It says 777 (If he previosly obtained the 777 rating) and then it says 787. They are not combined as a 777/787, or 707/720 or DC6/7 rating here in the US.
B-737; B-727; B707/720; B-757; B-767; B-777: B787: DC-10; L1011; G-V; LR
Note that the 757/767 are shown as stand alone ratings rather shown as individual types. IF
you have the 777 rating you can do a "compressed transition" to the 787. If you don't have the 777 rating you will need to do the "long course" and it will not give you a 777 rating at the same time like the 757/767 is capable of doing. You would need to do a "Reverse differences" course on the 777 to add that rating. The airplane really have little in common other than being made by Boeing. Well maybe that should be assembeled by Boeing.
When saying a Reverse differences course that means both an FAA oral and a checkride with an FAA 8410 produced from it. Boeing originally did a five day differences course going from the 777 to the 787. This was aproof of concept course to show the FAA that it could be done. I doubt that anyone having done this course felt prepared to actually fly anything beyond the simulator. Most of the airlines are using a ten to sixteen day transition course with FFS and FTD combinations for preveiously qualified 777 crews. I would imagine the day will come that an airline pilot flying for a carrier like UAL that operates both aircraft will attend a combined training program for both the 777 and 787 (assuming that they are a single category at that airline) and thus will come out of it with both types, but it's not there now.
Boeing has struggled with this commonality issue for sometime on all of the fleets. If you have previous Boeing glass time you get some credits for new training. If you have Boeing NG
time, then once more you get credits for new Boeing training. It's a complicated picture and what may work here in the US is not always applicable to other regulatory bodies.