EN 28701:2012

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.Inteligentni transportni sistemi - Javni prevoz - Identifikacija stalnih objektov v javnem transportu (IFOPT)Intelligente Transportsysteme - Öffentlicher Verkehr - Identifizierung fester Objekte im Öffentlichen Verkehr (IFOPT)Systèmes de transport intelligents - Transports publics - Identification des objets fixes dans les transports publics (IFOPT)Intelligent transport systems - Public transport - Identification of Fixed Objects in Public Transport (IFOPT)35.240.60Uporabniške rešitve IT v transportu in trgoviniIT applications in transport and trade03.220.20Cestni transportRoad transportICS:Ta slovenski standard je istoveten z:EN 28701:2012SIST EN 28701:2013en,fr,de01-februar-2013SIST EN 28701:2013SLOVENSKI
STANDARDSIST-TS CEN/TS 28701:20101DGRPHãþD

EUROPEAN STANDARD NORME EUROPÉENNE EUROPÄISCHE NORM
EN 28701
December 2012 ICS 35.240.60 Supersedes CEN/TS 28701:2010English Version
Intelligent transport systems - Public transport - Identification of Fixed Objects in Public Transport (IFOPT)
Systèmes de transport intelligents - Transports publics - Identification des objets fixes dans les transports publics (IFOPT)
Intelligente Transportsysteme - Öffentlicher Verkehr - Identifizierung fester Objekte im Öffentlichen Verkehr (IFOPT) This European Standard was approved by CEN on 9 September 2012.
CEN members are bound to comply with the CEN/CENELEC Internal Regulations which stipulate the conditions for giving this European Standard the status of a national standard without any alteration. Up-to-date lists and bibliographical references concerning such national standards may be obtained on application to the CEN-CENELEC Management Centre or to any CEN member.
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Example of dimensional functions to classify disability included in the FINAL (Complete Integration of Demand Responsive Transport and PT) project in Sweden, as an example of Accessibility Classification of medical conditions . 139Bibliography . 141 SIST EN 28701:2013

Figure 1 — Fixed Object Submodels These constituent models of the Fixed Object model are enumerated as follows:  Stop Place Model: Describes the detailed structure of a STOP PLACE (that is station, airport, etc) including physical points of access to vehicles and the paths between the points, including ACCESSIBILITY.
NOTE The concept of stops and the links between them in the Stop Place Model is distinct from the STOP POINT and CONNECTION LINK concepts used in Transmodel to describe the logical stopping points and connections of journey patterns for timetables: the Stop Place model describes the stops and paths as actual physical locations in space. SIST EN 28701:2013

Indicative number of Fixed Object Entities per country City, Town or District Names 0-100 000 City, Town or District Names Rail Stations 0-20 000 City or Towns Bus /Tram Stops 50 000-500 000 Local Point Name Ports & Ferry piers 2 000-20 000 City or Town Names or Local Name Airports 0-500 Major Towns
Coach Stops 10 000-200 000 City or Town Names Points of Interest 1 000 000-10 000 000 Local Point Name & National names Data Administration Jurisdictions 10-500 State, County names Topographic Localities
10 000-500 000 State, County, City, Parish names
The informative XML XSD schema appended to this document gives an example of serialisation into useful packages. 1.5.4 Stop Identification and Labelling A particular use of Fixed Object model data is to enable stop and place finding by users of journey planners and other on-line applications. This requires the appropriate association of entities with topographical places. The Model is designed to allow for meaningful codes and labels to be constructed according to many different application and usage contexts. 1.5.5 Relationship to GIS Standards The Fixed Object model has a relationship to other standards describing the geographical features of a country, but is not itself a GIS standard. The Fixed Object model describes the semantic structure of stop places in a way that can be related to the public transport universe of discourse of Transmodel. Transmodel and the Fixed Object model exclude the detailed description of geographic features, and use standard GIS model elements to describe the GDF references needed to relate the Fixed Object model entities to the underlying GIS models. The Location models used in the Fixed Object need to be represented in a way such that they can be projected onto a variety of geospatial representations. The Fixed Object model upholds the principles from Transmodel of separation of information layers and the use of Point and Link representations within the distinct layers which can be used to project elements between the models. Point and Link and address data sufficient to make this projection are included in Fixed Objects: the choice of coordinate reference systems is open. SIST EN 28701:2013

