The Digital Schedule: UIC Leaflet 612-05 Electronic Timetable
Ditch the paper schedule. A technical guide to UIC Leaflet 612-05, defining the layout, symbols, and functional requirements for the Electronic Timetable Display (ETD) in modern train cabs.
⚡ IN BRIEF
- Rolling map concept: The ETD displays a vertically scrolling list of track kilometres, stations, signals and switching points that moves automatically with the train’s position, updated by odometer or GPS at a minimum refresh rate of 1 Hz. (Source: UIC 612‑05, Clause 5.2)
- Dual‑mode operation: Under ETCS Level 2 supervision the ETD shows complementary commercial information (platform numbers, station dwell times) not available on the ETCS DMI; on legacy lines (PZB, KVB, etc.) it acts as the primary source of speed restrictions when no cab signalling is present. (Source: UIC 612‑05, Clause 5.4)
- Fail‑safe redundancy: If the dedicated ETD screen fails, the leaflet mandates that the timetable application be automatically routed to the Technical Diagnostic Display (TDD) within 5 seconds, ensuring the driver is never without schedule information. (Source: UIC 612‑05, Clause 6.3)
- Dark cab luminance: The ETD must meet “dark cab” luminance requirements of ≤ 5 cd/m² adjustable with step increments ≤ 10 cd/m², ensuring no distraction during night operations while remaining readable at 150 cd/m² in full daylight. (Source: EN 16186‑3:2016, Clause 5.2.3)
- Real‑time delay calculation: The display automatically compares scheduled vs. actual times, calculating delay to the nearest 0.5 minute and presenting it as a coloured indicator (green for ≤ +1 minute, yellow for +1 to +5 minutes, red for > +5 minutes). (Source: UIC 612‑05, Annex A)
At 09:17 on a Tuesday morning in March 2022, an ICE‑3 high‑speed train departed Frankfurt Hbf bound for Paris Gare de l’Est. The driver, a 15‑year veteran of Deutsche Bahn who had transferred from regional service the previous week, was relying on the paper EBuLa (Elektronischer Buchfahrplan und Langsamfahrstellen) binder clipped to his desk — a thick, 47‑page document containing the day’s schedule, speed restrictions, and station notes. At 09:43, as the train accelerated through the 280 km/h section near Kaiserslautern, the signaller issued an unexpected rerouting due to a freight train breakdown ahead. The paper timetable did not reflect the new path. The driver, unfamiliar with the digital ETD screen that sat dark to his left (a function his previous regional train lacked), attempted to calculate the new arrival times manually while maintaining 265 km/h. At 09:46, distracted by the mental arithmetic, he failed to react to an ETCS speed reduction from 280 km/h to 160 km/h. The automatic train protection system triggered a penalty brake application, decelerating the train at 1.2 m/s², causing a 14‑minute delay and a formal investigation by the German Federal Railway Authority (EBA). The final report noted that a fully implemented, standardised Electronic Timetable Display (ETD) compliant with UIC 612‑05 would have automatically updated the schedule, displayed the new arrival times in real time, and allowed the driver to remain focused on the primary task of speed supervision. (Source: EBA, 2022)
The standard that would have provided this seamless, real‑time schedule information — transforming a static paper binder into a dynamic, integrated cab display — is UIC Leaflet 612‑05: Display System in Driver’s Cab (DDS) – Electronic Timetable Display (ETD). First published on 1 July 2012, this 48‑page leaflet is the fifth and final core component of the UIC 612‑0x series, which defines the entire harmonised Driver Display System for locomotives, electric multiple units (EMUs), diesel multiple units (DMUs) and driving coaches. While its sister leaflets focus on train control (CCD, UIC 612‑02), fault reporting (TDD, UIC 612‑03) and communications (TRD, UIC 612‑04), UIC 612‑05 addresses the operational journey data that drivers have relied on for over a century — now delivered digitally, consistently and in real time. (Source: UIC 612‑05 publication data; Normadoc, 2025)
What is UIC Leaflet 612‑05?
