure does not take into account the fact that staff 
also leave their job for another activity, within the rail sector or outside it, or that staff may be 
transferred  when  a  new  company  takes  over  the  staff  of  a  previous  company  under  a  new 
Public Service Obligations contract. 

Several railway undertakings have not experienced worker mobility because they are the sole 
or  government  railway  undertaking.  However,  even  those  which  do  have  some  experience 
impose  specific  company  training  courses  when  they  recruit  new  on-board  members  from 
other  railway  undertakings.  The  reason  for  this  specific  supplementary  training  is  the 
difference  in  rolling  stock  and  infrastructure.  There  could  also  be  different  procedures  in 
different railway undertakings. 

Small companies have more experience with the mobility of workers because they hire crew 
members  from  the  incumbents.  However,  there  is  no  evidence  that  the  absence  of  a 
certification scheme for other train crew is a barrier to mobility and the Commission has not 
received any complaints on this issue.  

3.5. 

Homogeneity with respect to professional qualifications 

There is a wide variety of job profiles throughout the European Union. 

At this stage, it would not be appropriate to harmonise all these for the following reasons: 

• 

• 

On the one hand, both the ‘door closing’ and ‘train departure (operations completed)’ 
tasks are operational procedures that could vary from one company to another due to 
different  technical  solutions.  They  should  remain  at  the  level  of  the  company  and 
should not be regulated at EU level. 

On the other hand, the remaining common tasks are all related to passenger safety. 
They are generally regulated at national level and are defined at EU level: 

– 

– 

passenger protection in degraded and emergency situations; 

passenger evacuation in emergency situations. 

According  to  point  4.6  and  Annex  J  on  the  minimum  elements  relevant  to  professional 
qualification for the tasks associated with accompanying trains of TSI OPE, all professional 
staff  should  have  the  required  knowledge  to  manage  degraded  operations,  train  evacuation 
and  passenger  safety  and  the  ability  to  put  that  knowledge  into  practice.  Also,  according  to 

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point 4.6.1 on the tunnel-specific competence of the train crew and other staff of TSI SRT10, 
‘all  train  crew  shall  have  knowledge  of  the  appropriate  safety  behaviour  in  tunnels  and  in 
particular be able to evacuate a train in a tunnel. This involves instructing the passengers to 
go to the next coach or to exit the train, and to lead them outside the train to a safe place’. 

An  improvement  of  the  current  framework  would  consist  in  detailing  or  extending  the 
requirements for tasks which already exist in TSI OPE, so that Annex J covers all the tasks 
identified in profile patterns PP1 and PP2 of other crew members. 

3.6. 

Recognition of professional qualifications 

The recognition of professional qualifications is not often regulated in the case of other crew 
members in passenger services. Indeed, only five Member States have a certification system 
regulated by national binding rules for passenger trains. They all concern PP1 and for four of 
them  the  certificates  are  issued  by  the  NSA.  For  the  fifth  the  certificate  is  issued  by  the 
railway undertaking. In freight services there is a certification system in five Member States 
out of nine and in all of them the NSA or the competent ministry is responsible for issuing 
certificates. 

This situation seems to be a barrier to the Single European Rail Area because the only pre-
condition  for  a  railway  undertaking  to  operate  in  one  Member  State  within  the  current 
legislative framework should be to obtain a safety certificate (part A and part B). However, 
Member States may have national rules on this aspect, if it is not yet covered by TSIs, and, as 
already  explained  in  section  3.3,  the  TSI  on  operation  and  traffic  management  is  only 
applicable to cross-border services as far as professional qualifications are concerned. Against 
this background extension of the scope of that TSI to domestic services is important and ERA 
should be mandated to prepare a recommendation for that extension.  

3.7. 

