(fra kommisjonsforordningen)

(1) Point 1(b), third indent, of Annex II to Directive (EU) 2016/797 lists ‘telematics applications for passenger and freight services’ as a subsystem of the rail system that is described in point 2.6 of that Annex. Points 1.6.2 and 2.7 of Annex III to that Directive set out the essential requirements for that subsystem. 

(2) The technical specifications that apply to the ‘telematics applications for passenger and freight services’ subsystem are currently set out in Commission Regulation (EU) No 454/2011, which relates to telematics applications for passenger services (‘TAP TSI’), and Commission Regulation (EU) No 1305/2014, which relates to telematics applications for the freight subsystem (‘TAF TSI’). Pursuant to Commission Delegated Decision (EU) 2017/14744 , those two regulations are to be revised on the basis of a coherent set of objectives, which the Commission is to integrate into one technical specification for interoperability (‘TSI’), in order to take into account open source and open data architecture requirements, facilitate the emergence of throughticketing, integrated ticketing and multimodal travel information and reservation systems, improve the performance of rail freight, facilitate logistics and operations of combined and multi-modal transport, include data that is to be exchanged with safety related applications and allow the European Union Agency for Railways (‘the Agency’) to assess the compliance of telematics applications against the requirement of the TSIs. 

(3) Taking into account the relevant recommendations of the Agency, it is necessary to set out common technical and functional requirements for digital information sharing through interoperable data for rail passenger and rail freight services. Those requirements should meet the changing needs of the rail sector and support the implementation of Union legislation in the single European rail area and the transEuropean transport network (TEN-T), such as rail safety, network capacity management and network information, intermodal and multimodal digital information, paperless freight transport, rail passenger rights or reservation systems for integrated ticketing. 

(4) This Regulation should cover information systems and data sharing protocols between data holders, on the one hand, and data recipients or data users, on the other, that are governed by the horizontal Union rules set out in Regulation (EU) 2023/2854 of the European Parliament and of the Council, in particular its Chapters III, IV, V and IX, and Regulation (EU) 2022/868 of the European Parliament and of the Council with adaptations necessary for the concepts and processes relating to the telematics subsystem. 

(5) Rail related processes falling within the scope of this Regulation should cover capacity and traffic management, the management of connections between trains and with other modes of transport, train preparation, the management of freight wagons and their load as well as the production of accompanying electronic freight documents and rail ticketing including the issuing of tickets across operators and modes of transport as well as rail passenger travel information. As a result, the definition of telematics stakeholders should include not only the rail infrastructure managers and railway undertakings but also other stakeholders that carry out tasks which are part of those rail related processes. 

(6) To ensure clear responsibilities in ticketing processes, it is necessary to specify that a railway undertaking or ticket vendor, as defined in Article 3, point (5), of Regulation (EU) 2021/782 of the European Parliament and of the Council, may have one or more of the following roles: ‘distributor’ or ‘retailer’ of rail products, or ‘issuer’ of rail tickets. Relations between those entities should be subject to contracts which may fall under Union or national legislation, including competition law and horizontal rules on data sharing. Those contracts should include provisions on the interoperable solution agreed between the railway undertaking and the distributor involved in availability check and reservation of rail products. As regards the distribution of rail products, this Regulation should specify the interoperable solutions that are applicable on the basis of contractual provisions. The ERA Technical Document B.5 issued by the Agency should list the currently most used solutions, namely 2 TAP TSI legacy solutions, OSDM and OMSA. 

(7) In accordance with Article 23(2) of Regulation (EU) 2016/796 and under the process of Article 5 of Directive (EU) 2016/797, any technical document issued or amended by the Agency becomes mandatory where its corresponding baseline is referenced in Appendix C of this Regulation. The same applies where a European standard referred to in Regulation (EU) No 1025/2012 of the European Parliament and of the Council17 replaces a technical document a new baseline should be incorporated in the Appendix C of this Regulation under the same process. 