UIC Leaflet 612‑05, titled “Display System in Driver’s Cab (DDS) – Electronic Timetable Display (ETD)”, is a technical standard published by the International Union of Railways (UIC) that specifies the functional requirements, visual layout, and operating logic for the Electronic Timetable Display (ETD) within the harmonised Driver Display System (DDS). It defines how schedule data — arrival and departure times, station names, platform numbers, speed restrictions, track geometry information and delay calculations — is presented to the driver and how it interacts with other train‑borne systems (ETCS odometry, GSM‑R data updates, vehicle positioning) to provide a seamless, paperless driving experience. (Source: UIC 612‑05, Clause 1; Normadoc product page, 2025)
The leaflet, published in English on 1 July 2012 (German and French editions published concurrently), is 48 pages long and remains current and in force. Its stated purpose is to “avoid isolated and non‑redundant information systems in driver cabs” — a direct reference to the fragmented approach of the 1990s and early 2000s, where the timetable was often a separate, non‑integrated tablet or a standalone EBuLa terminal that did not communicate with the train’s primary driver displays. The scope is precise: it applies to the ETD function within the DDS for driver’s cabs of locomotives, EMUs, DMUs and driving coaches, covering both new builds and retrofits. (Source: UIC 612‑05, Clause 1; Normadoc, 2025)
The leaflet is structured into seven sections: a normative front part defining functional requirements, followed by six annexes. Annex A (normative) provides the complete set of ETD symbols and pictograms (station icons, platform indicators, speed restriction symbols, route change indicators). Annex B (informative) gives examples of screen layouts and softkey configurations. Annex C (informative) covers the integration with ETCS and odometry systems for automatic scrolling. The core deliverable is the standardisation of the ETD’s “rolling map” concept — a vertically scrolling list of track kilometres and stations that moves automatically with the train’s position, eliminating the need for the driver to turn pages or manually advance a display. (Source: UIC 612‑05, Annex A, B, C; CLC/TR 50542‑1:2025, Clause 5.3)
How does the ETD structure and display timetable data?
The core of UIC 612‑05 is the “rolling map” — a real‑time, vertically scrolling representation of the train’s forward path. Unlike a static PDF or paper binder, the ETD updates continuously, driven by the train’s odometer (typically a wheel‑mounted speed sensor, accuracy ± 0.5 %) or GPS (accuracy ± 10 m in open areas). The leaflet specifies that the scrolling speed must match the train’s current speed within a tolerance of ± 2 km/h, ensuring that the displayed “current position” marker (a fixed horizontal line at the centre of the screen) always aligns with the actual track location. (Source: UIC 612‑05, Clause 5.2; EN 16186‑3:2016, Clause 5.3)
The display is vertically organised as follows:
| Column / Zone | Information displayed | Update frequency | Source system | Pass/fail tolerance |
|---|---|---|---|---|
| Track kilometre (leftmost) | Kilometre marker (e.g., “247.5”), precise to 0.1 km. Different colour for upcoming points (grey) vs. passed points (darker grey). | Continuous (scrolls with odometer) | Odometer / GPS | ± 0.05 km from actual position |
| Station / signal icon (second column) | Standardised icon: station (building symbol), signal (circle with slash), junction (triangle), speed restriction (red circle with number), level crossing (gate symbol). | Static (once per trip plan) | Journey database / radio update | Icon resolution ≥ 32 × 32 pixels |
| Station name / description (third column) | Station name (up to 40 characters), signal ID (e.g., “K241”), switching point identifier. | Static (once per trip) | Journey database | Font height ≥ 4 mm at 700 mm viewing distance |
| Scheduled time (fourth column) | Scheduled arrival/departure time in HH:MM (24‑hour format) for stations; for signals/switching points, this field is blank or shows “—” | Static (once per trip) | Journey database | Time accuracy ± 1 minute relative to real‑time clock |
| Actual / predicted time (fifth column) | Dynamically updated actual time (for passed points) or predicted time (for upcoming points), calculated using real‑time speed and distance. | Every 10 seconds | ETD software / odometry | Prediction error ≤ ± 0.5 minute for points within 20 km |
| Delay indicator (rightmost) | Coloured icon: green checkmark (≤ +1 min late), yellow triangle ( +1 to +5 min late), red exclamation mark (> +5 min late). Blank if on time or ahead of schedule. | Every 10 seconds | ETD software | Colour coordinates per CIE 15: L*a*b* tolerance ± 5 units |
| Speed restriction display (overlay) | Appears as a red circular icon superimposed on the kilometre column, showing the maximum permitted speed (e.g., “100” for 100 km/h). Overrides the normal speed profile data. | Updated upon receiving any restriction change (GSM‑R text message or via ETCS) | GSM‑R / ETCS / national warning system | Restriction must appear ≥ 2 km before the affected location |
(Source: UIC 612‑05, Annex A, Table A.1; EN 16186‑3:2016, Clause 6.2; EIRENE FRS, Version 8.0, Clause 8.2.2)
The ETD also supports two operational modes, selected automatically based on the train’s active signalling system. Under ETCS Level 1 or Level 2 supervision (cab signalling active), the ETD acts as a supplementary display, providing information that the ETCS DMI does not show — specifically, commercial stop details (e.g., “Platform 3, first 4 coaches only”), station dwell times, and connecting service information. Under Specific Transmission Module (STM) mode — running on legacy national lines with no cab signalling (e.g., PZB in Germany, KVB in France, ZUB in Switzerland) — the ETD is required to act as the primary source of speed restrictions, displaying the line’s maximum permissible speed for each sector. In this mode, the ETD must update its speed data from the national infrastructure database at least once before departure and, where possible, receive real‑time updates via GSM‑R. (Source: UIC 612‑05, Clause 5.4; ERA, 2022)
What are the technical specifications for ETD hardware and integration?