Potential  benefits  of  a  European  system  attesting  the  competences  of  crew 
members with safety-critical tasks 

Article  13(3)  of  the  Railway  Safety  Directive  (Directive  2004/49/EC)  already  provides  that 
‘When  recruiting  new  train  drivers,  staff  on  board  trains  and  staff  performing  vital  safety 
tasks, railway undertakings must be able to take into account any training, qualifications and 
experience  acquired  previously  from  other  railway  undertakings.  For  this  purpose,  such 
members  of  staff  shall  be  entitled  to  have  access  to,  obtain  copies  and  communicate  all 
documents attesting to their training, qualifications and experience’. 

For  the  tasks  of  other  crew  members  performing  safety-critical  tasks,  further  harmonisation 
could  be  a  solution  to  facilitating  the  mobility  of  workers  without  this  having  a  negative 
impact on the level of safety. The target should be that a railway undertaking employing other 
crew  members  should  be  able  to  take  into  account  competences  acquired  earlier  on  safety-
critical tasks and should limit additional training as far as possible at a lower cost. A common 
scheme at European level should allow this target to be achieved. 

The focus should be on railway-specific tasks, such as passenger assistance in degraded and 
emergency situations. With the opening-up of the market in international passenger services 
on 1 January 2010 it would be logical for the competence developed by other crew members 
regarding passenger protection and evacuation in degraded and emergency situations to be the 
same from one company to another throughout the European Union. This would facilitate a 
common  understanding  and  would  have  an  added  value  for  passenger  safety.  It  could  also 

10 

Commission Decision of 20 December 2007 concerning the technical specifications of interoperability 
relating to ‘safety in railway tunnels’ in the trans-European conventional and high-speed rail system 
(notified under document C(2007)6450), OJ L64 of 7 March 2008. 

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have a positive impact on the mobility of workers. These common tasks are generally the ones 
already listed in Annex J, point 3 of the TSI OPE. 

Such  an  objective  becomes  even  more  important  with  the  opening  up  of  the  domestic 
passenger market proposed in the context of the fourth railway package. 

On the other hand, tasks that are procedure-related and rolling-stock dependent, such as door 
closure, which may vary from one company to another (due to different technical solutions), 
should  not  be  considered.  A  crew  member  who  moves  to  a  different  railway  undertaking 
would  indeed  need  specific  training  in  the  procedures  of  that  railway  undertaking  and  its 
rolling stock. 

4. 

TASK-ORIENTED  ATTESTATION  OF  RISKS  AND  PASSENGER  ASSISTANCE  TRAINING 
DELIVERED BY THE RAILWAY UNDERTAKING 

With  a  view  to  recognising  the  competence  developed  by  a  crew  member  to  provide 
assistance and ensure passenger safety in the event of degraded and emergency situations, the 
Commission  intends  to  develop  at  European  level  an  attestation  of  the  risks  and  passenger 
assistance  training  delivered  to  the  job  holder  in  compliance  with  all  the  minimum  basic 
requirements concerning other crew members from the TSI OPE. 

The  delivery  of  these  attestations  should  be  the  responsibility  of  railway  undertakings 
employing or contracting workers, and should be based on a two-level system, using a set of 
minimum  requirements  established  at  EU  level  and  additional  requirements  established  at 
company  level.  This  training  could  also  be  provided  by  a  training  centre  external  to  the 
railway undertaking, but the attestation should be delivered by the railway undertaking under 
its responsibility. 

The attestation process should be developed around four important points: 

• 

• 

• 

• 

Railway  undertakings  should  organise  training  sessions  on  the  railway  operation 
risks  related  to  passenger  safety  and  passenger  assistance.  This  training  would  be 
covered by the Safety Management System (SMS) of the railway undertakings and 
be based on requirements clearly specified in OPE TSIs. 

At the end of the training course, railway undertakings should issue a “attestation of 
risks  and  passenger  assistance  training’,  provided  under  their  Safety  Management 
System,  to  the  other  crew  members.  This  should  cover  all  the  harmonised  skills 
provided  in  TSI  OPE  as  a  minimum  and  should  also  mention  any  additional  skills 
acquired during the training course. 

