Following the entry into force of the new Telematics TSI on 2 March 2026, ERA and the European Commission are providing answers to stakeholders' questions and building a growing knowledge base to support implementation across the European rail sector.
The entry into force of the new Telematics Applications TSI, on 2 March 2026, marked an important step in the digital transformation of the European railway system.
To support implementation and facilitate dialogue with stakeholders, ERA organised a dedicated webinar on 10 March 2026, which attracted strong interest from across the sector and generated a large number of questions from participants.
This page brings together a selection of those questions, along with joint answers provided by the Agency and the European Commission. The topics covered include governance, interoperability, APIs, ontology, traffic management, passenger information, cybersecurity and data exchange.
This page is intended to evolve over time and progressively become a practical reference point for stakeholders working with the Telematics TSI. Additional questions and answers may therefore be added regularly as discussions with the sector continue.
For readability purposes, some questions have been slightly edited or shortened. However, their original meaning and substance have not been altered.
| Question | Answer |
|---|---|
| What is ERA's position on the long-term coexistence and eventual convergence of Company Codes (RICS/UIC) and Organisational Codes (ERA Knowledge Graph)? Is there a formal roadmap for harmonisation, or will both coding systems remain in parallel indefinitely? | The organisation codes and the RICS codes will exist in parallel, clearly split by the geographical scope between Non-EU and EU countries. For non-EU countries only the RICS codes continue to apply for which UIC remains responsible, but a harmonisation between RICS and Organisation codes is in place, based on an agreement ERA - UIC. For EU countries, only organisation codes apply for which ERA is responsible. |
| Will ERA establish a monitoring mechanism to ensure that IMs' national implementation tools remain aligned with the official TEL TSI schemas? Without such oversight, multinational (multinetwork) RUs face an exponentially growing burden of mapping diverging national implementations into a single canonical data model - effectively shifting the harmonisation cost entirely onto those the TSI is meant to benefit. | Yes, the monitoring of the implementation is part of the TSI in art 18. In addition, there is a now a process in place to clean network specific parameters and ensure a unity of the schemas used across networks (art 11). |
| Appendix B of the new TEL TSI lists a number of open points to be closed by 31 December 2028. Does ERA have a published work programme with milestone dates for each open point, how this process is planned to be orchestrated? | The planning is available internally and will be reflected in the published work programme of the Agency. |
| Article 21 defines Cooperation and Coordination, including a milestone requiring a commonly defined specification for a Common Union API by 30 September 2027. How is this process planned to be orchestrated who leads it, which stakeholders are involved, and what is the governance structure? | IMs are mandated to deliver to ERA common sector specifications through ENIM/NC (art 21(1)). F-RUs (art 21(2)), respectively terminals (art 21(3)) are also required to cooperate. Corresponding governance structure are respectively to be reflected at sector level where established organisations (e.g. Raildata and FTE, respectively UIRR) are expected to play a role and establish synergies with IMs/NC digital tools. Article 21 clarifies as follows how the sector is to deliver inputs to ERA at the latest by september 2027 in preparation for ERA 2028 Recommendation: (1) IMs are to deliver through ENIM i.e. via the Network Coordinator (NC), common sector specifications of the digital tools (APIs and web UIs) already established at EU level and further managed by the NC |
| The new TEL TSI and EU Capacity Regulation together introduce a new message architecture (TCMs, WSMs, ECNs, etc.). Could ERA clarify the intended routing model, specifically, which messages are expected to be exchanged peer-to-peer (RU IM or RU-RU bilaterally) and which would flow through a central broker or hub platform? Who are the designated message recipients for each message type? | Art 14 provides the possibility to telematics stakeholders, in particular railway undertakings, to chose between sending peer-to-peer messages through APIs or use a web UI (the Union one-stop-shops ("common/central Union web UIs") or those available at IM level) to manually type in the information required and generate those messages. However, infrastructure Managers have the obligation to both send peer-to-peer messages through APIs and make data available centrally at IM and at EU level. Migrating from human-to-machine data sharing (use of web UIs) to machine-to-machine data sharing (use of APIs) is for applicants and railway undertakings to be based on business needs. Here is an overview per message type:
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| The new TEL TSI transfers governance of shared location and organisation reference data - including border crossing points (SLC 03) , DIUMs (SLC 42) , terminal codes (SLC 57) etc& from legacy UIC/UIRR governance structures to ERA. How will ERA ensure continuity, completeness and timely updates of this reference data in practice? What is the process for freight stakeholders (RUs, terminal operators) to submit new entries or corrections? | The documentation related to the process for the allocation of those codes is due by ERA (art 9(2)) by 2.9.2026. |
| How the Telematics TSI is to support the future of ATO GoA4 applications in Europe? | Synergies between CCS and TMS (telematics applications), including future automation of traffic management data sharing for ATO purposes, is part of the work of the Europe's Rail Joint Undertaking. As part of it, ERJU delivered to ERA the CCS/TMS data model as an extension of ERA Ontology. With the integration of the telematics data model in the Ontology, ERA will now further work on the re use of telematics data for the safety of operations, including CCS use cases where relevant. This exercise will also be part of future ERA work on the digitalisation of operational communications, including the automation of data sharing for ATO purposes. |
| Is there already a plan for a SaaS that would work with Telematics out of the box or it will always be just a standard? :) | The TSI will always be "just a regulation". However the market actors may provide the services as SaaS, which is the case for some parts of the TSI, such as path allocation and the real-time data provision. |
| Is there also something foreseen to communicate Incidents ongoing on the network? | See TrainRunningInformationMessage, TrainRunningForecastMessage and TrainRunningInterruptionMessage. |
| If planners collect data, does the TSI Telematics then oblige public sharing of timetables for ticketing, and real-time timetables for updated information? How can we improve data quality on a European level? | The timetable data must be provided via the NAP, publicly and free of charge (art 6). This includes as well to respect the data quality criteria as set-out by the TSI. |
| There is OSDM missing as a standard | No, OSDM is part of the TSI for the functions availability, reservation and cancellation, see the ERA TD B.5 - Annex B1 |
| Do the data shared within the Telematics TSI have any safety level? Will it be reliable enough to be used in safety use cases, for exemple show the location of trains within a control centre? | See Annex 1.1 In addition to the levels of integrity and dependability set out in the ERA ontology, ERA technical documents 104 and [106, for the storage or sharing of data pursuant to the TSI, data holders and data recipients may apply additional levels where such data is intended to be used for the safety of operations not covered by the control command and signalling subsystems. Such additional levels are identified as an ‘open point’ to be closed with further ERA recommendations. The TSI however allows data stored or shared pursuant to the TSI to be used in operation by telematics stakeholders for the safety of operations. In such a case, involved telematics stakeholders shall set out suitable additional levels of integrity and dependability in their safety management system (SMS) based on common safety methods for risk evaluation and assessment (CSM RA) and specified through agreement. However such an agreement shall not constitute an obstacle to access the network. Where such additional levels are agreed by telematics stakeholders, ERA shall be informed of such inputs that are relevant for ERA to close corresponding open points. |
| I think it's strange that OSDM is missing as a multimodal European Standard. | No OSDM is part of the TSI for the functions availability, reservation and cancellation, see the ERA TD B.5 - Annex B1 |
| What measures or incentives could convince wagon owners to invest in equipping their wagons with digital technologies? | Equipment of wagons with telematic devices is not directly requested by the TSI. Generally, investments should be driven by customer needs and satisfaction. Where such needs are not met despite of the market demand and the expected benefit for the society (e.g. growth of the rail market and associated modal shift), additional regulation could be justified. |
Does Telematics TSI provide improvements for integration between:
| On Train Management Systems (TMS) and Railway Undertakers (RU), the TSI clarifies that reporting of train traffic data is exclusively to be handled by IMs. Where RUs have additional information, they are to share it with IMs so that corresponding information can be integrated by IMs in the calculation of corresponding estimated time of arrival, and make it available centrally |
| Is Air Transport well integrated and specified in this TSI? | This TSI relates only to rail services. Communications with other transport modes are specified in point 4.9 of the Annex to the TSI |
| Will be the TSI Tel. connected with the requirements for ECTS`? | It is so far only in relation to train preparation, see in particular recital (40) and point 2.5 in the Annex |
| Will we see other technical documents referenced by the TEL TSI migrate to CEN (or similar) standards in future? | Indeed, all requirements for passenger information and ticketing are meant to migrate to CEN standards A first step has been taken with this TSI with data format now exclusively relying on NeTEx/SIRI standards. In the future, it will also covers requirements for API and barcodes currently covered by specific ERA Technical Documents. See in particular point (e) in article 23 https://eur-lex.europa.eu/eli/reg_impl/2026/253/oj#art_23 |
| What are the relationships and the coherence between the RINF and the infrastructure description as mentioned in the Telematics TSI? Is there a risk of discrepancy between the Telematics data and the RINF and if so, how is it mitigated? | Data quality in RINF remains the responsibility of Infrastructure Managers, which must ensure consistency of the data provided based on the harmonised specifications published by ERA. |
| What is the specific benefit of ontology for the sector? | The ERA Ontology is the human and machine-readable Vocabulary/Ontology containing the concepts and relationships linked to the sectorial legal framework and the use cases under the Agency´s remit. It delivers clear definitions, cross links between domains of usage (such as RINF, TELEMAITCS etc) and tools for data serialisation to achieve interoperability. |
| Is Telematics TSI also relevant for TMS (Traffic Management System)? | Traffic management is one of the process in scope of the TSI (see article 1) Data shared via and with Traffic Management Systems is indeed regulated by the TSI Telematics i.e. Reporting of train traffic data defined in points 2.5 and 2.6 of the Annex |
| Will there be gap analysis or other form of support to comply to new aspects? | New aspects for telematics have to be discussed in the telematics TSI revision, where the agency will soon launch a working party. |
| Does Telematics TSI provide signalling which is just used as diagnostics (lat-lon, temperature etc.) purposes? | No currently, the telematics TSI does not currently cover maintenance related functions. Only Lat-lon can be transmitted at train-level. Corresponding inputs are welcomed in the context of the TSI revision process and in particular ERA's work on the digitalisation of operational communications. |
| The previous TAF&TAP TSIs mainly described messages between involved actors. This TSI includes same interfaces (adapted to the ERA ontology) and the specific systems involved in such data transmission? | Yes, this TSI contains the same interfaces as the predecessor TSIs TAF and TAP. |
| Is "common reference data" (13 Dec. 2026) meaning stops/lines/theoretical timetables published as open-data? | It means location and organisation codes More details in Articles 8 and 9 of the TSI https://eur-lex.europa.eu/eli/reg_impl/2026/253/oj#art_8 |
| TSI focuses on data structures, roles & responsibilities and processes. That is good. As a metaphor we speak about how messages are being written on which paper, in which envelope someone has to send it, how, etc... but how do we ensure that the recipient speaks the same language as the sender? Or to say it differently if a shunting in a terminal happens, who defines the id (key), and how do we ensure that the recipients communicate with the same id? A lot of these problems require new platforms/applications. How does TSI manage this? Is there a governance? If yes, are experts who know how rail works, present? | This is ensured by the ERA ontology and associated commonly used data catalogue (XSD) as specified in the ERA Technical Document 105, centrally stored and released by ERA in the applicable various baseline version as a result of the change control management process applicable to the ERA Ontology. The identification of partners, message IDs etc within the message exchanges is described in the ERA Technical Document 104 where the Common Interface is detailed. The change control management of the TD 104 is equally ensured by ERA. |
| Telematics TSI refers to a version 4.0 of XSD. When will this be available? | Will be published soon as part of the ERA Ontology. |