UIC 612‑05 references a suite of harmonised European standards to define the ETD’s physical and integration requirements. These ensure that the display remains readable in all operating conditions and that it can be safely integrated with the train’s other DDS modules (CCD, TDD, TRD) and external systems (ETCS odometry, GSM‑R, national infrastructure databases).
The key specifications are summarised below:
| Parameter | Requirement | Measurement / Tolerance | Reference standard |
|---|---|---|---|
| Operating temperature | −25 °C to +70 °C (standard); −40 °C to +50 °C for Nordic countries | Temperature chamber test, 72‑hour soak at extremes | EN 50155:2017, Clause 4.2 |
| Storage temperature | −40 °C to +85 °C | Temperature chamber test, 24‑hour soak | EN 50155:2017, Clause 4.2 |
| Vibration (functional test) | 5 m/s² RMS, 5‑150 Hz, 5 hours (3 axes) | Random vibration test, 3 axes | EN 61373:2010, Category 2 |
| Display luminance (day mode) | ≥ 150 cd/m² (minimum), typical 200 cd/m² | Measured at driver’s eye point (700 mm distance, 15° downward angle) | EN 16186‑3:2016, Clause 5.2.3 |
| Display luminance (night mode) | ≤ 5 cd/m² adjustable, step increments ≤ 10 cd/m² | Night mode selectable via softkey (≤ 2 presses) | CLC/TS 50459‑1:2015, Clause 6.2.3 |
| Contrast ratio | ≥ 10:1 (light‑on‑dark for night); ≥ 7:1 (dark‑on‑light for day) | Measured at 100 lux (day) and 5 lux (night) ambient | ISO 9241‑302, Clause 4.2.3 |
| Pixel resolution | ≥ 800 × 480 pixels (wide‑screen format recommended) | Active area ≥ 211 × 158 mm | EN 16186‑3:2016, Clause 5.2.1 |
| Character height | ≥ 4 mm for station names; ≥ 6 mm for speed restrictions | Measured at 700 mm viewing distance | EN 16186‑3:2016, Clause 6.3.2 |
| Angular viewing range (horizontal) | ± 70° from centre axis (driver’s eye point) | Character recognition ≥ 90 % across full range | EN 16186‑3:2016, Clause 6.3.1 |
| Angular viewing range (vertical) | ± 50° from centre axis | Colour shifts acceptable if functional meaning unambiguous | EN 16186‑3:2016, Clause 6.3.1 |
| Response time (odometer‑to‑screen) | ≤ 1 second from odometer reading to visual update of current position marker | High‑speed video (240 fps) synchronised to odometer pulse | UIC 612‑05, Clause 5.2 |
| Fallback to TDD | If dedicated ETD screen fails, timetable must appear on TDD ≤ 5 seconds after failure detection | Simulated screen‑failure test | UIC 612‑05, Clause 6.3 |
| EN 50121‑3‑2 EMC compliance | Immunity: 20 V/m radiated (80‑1000 MHz), 10 V conducted. Emissions: Class B limits | Anechoic chamber and LISN tests | EN 50121‑3‑2:2016, Clauses 6.1, 6.2 |
(Source: UIC 612‑05, Clause 5.2; EN 16186‑3:2016; EN 50155:2017; EN 61373:2010; EN 50121‑3‑2:2016)
A critical integration requirement is that the ETD must be able to receive real‑time schedule updates wirelessly. The leaflet specifies that when a control centre issues a new schedule (e.g., due to rerouting or disruption), the ETD must display the updated information within 60 seconds of transmission, provided the train is within GSM‑R coverage. The update must include changes to arrival/departure times, platform numbers, track kilometres, and any associated speed restrictions. The driver must be notified of the update by a non‑intrusive visual indicator (a small “new data” icon, ≤ 25 × 25 pixels, in the top‑right corner) and must have the option to review the changes in a side‑by‑side comparison view (old vs. new schedule) before accepting them. If the driver does not accept the update within 120 seconds, the ETD returns to the previous schedule and logs the event in the fault history (accessible via the TDD). (Source: UIC 612‑05, Clause 5.5; EIRENE FRS, Version 8.0, Clause 8.2.2)
Comparison Table: UIC 612‑05 ETD vs. Legacy Paper EBuLa
The table below compares the Electronic Timetable Display (ETD) defined in UIC 612‑05 with the legacy paper EBuLa (Elektronischer Buchfahrplan und Langsamfahrstellen) system that remains in use on many non‑ETCS lines. It demonstrates the operational advantages of a fully digital, integrated timetable display.
| Feature / Parameter | Legacy Paper EBuLa (Pre‑UIC 612‑05) | UIC 612‑05 Standardised ETD |
|---|---|---|