The first part of IFOPT covers the following entities:  Stop Model: Rail stations, metro stations, bus and coach stations, On-street bus, tram coach and trolley bus stops and their associated equipment. The same model may be used for airports, ship and ferry ports, taxi ranks and other access points.  Point of Interest Model: Well known locations to which both tourists and residents are likely to wish to travel, such as museums, parks, stadia, galleries, law courts, prisons, etc. A classification mechanism is also provided.  Topographical model: Cities, towns, hamlets, suburbs and quarters and other settlements to which people may wish to travel and whose relation to Stop Places, Points of Interest and Addresses is relevant. It includes an Address model.  Administrative Model: An organisational structure or Administrators, roles and Administrative Areas used to manage other data elements. The Fixed Object models are conceived as discrete models, but share certain common concepts and base data type. Figure 2 indicates the dependencies between the different Fixed Object Models. The Stop Place and Point of Interest Models reference common concepts in the Administration and Topographical Models (though can be used with a minimal implementation of these concepts). Further application views may be constructed that reference some or all of the elements of the models. Further packages that reference these models can be added in future. The contents of the Stop Place Model and Point of Interest Model may be organised using elements established in the Administrative and Topographical Model. All the models assume the existence and reuse of common Address and generic data type packages. In any concrete implementation of the individual Fixed Object models in XML, these can be based on reusable XML subschema, with the logical dependencies shown in Figure 2. An informative XML schema is separately available at http://www.ifopt.org.uk.
Figure 2 — Dependencies of Fixed Object Models 2 Normative references The following documents, in whole or in part, are normatively referenced in this document and are indispensable for its application. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendments) applies. EN 12896:2006, Road transport and traffic telematics
Public transport
Reference data model CEN/TS 15531-1:2007, Public transport
Service interface for real-time information relating to public transport operations
Part 1: Context and framework CEN/TS 15531-2:2007, Public transport
Service interface for real-time information relating to public transport operations
Part 2: Communications infrastructure CEN/TS 15531-3:2007, Public transport
Service interface for real-time information relating to public transport operations
Part 3: Functional service interfaces CEN/TS 15531-4:2011, Public transport
Service interface for real-time information relating to public transport operations
Part 4: Functional service interfaces: Facility Monitoring CEN/TS 15531-5:2011, Public transport
Service interface for real-time information relating to public transport operations
Part 5: Functional service interfaces
Situation Exchange 3 Terms and definitions For the purposes of this document, the terms and definitions given in EN 12896:2006,
CEN/TS 15531-1:2007, CEN/TS 15531-2:2007, CEN/TS 15531-3:2007, CEN/TS 15531-4:2011, CEN/TS 15531-5:2011 and the following apply. 3.1 Transport Related Terms Note 1 to entry: This section includes terms for both PT entities and properties of PT entities used in IFOPT. For each term, it is indicated whether the term derives from Transmodel version 5.1 (EN 12896:2006), another SIST EN 28701:2013

Note 1 to entry: This link may be used during a trip for:  the walking movement of a passenger from a PLACE (origin of the trip) to a STOP POINT (origin of the PT TRIP); or  the walking movement from a STOP POINT (destination of the PT TRIP) to a PLACE (destination of the trip). Note 2 to entry: In IFOPT, a STOP PLACE, an ADDRESS, a POINT of INTEREST, a PARKING and a TOPOGRAPHICAL PLACE are all types of PLACE and so an ACCESS LINK may also explicitly connect them. 3.1.2 ACCESS PATH LINK – IFOPT type of external PATH LINK connecting a PLACE with another PLACE
Note 1 to entry: A sequence of ACCESS PATH LINKs may project onto an ACCESS LINK. Note 2 to entry: Each end of an ACCESS PATH LINK should connect to an entity that is a concrete subtype of PLACE, for example STOP PLACE, POINT OF INTEREST, ADDRESS, ROAD ADDRESS, QUAY, etc. that is an ACCESSIBLE PLACE. Each end of an ACCESS PATH LINK may further have a specific ENTRANCE of the same concrete subtype of PLACE associated with that end, that is, STOP PLACE ENTRANCE, QUAY ENTRANCE, POINT OF INTEREST ENTRANCE, etc.; to indicate the exact entrance to the building. Note 3 to entry: Inside a physical STOP PLACE, STOP PATH LINKs should be used instead of ACCESS PATH LINKs. 3.1.3 ACCESS SPACE – IFOPT passenger area within a STOP PLACE such as a concourse or booking hall, immigration hall or security area that is accessible by passengers, but without a direct access to vehicles
Note 1 to entry: Direct access to a VEHICLE is always from a QUAY and/or BOARDING POSITION. An ACCESS SPACE may be a Room, Hall, Concourse, Corridor, or bounded open space within a STOP PLACE. 3.1.4 ACCESS SPACE ENTRANCE – IFOPT entrance or exit for passengers to or from an ACCESS SPACE Note 1 to entry: An entrance may be Internal, giving access to another ACCESS SPACE or QUAY, in which case it should connect to some other part of the same STOP PLACE; or External, representing a point of attachment with which to navigate a route to the STOP PLACE. 3.1.5 ACCESS ZONE – Transmodel ZONE for which the duration to cover any ACCESS LINK to a particular STOP POINT is the same SIST EN 28701:2013