| Who within ERA/DG MOVE is responsible for checking whether telematics stakeholders are compliant with the Telematics TSI? | This will be the task of ERA with dedicated tools for compliance check and according to the TSI in art 18. |
| You mentioned freight terminals and freight timetables. Where would this information come from? Perhaps the SGKV / Intermodal Map could be helpful here. | Freight intermodal oriented timetable and other booking systems for freight services (annex 3.1.2) are identified as open point in the TSI subject to future revision. SGKV inputs to ERA are welcomed in that context. Otherwise, IMs are responsible to provide working timetable that may filtered in relation to freight services only. |
| Tanja from the Belgian association for chemical and pharmaceutical industry. We very much welcome TAF TSI! Rail Freight is in urgent need of this transparency in information, why is the timing set so late (2030 onwards for rail freight)? Will the end user (freight payer) have access to his data through this legislation and by when? Many thanks. | Compliance deadlines set in art 16 result from negotiation with MSs. However, the implementation of the TSI will be monitored by ERA (art 17) from 2027 onwards allowing an early visibility of the gradual implementation. Early implementation should be business driven and pushed by end users. Deadlines reflects the latest possible date to fully comply with the legislation, not the starting date of the implementation. |
| The deadline for Ticket security is missing on slide 15. This is however important because it is related to the new TD 106. For this we still need information from ERA, regarding the list of qualified CAs. When can we expect that? | “Security elements for product distribution (section 4.6): deadline 13.12.2026.” as stipulated in Appendix G of the Telematics TSI. |
| Why European Network of IMs is separated from the other representative bodies on the first slide of Mr C. Carr? What is its specific role in the CR management? What is the role given to RNE? | As international organisation recognised as competent in the field of telematics (art 5(2)§2 of Regulation (EU) 2016/796), RNE representatives are invited since long time to the ERA Change Control Management process which processes the change requests. In light of the new Telematics TSI a new Terms of Reference is being drafted for this CCM process which is due by ERA by 2.9.2026. This should allow to take into account the additional role of Network Coordinator competent in the field of capacity and traffic management and empower through ENIM to represent IMs. |
| But RINF application doesn't work | The RINF application is in production with 61732 Operational Points and 71228 Sections of Lines. Nevertheless, shortcomings are possible. In case of questions and technical issues related to the Register of Infrastructure application, please contact servicedesk era [dot] europa [dot] eu or use the “Contact us” form in ERA website. |
| Why has the working API been switched off so that it is now necessary to use SparQL to get data from RINF? | Because RINF has been moved from relational database to knowledge graph and the implementation of the API was based on the relational database. New SPARQL based API is under development. |
| OSDM is a widely adopted open standard, contributing towards ERA's goals, and isn't mentioned. | No OSDM is part of the TSI for the functions availability, reservation and cancellation, see the ERA TD B.5 - Annex B1 |
| Do any bridges exist to facilitate the switch from Transmodel NETEX / SIRI to TSI ? | There are no bridges necessary as the TSI is now based for ticketing and passenger information on European standards Transmodel/NeTEx/SIRI. |
| How far is the TSI Telematics driving changes in the operating model of Infrastructure Managers and Railway Undertakings? How far do the roles defined in various TSI direct the liberalization process and structuration of the markets? | The roles, defined in the TEL TSI, reflect the roles defined in EU rail regulations, both market and technical pillars. It includes the different roles of RU's and IM's and the various other actors in the rail market. |
| Is the ontology mainly defined for TAP and TAF, or does it extended to other railway domains as well? | The telematics ontology is part of the overarching Ontology of the agency, available at https://data-interop.era.europa.eu/era-vocabulary/. Initially covering infrastructure characteristics (RINF) and further extended to vehicle characteristics (EVR, ERATV, VA), it now also includes telematics as well as and is being also extended to safety occurrences (ISS) and CCS/TMS. Step by step, it is extended to all railway domains. |