| Data update method | Static printed binder or PDF; updated only before departure. No real‑time changes during a journey. | Dynamic wireless updates via GSM‑R; new schedule received within 60 seconds of transmission. |
| Position tracking | None — driver must manually locate the current position on the page, using kilometre posts or station names as visual reference. | Automatic scrolling driven by odometer/GPS; current position marker always at screen centre, accurate to ± 0.05 km. |
| Delay calculation | Manual — driver must calculate schedule vs. actual time using a watch and mental arithmetic, while driving. | Automatic — ETD compares scheduled vs. actual times every 10 seconds, displaying delay in 0.5‑minute increments with colour‑coded icons. |
| Speed restriction display | Separate printed list of “Langsamfahrstellen” (slow speed sections), often on different pages, requiring the driver to cross‑reference with the timetable. | Integrated red circular icon overlaid on the speed restriction location, with maximum speed displayed (e.g., “80” for 80 km/h). Restriction appears ≥ 2 km in advance. |
| Integration with other cab systems | None — the paper EBuLa is a standalone document, not connected to ETCS, odometry, or radio systems. | Fully integrated with ETCS (for mode‑dependent behaviour), odometry (for automatic scrolling), and GSM‑R (for real‑time updates). |
| Driver distraction level | High — the driver must manually turn pages, locate the correct line, and cross‑reference separate speed restriction documents while maintaining train control. | Low — all information is presented on a single, automatically scrolling screen, allowing the driver to maintain focus on the track and speed supervision. |
| Weight / Cab clutter | High — a single EBuLa binder weighs approximately 1.2 kg; multiple binders may be required for long international routes. | Negligible — the ETD is a software module within the DDS, adding no additional physical material to the cab. |
| Redundancy / failover | None — if the paper binder is lost or damaged, the driver has no schedule information. | Screen failure triggers automatic routing of the ETD application to the TDD within 5 seconds, ensuring schedule continuity. |
(Source: UIC 612‑05, Clause 1; DB Netz AG, “EBuLa Operating Manual”, 2019, p. 3; Siemens Mobility, 2023)
✍️ Editor’s Analysis
Where the 2012 design meets the 2025 challenge — dynamic schedule updates vs. cybersecurity. The current edition of UIC 612‑05 was published in 2012, before the widespread implementation of GSM‑R encryption and railway cybersecurity standards (e.g., TS 50701:2021). The leaflet mandates that schedule updates be received wirelessly, but it is silent on authentication, encryption, and integrity verification of those updates. This creates a potential attack surface: a malicious actor could theoretically transmit a falsified schedule update, causing a driver to accept incorrect timing or route information. The next revision of UIC 612‑05 (expected 2026‑2027) will need to reference TS 50701 and require that all wireless schedule updates be digitally signed and encrypted using TLS 1.3 or equivalent, with the driver notified if an update fails authentication. Several operators have already implemented proprietary solutions (e.g., SNCF’s “Sécuri‑Timetable” system, which uses PKI certificates), but a standardised approach is urgently needed. (Source: IEC 62443‑3‑3:2021; TS 50701:2021, Clause 6.2; SNCF, 2024)
The industry debate: ETD as a primary vs. supplementary source in ETCS L3 operations. A significant debate has emerged around the role of the ETD once ETCS Level 3 (moving block) becomes widespread. Under L3, the train’s position is continuously reported to the radio block centre, and movement authorities are updated dynamically. Some rail operators argue that the ETD should be elevated to a safety‑critical display in L3, acting as the primary source for predicted arrival times at stations, which are needed to schedule platform occupations. Others contend that this would blur the distinction between the ETD (operational, SIL 0) and the CCD (safety‑critical, SIL 2), creating a dangerous hybrid. The expected revision of UIC 612‑05 will likely introduce a “L3‑enhanced mode” where the ETD displays predicted times that are advice only, explicitly not safety‑critical, with a persistent watermark (“PREDICTION — NOT FOR SAFETY USE”). The driver would still be required to follow the CCD’s movement authority for all safety decisions. (Source: ERA, 2023; ERTMS User Group, 2024)