Note 1 to entry: An ACCESSIBLE PLACE may be the endpoint of a PATH LINK and can have designated entrances that represent the best point of access for different USER NEEDs. 3.1.7 ACCESSIBILITY – IFOPT possibility of a user with a specific USER NEED, such as a disability or encumbrance, to access either fixed or moving public transport facilities 3.1.8 ACCESSIBILITY ASSESSMENT – IFOPT ACCESSIBILITY characteristics of an entity used by passengers such as a STOP PLACE, or a STOP PLACE COMPONENT, described by ACCESSIBILITY LIMITATIONs, and/or a set of SUITABILITIES 3.1.9 ACCESSIBILITY LIMITATION – IFOPT categorisation of the ACCESSIBILITY characteristics of a STOP PLACE COMPONENT such as a STOP PATH LINK, STOP PLACE or ACCESS SPACE to indicate its usability by passengers with specific needs, for example, those needing wheelchair access, step-free access or wanting to avoid confined spaces such as lifts
Note 1 to entry: A small number of well-defined categories are used that are chosen to allow the consistent capture of data and the efficient computation of routes for different classes of user. 3.1.10 ACCESSIBILITY SUPPORT SERVICES – IFOPT provision of services to enable guidance of specific classes of user, for example personal or auditory or tactile device assistance for the blind, or visual devices and text announcement for the deaf, or luggage porterage or language services
Note 1 to entry: In IFOPT these are specified as types of LOCAL SERVICE. 3.1.11 ACTUAL STOP POINT EQUIPMENT – Transmodel item of equipment of a particular type actually available at an individual STOP POINT (e.g. post, shelter, seats, information display) Note 1 to entry: The IFOPT STOP PLACE EQUIPMENT is a generalisation of STOP POINT EQUIPMENT that may include equipment located elsewhere in the STOP PLACE as well as on the QUAY. 3.1.12 ACTUAL VEHICLE EQUIPMENT – Transmodel item of equipment of a particular type actually available in an individual VEHICLE 3.1.13 ADDRESS – IFOPT descriptive data associated with a PLACE that can be used to describe the unique geographical context of a PLACE for the purposes of identifying it
Note 1 to entry: It may be refined as either a ROAD ADDRESS, a POSTAL ADDRESS or both. SIST EN 28701:2013

Note 1 to entry: Each administrative area will have a common IDENTIFIER NAMESPACE for allocating identifiers. Note 2 to entry: A distinction can be made between the management of the Transport of an area (the role of an AUTHORITY managing an ADMINISTRATIVE ZONE) and the administration of the Transport related data (the role of a DATA ADMINISTRATOR of an ADMINISTRATIVE AREA) which may be, but is not necessarily, performed by the same body. 3.1.15 ALTERNATIVE COMMON NAME – IFOPT Passenger Information systems will support the use of one or more names to identify PLACEs, STOP PLACEs, DESTINATIONs, POINTs OF INTEREST, etc. to users in journey planners and other systems 3.1.16 AREA IDENTIFIER NAMESPACE – IFOPT IDENTIFIER NAMESPACE used to control the unique allocation of stop identifiers for each ADMINISTRATIVE AREA, allowing the distributed management of STOP DATA 3.1.17 AUTHORITY – Transmodel organisation under which the responsibility of organising the public transport service in a certain area is placed 3.1.18 BOARDING POSITION – IFOPT location within a QUAY from which passengers may directly board, or onto which passengers may directly alight from, a vehicle 3.1.19 BOARDING POSITION ENTRANCE – IFOPT entrance or exit for passengers to/from a BOARDING POSITION within a QUAY 3.1.20 CHECKPOINT– IFOPT characteristics of a STOP PLACE COMPONENT representing a process, such as check-in, security screening, ticket control or immigration, that may potentially incur a time penalty that should be allowed for when journey planning
Note 1 to entry: Used to mark STOP PATH LINKs to determine transit routes through interchanges. 3.1.21 CHECKPOINT DELAY– IFOPT delay associated with a specific CHECKPOINT Note 1 to entry: The CHECKPOINT DELAY may vary according to time of day as specified by a VALIDITY CONDITION, in line with the passenger processing capacity of the CHECKPOINT and traffic congestion levels. SIST EN 28701:2013
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