ETCS Bites Back - 41 (Passive Shunt)

Having a look at one of the modes, it is not totally clear, to me, how it may work. Having explored the scenarios, you may wish to comment on whether I have it right!

[@AlistairLynn]

From what I understand, this is a closer fit for a continental operational concept like Germany’s, where there is a sharp distinction between train movements/Zugfahrten and shunting/Rangierfahrten and never the twain shall meet.
For a train movement it can be required that the leading cab be in FS/LS/AD/OS/SR and all other cabs be SL as a condition of the movement (or NL); and for a shunting movement that the driving cab be in SH and all other cabs in the shunting consist be in PS.
It’s a bit of a “simplifying lie” to talk about the mode of a cab rather than an EVC but I think the idea is that this isn’t a distinction drivers should need to care about; and automatically entering SH with driver ID intact is just an extra convenience feature.
Drivers, perhaps assisted by the shunters, would need to hop between all locos/cabs in the consist there anyway to configure the lights and brakes for shunting so putting the driving desks into PS wouldn’t necessarily be that much of an additional requirement. I’m also not sure that continental shunting practice requires through braking.

[@johnalexander995]

I agree it was introduced at request of German operators. I am still struggling with how it would work in practice, but your info is helpful.

[@Atte5820]

If an EVC is in NP the brakes are applied (see subset 26).
In order to be able to tow the vehicle, the brake output must be rendered ineffective by external measures (e.g. by bridging the emergency brake valves). Maybe this can be avoided by PS, because the shunting personal does not need the training to reach and use other modes (just basic training).
In my point of view: IS is also not good for this (just quick and dirty).