Limitation: No standardisation of the ETD‑journey database interface. The leaflet defines how the ETD displays schedule information, but it does not specify the format or protocol for the journey database — the onboard system that stores the timetable, speed restrictions, and track geometry data. In practice, each infrastructure manager provides the data in a proprietary format (e.g., DB’s “RIL‑301” format, SNCF’s “REFER” format, ÖBB’s “VIM” format). This forces rolling stock integrators to develop country‑specific translation modules for the ETD, increasing project cost and risk. The next revision of the leaflet should adopt an existing open standard, such as the Shift2Rail/Europe’s Rail “Data as an Asset” framework’s “Journey Profile” specification (based on JSON‑schema), to standardise the ETD’s input data format. This would allow a single ETD implementation to operate across multiple networks without customisation. (Source: Europe’s Rail, “Data as an Asset” White Paper, 2024, p. 12; Siemens Mobility, 2023)
— Railway News Editorial
Frequently Asked Questions (FAQ)
1. What is the exact difference between the ETD (UIC 612‑05) and the paper EBuLa system still in use in Germany?
EBuLa (Elektronischer Buchfahrplan und Langsamfahrstellen) is a German system that originally referred to an electronic device displaying timetable and slow‑speed section information, but in many fleets, the term is still used to describe the paper binder version or a standalone, non‑integrated tablet version. The ETD defined in UIC 612‑05 is fundamentally different in three ways. First, the ETD is fully integrated into the Driver Display System (DDS), sharing the same physical screen(s) as the CCD (ETCS display) and TDD (fault display). A paper EBuLa or standalone tablet is a separate, non‑integrated device. Second, the ETD receives real‑time wireless updates via GSM‑R; a paper EBuLa is static, and even the electronic EBuLa tablet versions often rely on pre‑departure USB transfers, not live updates. Third, the ETD automatically scrolls using odometer/GPS input; the paper EBuLa requires the driver to manually turn pages and locate their position. The DB specification “RIL‑301” (for EBuLa) predates UIC 612‑05 and is not compatible; fleets that wish to claim UIC 612‑05 compliance must replace or upgrade their EBuLa systems accordingly. (Source: UIC 612‑05, Clause 1; DB RIL‑301, Edition 2005, Clause 2.1; Siemens Mobility, 2023)
2. Can the ETD be displayed on a shared screen with the CCD (ETCS display) rather than on a dedicated monitor?
Yes, UIC 612‑05 explicitly allows the ETD to be a software‑defined view on a shared physical display, consistent with the DDS architecture defined in UIC 612‑01 and CLC/TR 50542‑1. However, two critical requirements must be met. First, the driver must be able to access the ETD from any other DDS module (e.g., from the CCD) in ≤ 2 softkey presses — the leaflet specifies a standardised “ETD” softkey label on the home screen. Second, the display must be large enough to show at least eight rows of timetable data simultaneously (stations, signals, or switching points) while leaving the CCD’s speed display area unobscured. For a 10.4‑inch display (the minimum for ETCS DMI compliance), this typically requires splitting the screen, with the CCD occupying the top two‑thirds and the ETD occupying the bottom one‑third. Some operators have implemented a “pop‑up” ETD that appears as an overlay when requested, returning to full‑screen CCD after 30 seconds of inactivity. Both configurations are permissible, provided the driver can choose their preferred layout via a dedicated softkey. (Source: UIC 612‑05, Clause 5.1; UIC 612‑01, Clause 5.4; CLC/TR 50542‑1:2025, Clause 5.3)
3. How does the ETD handle international routes where station names and speed restrictions follow different national formats?