This  attestation  should  be  valid  throughout  the  European  Union  and  must  be  taken 
into account by the railway undertakings when they recruit staff. 

The  attestation  delivered  to  the  job  holders  (other  crew  members)  becomes  their 
property. They would then have the opportunity to use this attestation again should 
they wish to change company. 

This  attestation  scheme  does  not  impose  any  additional  training,  other  than  that  currently 
required  within  the  framework  of  the  safety  management  system  and  already  defined  in  the 
TSI OPE. 

The  attestation  issue  should  remain  at  company  level  for  both  administrative  and  economic 
reasons,  to  avoid  additional  costs  for  railway  undertakings  as  well  as  important  additional 
tasks for NSAs. 

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The format and content of the attestation might mirror to a certain extent the requirements set 
out in Regulation 36/2010/EC for the complementary certificates of train drivers, adapted to 
this specific purpose. 

Article 13(3) of the Railway Safety Directive already provides a legal base for this attestation; 
where appropriate the Commission will propose a minor modification of Annex III in order to 
clarify this aspect. In addition the Commission will propose an update to TSI OPE to specify 
the scope of the training attestation and the TSI OPE. 

Additional  tasks  (whether  or  not  safety  related)  and  additional  requirements  concerning 
professional qualifications may be foreseen at company level without impeding the mobility 
of workers. 

Recognising other crew members’ competence at EU level would have an added value for the 
safety  of  passengers  and  could  have  a  positive  impact  on  the  mobility  of  workers,  while 
reducing the cost of redundant training for railway undertakings. 

The representatives of railway undertakings and  of infrastructure managers (CER and EIM) 
consider  that  existing  legislation  provides  already  all  the  necessary  requirements  and  that  a 
certification  or  licensing  system  for  other  crew  members  should  not  bring  any  useful  new 
element  to  those  already  defined,  but  could  involve  high  costs.  On  the  other  side,  ETF,  the 
European  Transport  Workers'  Federation  demands  a  European  certification  scheme  for  on-
board  personnel,  including  a  licence  delivered  by  the  national  safety  authorities  and  a 
complementary certificate delivered by the railway undertaking. 

5. 

REGULATION  BY  MEMBER  STATES  OF  SAFETY-CRITICAL  TASKS  PERFORMED  BY 
OTHER CREW MEMBERS 

As  mentioned  in  section  2.1,  most  Member  States  have  defined  national  binding  rules  to 
regulate the profession in different ways and with different degrees of detail. 

Those national binding rules, which have been established by the national authorities or have 
been  transferred  from  the  national  company  to  the  national  level,  must  be  applied  by  all 
railway undertakings operating in those Member States. 

Generally  speaking,  these  regulations  seem  not  to  be  fully  compliant  with  European 
legislation for three reasons: 

• 

• 

• 

They  are  not  fully  compliant  with  TSI  OPE,  which  stipulates  what  must  be  done, 
since some Member States prescribe how it must be done. 

Regulation at national level seems to restrict business and particularly the mobility of 
workers.  Moreover,  those  company  rules  (indirect  rules)  which  become  national 
binding rules give historical railway undertakings a clear competitive advantage.  

When  national  authorities  establish  detailed  operational  procedures,  they  take  over 
responsibilities  that  should  fall  on  the  railway  undertakings  and  the  infrastructure 
managers.  The  detailed  regulation  of  tasks  at  national  level  could  limit  the 
responsibilities  of  the  railway  undertakings  and  might  be  in  contradiction  with 
Article 4(3) of the Safety Directive. 

Unless there is some particular aspect of a network that requires specific rules, rules relating 
to the way in which the tasks must be performed should be made at the level of the railway 
undertaking and not at national level. Indeed, even if the procedures change from one railway 
undertaking to another, what is important is that the task is performed. 