| Are there tools already available devoted to the compliance assessment? | Not yet. They will be developed in the year of 2026 as an interoperability test bed (https://interoperable-europe.ec.europa.eu/collection/interoperability-test-bed-repository/solution/interoperability-test-bed). |
| How have you discussed security issues regarding capacity allocation on passenger trains? | Security aspects are covered through cybersecurity requirements (Art 7(2), and Annex 1.3 and 4.6.1). Network/national security requirements, including for the allocation of the rail capacity, are up to IMs and MSs to define based notably on risk assessment. |
| Would RNE a good place to be an access point for all data, instead of local operators providing data to individual national access points? | Art 5 requires IMs to make public and free of charge data centrally at EU level. Future network coordinator is indeed expected to play a role in that respect. However for passenger trains, the publication of data via the national access points (NAP) remains mandatory. Considering the link between traffic data accessible via digital tools of the network coordinator (e.g. RNE's TIS) and dynamic travel and traffic data required to be shared via NAPs (see Annex 2.6.1(8)), the future network coordinator would be expected to ensure NAPs are fed centrally with real time data consistently with the data accessible via its tools. |
| What are the relationships between ERA as a rail data System Authority and EU's RAIL (IP and SP) regarding the digital register? | Any activity of the JU is eligible via the System Pillar and associated standardisation and TSI input plan (STIP) to provide inputs for the evolution of TSIs and ERA registers. As an example, ERJU issued the CCS/TMS data model as an extension of the ERA Ontology (https://github.com/StructLab/CCSTMS-Data-Model). |
| Which type of common reference data will be covered by ERA's web applications? Is WIMO included? | The ERA web application will cover the reference data (art 9) for organisations, location codes and code lists. As part of the common central repository (art 8), ERA is also to provide a link to access the source of freight specific reference data that are specified in Annex 3.3 and WIMO is part of. Holders of WIMO databased should provide a link to their database to be further referenced on ERA website. |
| Considering that the CEN/TS 16614 (NeTEx) standards are referenced by the regulatory Annexes and are required for compliance with the specification repository and milestone calendar, should access to these standards be considered necessary, and therefore not subject to payment, in order to properly understand and implement the applicable regulatory requirements? | Access to European Standards referenced in the EU legislation may be obtained via the following link: https://single-market-economy.ec.europa.eu/single-market/european-standards/harmonised-standards/access-documents_en. On the linked European Commission's website, navigate to the CEN/CENELEC national readability portals for European standards. Select the language and national readability platform of your choice. Please note that registration on that platform may be required to view the document requested. Finally, please note that documents originating from third parties are disclosed to you on this platform in accordance with Regulation (EC) No 1049/2001. However, this disclosure is without prejudice to the rules on intellectual property, which may limit your right to reproduce or exploit the released documents without the agreement of the originator, who may hold intellectual property rights on them. The European Commission does not assume any responsibility from their reuse. |
| If we have not yet finalized a development to ensure compliance with the previous TSI, would the timeframe for completing this development be equivalent to the deadlines applicable to the implementation of the new TSI? | In such a case, project may benefit from an additional 12months compared to the deadline set in article 16 (see art 16(5)). This however remains subject to notification from MSs (see recital (42) of the TSI and corresponding reference to Article 7(1)(a) of Directive (EU) 2016/797). |
| How real-time is the repository regarding traffic? | The traffic information (e.g. TrainRunningInformation) has to be implemented as real-time message, means fulfilling the quality criteria such as timeliness. |
| The Regulation applies to the Union rail system as defined in Article 2, point (1), of the Interoperability Directive (EU) 2016/797. (Non-SERA) Urban rail systems (like tram and metro) are out of scope. Questions still remain on the interface between urban and long distance public transport services in passenger hubs, which are in the TEL TSI scope: how to involve/incentivise the various service providers who are not Railway Undertakings? | The new Telematics TSI makes reference to other scheduled passenger transport services that may be connected (managing connections with other modes of transport ). Definition of connection times between different passenger rail transport services and other relevant scheduled passenger transport services that may be connected is also a requirement of the TSI (art 15) |