(8) The Agency should establish, publish and apply a transparent and comprehensive change control management procedure in accordance with Article 23(2) of Regulation (EU) 2016/796 to maintain technical documents and implement error corrections, minor and maintenance releases identifying applicable updates. 

(9) To develop the competitiveness of rail transport and to remove technical barriers, notably through the digitalisation of rail related processes, this Regulation should take into account the proposals made in the Ministerial Declaration ‘Rail freight corridors to boost international rail freight’ 18 endorsed by the Member States, Switzerland and Norway on 21 June 2016 in Rotterdam. In line with those proposals, it is therefore appropriate to lay down rules on data sharing within the logistic chain, including terminals and intermodal transport operators, on sharing up-to-date and forecast information about the movements of trains and the status of freight wagons and their load to make rail freight transport more attractive and to better align intermodal logistics processes, and to harmonise safety and operational rules. Those rules should apply to telematics stakeholders having contractual obligations to carry out the rail related processes in the scope of this Regulation or those having an operational responsibility in those processes. A telematics stakeholder may have an operational responsibility that does not result directly from a contractual obligation. For example, where train traffic information impacts different railway undertakings operating trains on the same network and their service providers or different rail transport services on that network and associated service providers. 

(10) To ensure the proportionality of the rules on data sharing with operators of service facilities, this Regulation should cover only station managers and the multimodal freight terminals of the trans-European transport network (rail-road terminal, maritime ports, inland ports). To ensure consistency between the European frameworks applicable to the trans-European transport network and the single European railway area for the purposes of this Regulation, the operators of multimodal freight terminals should be considered as operators of service facilities that are offering services which are necessary for operating a freight rail transport service and whose service facilities are listed in point (2), subpoints (b), (c), (d) and (g), of Annex II to Directive 2012/34/EU. 

(11) To facilitate access by Union, national, regional and local authorities to data shared through telematics applications, this Regulation should provide corresponding obligations for free of charge and direct access to raw data. However, upon transparent and proportionate requests in terms of their scope and level of detail, additional datarelated services for the development and production of European official statistics should be ensured on a sustainable basis and according to fair, clear, predictable and proportionate rules, in line with the Union’s fundamental rights framework, and in accordance with the principle of cost-effectiveness and are not to entail excessive burdens on economic operators as laid down in Article 338(2) of the Treaty on the Functioning of the European Union (TFEU) and Articles 17a to 17g and 23 of Regulation (EC) No 223/2009 of the European Parliament and of the Council. 

(12) The operation of trains throughout the single European railway area requires seamless access to and interconnection with the information and communication systems used by the stakeholders involved in accordance with the latest technical developments and should cater for testing of innovation. 

(13) The Commission’s guidelines on recommended standard licences, datasets and charging for the re-use of documents identify Creative Commons (‘CC’) licences as a recommended standard for open licences. CC licences are developed by a non-profit organisation and have become a leading licensing solution for public information across the world. It is therefore appropriate to refer to the most recent version of the CC licence suite, namely CC 4.0. To allow for additional arrangements due to ad hoc specificities of the data available for use, it should also be possible to use a standard open licence established by the data holder that is equivalent to the CC licence suite, as long as associated arrangements do not restrict the possibilities for reusing the data. It should also be possible to use a standard open licence equivalent to the CC licence suite, under fair, reasonable and non-discriminatory licencing terms and conditions subject to the relevant horizontal Union rules set out in Chapters III, IV, V and IX of Regulation (EU) 2023/2854. 

(14) In order to facilitate the reuse of reference data managed by the Agency, the Agency should use the European Union Public Licence (‘EUPL’) version 1.2 set out in Commission Implementing Decision (EU) 2017/863. 