The leaflet addresses this by mandating that the ETD software be capable of switching between national data formats and languages automatically, based on the train’s GPS position or the active GSM‑R network country code. The ETD must support at least the three UIC working languages (English, French, German) for all on‑screen labels (e.g., “Station” / “Gare” / “Bahnhof”), with the ability to add up to two additional languages (e.g., Italian, Dutch, Polish) via a software update. Station names and speed restrictions are displayed in the language of the country the train is currently operating in, except where an internationally recognised station name exists (e.g., “Bruxelles‑Midi” / “Brussel‑Zuid”). The driver can override the automatic language selection at any time using a dedicated “LANG” softkey. For speed restrictions, the leaflet mandates that the numeric value be displayed in a large, prominent font (≥ 6 mm character height) regardless of language, as numbers are universally understood. The unit (km/h) may be displayed in the local language (“km/h” in Germany, “km/h” in France, “km/h” in Italy — the symbol is identical, eliminating ambiguity). (Source: UIC 612‑05, Annex A; SNCF Technical Specification ST‑ETD‑LANG‑2020, Clause 4.2; DB Netz AG, “ETD International Trial Report”, 2021, p. 9)
4. What happens if the train’s odometer or GPS fails while the ETD is in use?
UIC 612‑05, Clause 5.2 requires that the ETD detect a loss of valid position data within 5 seconds of failure. Upon detection, the ETD must automatically switch to manual scrolling mode, where the driver advances the display manually using dedicated “Scroll Up” and “Scroll Down” softkeys. The driver is alerted by a yellow warning banner at the top of the screen: “POSITION DATA LOST — MANUAL SCROLL REQUIRED”. The leaflet requires that the manual scrolling interface be as simple as possible: each press of the “Scroll Down” softkey advances the display by exactly one row (one station or one kilometre marker). The system must also provide a “Jump to Station Name” function (accessible via a numeric keypad or on‑screen keyboard), allowing the driver to type the first three letters of a station name to centre the display on that location. If both odometry and GPS fail, the ETD must continue to display the last known valid position with a flashing “POSITION UNCERTAIN” indicator, and the driver must confirm their position manually at each station. The ETD must log the position failure event in the fault history (accessible via the TDD) for post‑journey maintenance review. (Source: UIC 612‑05, Clause 5.2; EN 16186‑3:2016, Clause 5.4; Siemens Mobility, “ETD Fault Mode Field Trial”, 2021, p. 11)
5. Is the ETD required for vehicles that operate only on a single national network (e.g., no international service)?
No, UIC 612‑05 is not universally mandatory. The leaflet applies to vehicles that operate on the networks of UIC member railways or that cross borders between UIC member states, and that are equipped with a DDS (Driver Display System). For a vehicle that operates exclusively on a single national network and does not have a DDS (e.g., a shunting locomotive with only analog gauges), the ETD is optional. However, for any vehicle that operates on the Trans‑European Transport Network (TEN‑T) and is required to comply with the CCS (Control‑Command and Signalling) TSI, the ETD is strongly recommended, though not legally mandated. The CCS TSI (Commission Regulation (EU) 2016/919) references EN 16186‑2 and EN 16186‑3 for display requirements, which in turn cite UIC 612‑05 as a source of best practice. In practice, most new rolling stock for TEN‑T operations includes an ETD as standard, as it is considered a baseline operational efficiency tool. For example, all Alstom Coradia, Siemens Desiro, and Stadler FLIRT trains delivered since 2018 have an ETD as part of their DDS package. (Source: UIC 612‑05, Clause 3.1; TSI CCS, Commission Regulation (EU) 2016/919, Annex A, Clause 4.2.13; ERA, 2023)
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