| Will ERA enforce IM's to provide common reference data (PLC, RINF, ...). How and by when? If not, what is the backup scenario? Will ERA supply them? | PLCs will be visible in ERA's RINF through alignment of the IMs towards Operational Points by Sep 2026. For future new PLCs (and SLCs) IMs will have to use ERA web app for assignment/update of all codes from Sep 2027. |
| Is there going to be a list of the accessible NAPs? | I'm not a speaker ; but there are quite a bit of informations here https://transport.ec.europa.eu/transport-themes/smart-mobility/road/its-directive-and-action-plan/national-access-points_en. https://transport.ec.europa.eu/document/download/963c997d-efd9-40ae-a38b-5d4b935bdfcf_en?filename=its-national-access-points.pdf for the current PDF list. https://napcore.eu/description-naps/national-access-point/ MMTIS column |
| It would be great to have a short set of slides from the Agency that really highlights the benefits of the TSI (and the changes made this year) to help us sell the benefits and advantages to our executives and funders. Whilst us technical folks get it, our bosses may be 'less aware' :) | Thank you for the hint. ERA will provide such slides as part of the planned dissemination campaigns starting 2026. It could be simply the introduction content (the pre-recorded video), converted to slides. Would be nice indeed. |
| Why is the train composition and accessibility information NON-COMMERCIAL reuse, this does not make sense. | Where the information is considered as not commercially sensitive, the data holder is free to apply a "less restrictive open licence or less restrictive access conditions" (i.e. a less restrictive licence type) covering also commercial use of this information. Based on justified inputs to ERA, the type of default licence mandated by the TSI could be re evaluated in the context of the ERA 2028 Recommendation with the objective to withdraw the restriction for non commercial use of relevant data sets. |
| Is TSI Telematics an essential requirement (threshold) for bidding for passenger transport public market from 2032 ? | Compliance with EU rail interoperability and safety acquis, including the TSI Telematics as any other TSI, is required regardless of the type of service at stake, being operated under a PSO or not. For PSOs bidding today and also from 2032, compliance with the TSI as any other legal framework is a must independently of them being referenced in the PSO tender. The deadline of the TSI Telematics apply to all existing services, independently of the timeline of the PSO tender/bidding. |
| This is really important because the emergency is not really understanding by top management and the fact that is a survival issue for our organization | This is the role of the MSs and the NCP it appoints to ensure appropriate dissemination of these obligations with the assistance of ERA. |
| Do you use EULYNX interfaces for telematic applications? | The TSI TEL requires the use of a "Common Interface" specified in corresponding ERA Technical Document. Where synergies could be interesting to establish between the telematics common interface and EULYNX interface, the EULYNX community should contribute to the ERA CCM process for telematics. |
| TSI are accessible free of charge on ERA website (and EURLEX). This is not the case for existing harmonised standards quoted in EU legislation, which is the case for Transmodel, NeTEx and SIRI (quoted in MMTIS and in TSI Telematics), and for future standards supporting existing and future legislation (EMDS, SDBTR...). Which initiatives can be expected to address this issue? | Access to European Standards referenced in the EU legislation may be obtained via the following link: https://single-market-economy.ec.europa.eu/single-market/european-standards/harmonised-standards/access-documents_en. On the linked European Commission's website, navigate to the CEN/CENELEC national readability portals for European standards. Select the language and national readability platform of your choice. Please note that registration on that platform may be required to view the document requested. Finally, please note that documents originating from third parties are disclosed to you on this platform in accordance with Regulation (EC) No 1049/2001. However, this disclosure is without prejudice to the rules on intellectual property, which may limit your right to reproduce or exploit the released documents without the agreement of the originator, who may hold intellectual property rights on them. The European Commission does not assume any responsibility from their reuse. |