(15) Free access to information disseminated for public use is a fundamental right. Restricted availability of digital information on existing rail transport services and routes, such as train traffic and timetable including conditions of carriage and connection times between access nodes, hinders potential customers from making informed decisions on their preferred transport options as well as the development of innovative applications or machine learning methods that may be integrated into artificial intelligence. Therefore, that digital information (raw data) should be available online for reuse in accordance with relevant access conditions set out under standard open licences in the TSI established by this Regulation. However, information about train operations subject to security measures, such as the transport of dangerous goods or for armed forces and commercial data relating to the identification of the goods transported should be protected and therefore not disclosed to the public. Personal data relating to the identification of business and associated owner may be considered by a freight railway undertaking as either commercially sensitive or crucial information for market visibility and should upon request be protected. To ensure maximum impact of information on rail transport services and to facilitate its use, that digital information should be available for reuse with minimal legal restrictions and free-of-charge. It should also be machine-readable, provided by application programming interfaces (‘APIs’) and, where relevant, provided as bulk download. To protect the data holder, it is important to ensure that users of publicly available data about freight rail transport services are traceable. That would allow for appropriate action in the event of alleged misuse beyond the standard access conditions set out in this TSI under standard open licences. Where commercial products derived from additional data processing services applied to publicly available data are offered – either by the data holder without affecting the public availability of that data or by users subject to the data holder’s licensing terms – non-discriminatory and reasonable compensation may be required for such services in accordance with the horizontal Union rules laid down in Article 9 of Regulation (EU) 2023/2854. 

(16) Information relating to passenger rail transport services is mostly public under Union or national law. Therefore, technical conditions should be set for telematics stakeholders holding such information to grant access for use to the respective data sets. 

(17) Urban nodes, as defined in Article 3, point (6), of Regulation (EU) 2024/1679, play an important role in the TEN-T network as starting points or destinations (‘first and last mile’) and are points of transfer within or between different passenger transport modes. Access to transport and travel information should reduce the detrimental effect of capacity bottlenecks and insufficient network connectivity. To encourage the combination of transport services, access nodes in one or more urban nodes may be grouped in one or more meta stations and digital information for journey planning, namely the timetable of passenger rail transport services and associated conditions of carriage, and the minimum connection time between different access nodes, should be publicly available online for use under standard open licences. 

(18) To enable the telematics stakeholders concerned to provide passengers with information in accordance with Regulation (EU) 2021/782 and to allow ticket vendors to easily compare the rail products that are proposed to them by railway undertakings, it is necessary that national access points serve as reliable sources of information in the case of complaints and trusted points of access to accurate, complete, and up-to-date rail travel and traffic data based on data quality requirements specified in accordance with Article 8(1) of Delegated Regulation (EU) 2017/1926 and applied by the data holder. 

(19) Horizontal Union rules on terms and conditions for business-to-business data sharing are set out in Chapters III, IV and IX of Regulation (EU) 2023/2854. As a consequence, any fees and charges for data sharing and access to data for use, or the use of telematics applications as APIs and web user interfaces, or the access for use to reference data pursuant to this Regulation should be reasonable and proportionate to the legitimate costs incurred for setting up, maintaining and using such APIs, web user interfaces or reference data. 

(20) Horizontal essential requirements for interoperability of data, data sharing mechanisms and services, common European data spaces, data processing services, and for smart contracts executing data sharing agreements are laid down in Chapter VIII of Regulation (EU) 2023/2854. To help the rail sector meet those horizontal requirements and bring about a common European mobility data space which is interoperable with other European data spaces, a common central repository creating a single source of reference data and common Ontology for the Union rail system should be established and published through the EU Open Data Portal to cover the data necessary to implement this Regulation. That repository should be based on an open data architecture and provide significant benefits for discoverability, accessibility, ease of collaboration, consistency and flexibility within rail data management. As system authority for telematics applications of the Union rail system, the Agency should be responsible pursuant to Article 23, paragraphs 1 and 3, of Regulation (EU) 2016/796 of the European Parliament and of the Council, for the management of that repository and for the reference data necessary to share data in accordance with this Regulation. An appropriate transition period should be ensured to bring together data from the databases managed jointly by infrastructure managers or by a group of railway undertakings. 