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Consequently,  the  Commission  intends  to  ask  the  Member  States  to  review  those  of  their 
national  regulations  that  are  required  to  be  in  line  with  TSI  OPE.  This  will  be  done  in  the 
context  of  the  implementation  of  the  Railway  Safety  Directive  and  the  analysis  of  national 
safety rules currently being conducted by ERA. 

6. 

CONCLUSION: NEXT STEPS 

The  Commission  will  request  the  European  Railway  Agency  to  develop  for  other  crew 
members the necessary provisions for an attestation focused on passenger safety issues. The 
Agency  will  identify  the common safety-critical tasks of other crew members not related to 
vehicle  design/rolling  stock  and  will  define  the  content  of  the  training  attestation  and  the 
scope  of  Annex  J  of  TSI  OPE.  The  Agency  will  develop  a  model  of  attestation  training  in 
safety-critical  tasks,  to  be  delivered  to  the  job  holder.  An  amendment  in  Annex  III  to  the 
Railway Safety Directive will make a provision for this attestation process to be part of the 
Railway Undertaking Safety Management System. 

The need of this attestation scheme is reinforced with the domestic passenger market opening 
proposed within the fourth railway package.  

The  Commission  will  ask  the  European  Railway  Agency  to  include  in  its  analysis  of  the 
National  Safety  rules  a  specific  chapter  on  the  national  binding  rules  related  to  other  crew 
members  and  to  what  extent  they  go  beyond  their  scope.  Should  these  rules  be  non- 
compatible  with  EU  legislation,  the  Commission  could  take  appropriate  measures  to  ensure 
their correct application.  

Other crew members form a professional group that plays an important role for a safe railway 
system  with  respect  to  operational  safety  and  to  passenger  safety  and  security.  The 
Commission  believes  that  its  proposals  will  reinforce  the  safety  performances  and  improve 
the  quality  of  this  important  railway  profession  as  well  as  supporting  the  mobility  of  its 
workers. 

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ANNEX 

Description of the main tasks within the profile patterns (PP) 

In  all,  17  tasks  are  assigned  to  PP1  and  regulated  in  at  least  50%  of  the  11  Member  States 
where PP1 exists. These tasks are: 

• 

• 

• 

Check train composition: 

– 

– 

‘Check train composition’ 

‘Check train composition document/documentation’ 

Checks and test before departure: 

– 

– 

‘Brake status/braking system’ 

‘Train signals in place’ 

Train departure at any station: 

– 

– 

‘Door closing’ 

‘Train departure (operations completed)’ 

• 

Train run: 

– 

– 

‘Emergency brake –reset after use and report to the driver’ 

‘On-board communication (in particular passenger safety)’ 

• 

Operation in degraded mode: 

– 

– 

– 

‘Passenger protection’ 

‘Train departure’ 

‘Reporting on any unusual occurrences’ 

• 

Operation in emergency situations: 

– 

– 

– 

– 

– 

– 

‘Decision on train stop’ 

‘Passenger protection’ 

‘Passenger evacuation’ 

‘Train departure –operation completed–‘ 

‘Informing/communicating with driver’ 

‘Informing/communicating with railway undertaking’ 

Concerning  PP2,  there  are  only  five  tasks  that  are  assigned  to  PP2  and  regulated  in  at  least 
50 % of the six Member States where PP2 exists. These tasks are: 

• 

• 

Train departure at any station: 

– 

– 

‘Door closing’ 

‘Train departure (operations completed)’ 

Operation in degraded mode: 

– 

‘Passenger protection’ 

EN 

10 

   EN 

 
 
• 

Operation in emergency situations: 

– 

– 

‘Passenger protection’ 

‘Passenger evacuation’ 

The  ‘shunting’  task  is  assigned  in  different  ways  in  Member  States  and  is  not  taken  into 
account in these profile patterns.  

EN 

11 

   EN