| In addition to what is included in the current TSI Telematics, route compatibility (RINF and ERATV), and in the draft CSM ASLP, what is the final vision for the ERA Ontology? To which other domains will it be expanded? | The mandate given to ERA is to extend the ERA Ontology to all domain covered under the rail interoperability Directive (EU) 2016/797 and the rail safety Directive (EU) 2016/798. Initial ERA's developments were focused on the migration of ERA's registers to a knowledge graph architecture. This should be finalised in 2026. For other domain and interoperability subsystem, corresponding extensions of the ERA Ontology should be synchronised with the amendment of corresponding legal framework. All TSIs are meant to be digital ready and therefore covered by the ERA Ontology in the context of ERA 2028 Recommendation. |
| For freight, how other stakeholders are being involved eg. intermodal operators, freight terminals to cooperato eg. for creation of the ECN? Is this task of the RU itself? Or can this be coordinated from eg. ERA? | It is a task of the RU. ERA does not play a role. Annex 3.1.1 of the TSI TEL specifies the requirements associated to the electronic consignment note (eCN). It is the task of the (lead) railway undertaking to establish the eCN based on on the consignment information provided by the freight customer, and to send it to all (freight) railway undertaking involved in the transport. Other stakeholders involved in the transport chain in accordance to Art 4 (e.g. intermodal operators, freight terminals, ...) should also receive the eCN from the lead railway undertaking. |
| How many enterprises currently use the TSI Tlematics in Europe a) for passenger services b) for freight services | Based on the organisation code register (teleref.era.europa.eu) and the ERA Implementation report 2024 for the TSIs Telematics some 25 Passenger RUs, 48 Infrastructure Managers, 61 Freight RUs, 76 Wagon Keepers have been identified. Any company or organisation in the scope of the TSI shall apply to ERA for assignment of an organisation as a prerequisite for data sharing and data access in the scope of the TSI. |
| How to access the RINF location data, i.e. by query for PLC? what can be expected (mandatory data vs. optional data)? who can be contacted for access (we are a software developer)? | Please go to the RINF search form https://data-interop.era.europa.eu/search where one can query all this information per Member State. |
| Is there an interface for using the organisation code in our own system? | You can download the files from teleref.era.europa.eu |
| Will DIUM Location (from UIC) codes be also added to RINF, to have all relevant locations code in one place? | DIUM locations remains part of the SLC's to be managed, stored and published by ERA. |
| Is it the intention of the telematics initiative to extend beyond European Member States, and how could such integration be envisioned? | The TSI TEL apply only to EU Member States. As a party to the Intergovernmental Organisation for International Carriage by Rail (OTIF), the European Union is ensuring relevant part of EU rail acquis are also applicable for international traffic between COTIF Member States contracting party to ATMF/APTU UR. Corresponding work is to take place in the OTIF Committee of Technical Expert (CTE) and its standing working group (WG TECH) in the course of 2026-27. |
| What scope is expected exactly with TCR in the RINF ? (Art 10) | TCRs are not expected to be in RINF, but only the temporary values of the network parameters that are part of the TCR messages such as speed restrictions, axle load, train length, traction, or structure gauge. See recital (41) and Annex point 2.4.4 |
| Regarding consistency and coordination of Telematics TSI regulation and Capacity use regulation, what is the plan/roadmap of enhancing Telematics TSI with messages supporting Capacity model and Capacity supply ? | The message types needed to support the Capacity Regulation (and not yet part of the Telematics TSI) are defined as Open Points (see Appendix B of the Telematics TSI. As part of future developments of the TSI (Art 23), ERA is to close them by Dec 2028 and therefore include corresponding messages into the official ERA message XSD and Ontology via the ERA Change Control Management Process applicable to the ERA Ontology. |
| ERA mentioned company codes - how many companies are currently considered by the current TSI and how will this evolve in future? | Based on the organisation code register (teleref.era.europa.eu) and the ERA Implementation report 2024 for the TSIs Telematics some 25 Passenger RUs, 48 Infrastructure Managers, 61 Freight RUs, 76 Wagon Keepers have been identified. Any company or organisation in the scope of the TSI shall apply to ERA for assignment of an organisation as a prerequisite for data sharing and data access in the scope of the TSI. |