(21) Regulations (EU) 2016/679 and (EU) 2018/1725 of the European Parliament and of the Council apply in the context of processing of personal data in the application of this Regulation. Therefore, telematics stakeholders should use a single reference identifier when identifying their organisation and role in rail-related processes. That identifier may constitute or be associated with personal data within the meaning of Article 4, point (1), of Regulation (EU) 2016/679 and Article 3, point (1), of Regulation (EU) 2018/1725. 

(22) Network-specific data requirements (such as parameters or identifiers that are part of messages or messages specific to a network) used or intended to be used for data sharing as part of the deployment of the telematics subsystem or any national legal provision requiring their existence, should be justified by the technical characteristics of the network and should not hinder the transparent and non-discriminatory application of capacity and traffic management processes. 

(23) To update the specifications referenced in this Regulation, the Agency should establish, publish and apply a change control management procedure pursuant to Articles 5(9) and 23(2) of Regulation (EU) 2016/796. To ensure a coordinated development of telematics applications and monitor their deployment in the Union pursuant to Article 23, paragraphs 1 and 4, of Regulation (EU) 2016/796, the Agency should identify updates for these specifications and where relevant propose implementation dates for their application. 

(24) A framework should be established for railway undertakings sharing roles and responsibilities for the operation of a direct train across one or more networks to ensure consistent data sharing throughout the whole service. 

(25) For the digitalisation of multi-network processes to be fit for the delivery of the single European railway area, telematics applications for interoperable data sharing should be based on standardise APIs and web user interfaces. The interfaces between those tools and users should comply with the minimum rules on ergonomics and health protection. 

(26) To facilitate digital access to data sharing systems for capacity management, train preparation, and train traffic management, one infrastructure manager in each Member State could act as single point of contact, in particular in relation to multi-network processes. 

(27) To ensure fair competition between railway undertakings and to guarantee full transparency and non-discriminatory access to their service facilities pursuant to Article 13 of Directive 2012/34/EU of the European Parliament and of the Council, station managers should establish the default minimum time for passengers to connect the access nodes of different passenger transport services. 

(28) To set out the strategy for the application of this Regulation pursuant to Article 4(3), point (h), of Directive (EU) 2016/797, including the provisions applicable to the existing subsystem and the stages to be completed for a gradual transition to a target subsystem pursuant to point (f) of that Article, a timescale and the gradual milestones pursuant to Article 4(4) of that Directive should be established. 

(29) To assist the Commission pursuant to Article 23(4) of Regulation (EU) 2016/796 in monitoring the deployment of telematics applications in accordance with this Regulation, the Agency should automate the digital collection information from telematics stakeholders on their implementation plans and the status of implementation of this Regulation and publish figures aggregated at national and Union level. Reporting obligations should be limited to key telematics stakeholders and to the monitoring of implementation until compliance with the requirements of this Regulation is achieved. 

(30) To facilitate the monitoring of the deployment of telematics applications in accordance with this Regulation and enable follow-up actions based on the result of an evaluation by the Agency, this Regulation should allow the Agency, as the system authority for telematics, to assess the compliance of telematics applications against this Regulation, in relation to the data shared through them, in case of doubt or complaints and based on a self-declaration of telematics stakeholders. To that end, the Agency should develop web applications enabling telematics stakeholders to automate their selfdeclaration of compliance based on the testing procedures specified in this Regulation and to notify the corresponding results to the Agency. 

(31) To support the enforcement of other Union acts for which this TSI set out harmonised specifications for the use of digital means, digital communication technologies and accessible formats necessary to comply with those acts, an evaluation by the Agency may be required by relevant national bodies such as national safety authorities as defined in Article 3, point (7), of Directive (EU) 2016/798 of the European Parliament and of the Council in relation to operational communications, regulatory bodies as referred to in Section 4 of Directive 2012/34/EU in relation to the transparent and nondiscriminatory application of capacity and traffic management processes and the minimum access package laid down in point 1 of Annex II to that Directive, enforcement bodies as referred to in Chapter VII of Regulation (EU) 2021/782 in relation to rail passenger travel information, and competent authorities as referred to in Article 9 of Commission Delegated Regulation (EU) 2017/1926 in relation to travel and traffic data shared via national access points. 

(32) To support the advancement of the TSI set up by this Regulation, by the Agency, the Commission should entrust the Agency pursuant to Article 40(2) of Regulation (EU) 2016/796 with the task of promoting innovation that aims at improving the use of new information technologies, timetable information and tracking and tracing systems. 

(33) To facilitate a coordinated and coherent implementation of this Regulation at national and Union level, national contact points (‘NCP’), established pursuant to Article 5(3) of Regulation (EU) No 1305/2014 and Article 6 of Regulation (EU) No 454/2011, should support the Agency. To allow a coherent implementation between freight and passenger services, the tasks of the NCP should be undertaken by one single entity. An infrastructure manager may be tasked with acting as the NCP, where necessary in cooperation with other entities providing specific expertise. 

(34) Information on passenger rail transport services related to access nodes for multimodal purposes is to be available in accordance with Commission Delegated Regulation (EU) 2017/1926. To ensure consistency of that information with a single source of reference data at Union level, data holders should consistently use reference data such as location codes assigned by the Agency when providing access to data via national access points. To that effect, the NCP should facilitate interaction between national telematics stakeholders and the Member States, which are responsible for setting up national access points. Article 4(1)(b) and Article 5(1)(b) of Commission Delegated Regulation (EU) 2017/1926 refer to the technical specifications to be applied for rail passenger transport services. To ensure a coherent implementation of these specifications based on interoperable formats and protocols in a multimodal context by data holders involved in rail-related processes, this TSI should set out harmonised specifications to be applied by data holders in relation to passenger rail transport services. However, additional terms and conditions for direct access to and commercial use of data by distributors and retailers may be agreed with railway undertakings on a contractual basis taking into account applicable legal provisions. 

(35) To ensure the digitalisation of passenger travel information and tickets in accordance with Regulation (EU) 2021/782, this TSI should set out harmonised specifications for the use of appropriate digital means, digital communication technologies and accessible formats. 

(36) The Agency, acting as the system authority for telematics applications pursuant to Article 23 of Regulation (EU) 2016/796, is to coordinate the development of telematics applications, manage change requests and system versions and monitor the deployment of telematics applications through relevant working parties established pursuant to Chapter 2 of that Regulation. 

(37) Since certain terms reflecting the structure of the data shared are widely accepted and used in one technical language, such terms in the Annex should remain in that widely accepted technical language used for coding in telematics applications. 

(38) To fulfil the specific essential requirement safety for the telematics subsystem set out in point 2.7.4 of Annex III to Directive (EU) 2016/797, this Regulation should identify the functions relevant for the safety of operations. Basic level of integrity and dependability are defined in this Regulation. Without prejudice to the requirements applicable to the control-command and signalling subsystem, additional levels should be applicable to digital systems subject to this Regulation where data is intended to be used for the safety of operations. Where these levels have not yet been harmonised at Union level, they should be identified as an open point pursuant to Article 4(6) of Directive (EU) 2016/797. Until harmonisation is achieved, any additional levels intended to be applied by stakeholders should be assessed and established, and may be implemented through mutual agreement, without creating obstacles to access the single European railway area.  

(39) This Regulation should be aligned with other TSIs developed pursuant to Directive (EU) 2016/797, in particular with Commission Implementing Regulation (EU) 2019/773 for operation and traffic management (‘OPE TSI’), Commission Implementing Regulation (EU) 2023/1695 regarding control-command and signalling (‘CCS TSI’), Commission Regulation (EU) No 1300/2014 regarding persons with disabilities and persons with reduced mobility (‘PRM TSI’), Commission Regulation (EU) No 1304/2014 regarding rolling-stock noise (‘NOI TSI’), Commission Regulation (EU) No 1301/2014 regarding the energy subsystem (‘ENE TSI’), and Commission Regulation (EU) No 1302/2014 (‘Loc&Pas TSI’) regarding locomotives and passenger rolling-stock. 

(40) Point 4.2.3.3.2 of the Annex to Implementing Regulation (EU) 2019/773 (‘OPE TSI’) requires the railway undertaking to inform the infrastructure manager when a train is ready for access to the network. Currently, that requirement is implemented in different ways depending on infrastructure characteristics (for example, Railway Mobile Radio (RMR) systems, ETCS L2, dedicated interlocking at departure point, dedicated telematics message). Point 4.2.4 of Annex I to Implementing Regulation (EU) 2023/1695 (‘CCS TSI’) sets out requirements for mobile communication functions for railways (RMR), which for GSM-R Voice and operational communication applications mandate the application of system requirements specification referenced in index [33] of Appendix A to that Annex. Those requirements specify the dialling code to be used for ‘train ready’ and ‘train not ready’ respectively. Point 4.2.2 of Annex I to Implementing Regulation (EU) 2023/1695 (‘CCS TSI’) sets out requirements for on-board ETCS functionalities, which for the ‘Start of mission’ procedure in ETCS L2 are defined in the system requirements specification referenced as index [4] referred to in the Appendix A to that Annex. For the purposes of this Regulation, those options for communicating on train readiness should be limited and harmonised. 

(41) Article 4(1) of Implementing Regulation (EU) 2019/777 requires infrastructure managers to publish in the register of infrastructure (the ‘RINF’) referred to in Article 49 of Directive (EU) 2016/797 the values of the parameters of its railway network as soon as such data becomes available. Points 4.2.1.2.2 and 4.8.1 of the Annex to Implementing Regulation (EU) 2019/773 (‘OPE TSI’) require infrastructure managers to publish in the RINF any changes to the nominal infrastructure characteristics, whenever such information becomes available and affects the operation of train on the network, including permanent or temporary restrictions and modifications. As set out in the point (8) of Annex VII to Directive 2012/34/EU, such information covers speed restrictions, axle load, train length, traction, or structure gauge included in capacity restrictions. Any temporary change to the nominal value of a network parameter, resulting from such restrictions or modifications, is to be published in the RINF as a temporary value, along with the validity dates associated with that restriction or modification. 

(42) To allow for sufficient return on investments of projects which aim to implement the telematics subsystem in accordance with Regulations (EU) No 454/2011 and (EU) No 1305/2014 and which, on the date of entry into force of this Regulation, are at an advanced stage of development within the meaning of Article 2, point (23), of Directive (EU) 2016/797, it is necessary to set an appropriate transitional period for corresponding telematics stakeholders to comply with this Regulation, without prejudice to Article 7(1), point (a), of that Directive. 

(43) To support the digitalisation of rail related processes within rail freight service facilities and to facilitate a gradual and timely implementation of interoperable data sharing by their operators, it is necessary to set an appropriate transitional period to allow operators of rail freight service facilities to comply with this Regulation, unless they are excluded from the scope of Directive (EU) 2016/797 in accordance with Article 1(4) of that Directive. 

(44) To facilitate a gradual and timely deployment of the technical tools to be provided by the Agency for the coordinated development of telematics applications in the Union and the management of their specifications, the date of application of this Regulation should be deferred in relation to the delivery by the Agency of those tools. 

(45) Regulations (EU) No 454/2011 and (EU) No 1305/2014 should therefore be repealed. 

(46) The European Data Protection Supervisor was consulted in accordance with Article 42(1) of Regulation (EU) 2018/1725 and delivered an opinion on 28 April 2025. 

(47) The measures provided for in this Regulation are in accordance with the opinion of the committee referred to in Article 51 of Directive (EU) 2016/797,