EN 28701-2012 en Intelligent transport systems - Public transport - Identification of Fixed Objects in Public Transport (IFOPT)《塑料 non-cellular塑料密度的确定方法 第1部分 液浸法 液体比重瓶法和滴定法》.pdf

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1、raising standards worldwideNO COPYING WITHOUT BSI PERMISSION EXCEPT AS PERMITTED BY COPYRIGHT LAWBSI Standards PublicationBS EN 28701:2012Intelligent transport systems Public transport Identification of Fixed Objectsin Public Transport (IFOPT)BS EN 28701:2012 BRITISH STANDARDNational forewordThis Br

2、itish Standard is the UK implementation of EN 28701:2012. Itsupersedes DD CEN/TS 28701:2010 which is withdrawn.The UK participation in its preparation was entrusted to TechnicalCommittee EPL/278, Road transport informatics.A list of organizations represented on this committee can beobtained on reque

3、st to its secretary.This publication does not purport to include all the necessaryprovisions of a contract. Users are responsible for its correctapplication. The British Standards Institution 2013. Published by BSI StandardsLimited 2013ISBN 978 0 580 77389 1ICS 35.240.60Compliance with a British Sta

4、ndard cannot confer immunity fromlegal obligations.This British Standard was published under the authority of theStandards Policy and Strategy Committee on 31 January 2013.Amendments issued since publicationDate Text affectedBS EN 28701:2012EUROPEAN STANDARD NORME EUROPENNE EUROPISCHE NORM EN 28701

5、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) Systmes de transport intelligents - Transports publics - Identification des objets fixes dans les transports publics

6、(IFOPT) Intelligente Transportsysteme - ffentlicher Verkehr - Identifizierung fester Objekte im ffentlichen 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 giv

7、ing 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. This European Standard exists in three off

8、icial versions (English, French, German). A version in any other language made by translation under the responsibility of a CEN member into its own language and notified to the CEN-CENELEC Management Centre has the same status as the official versions. CEN members are the national standards bodies o

9、f Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, Former Yugoslav Republic of Macedonia, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Romania, Slovakia, Slovenia, Spain,

10、 Sweden, Switzerland, Turkey and United Kingdom. EUROPEAN COMMITTEE FOR STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG Management Centre: Avenue Marnix 17, B-1000 Brussels 2012 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN natio

11、nal Members. Ref. No. EN 28701:2012: EBS EN 28701:2012EN 28701:2012 (E) 2 Contents Page Foreword . 4Introduction . 51 Scope 71.1 General . 71.2 Explicit exclusions from scope 71.3 Exclusions from Terminology 81.4 Approach Modularisation 81.5 Approach Modelling . 92 Normative references 133 Terms and

12、 definitions . 133.1 Transport Related Terms 133.2 Communications Mobile objects: vehicles, on board validators, etc.; Events: accidents, works, and situations affecting parts of the network, etc. Subsets of these objects are of particular importance for certain functional domains of Public Transpor

13、t. For instance, Automatic Vehicle Monitoring systems are concerned with the mobile objects (vehicles) and their positions relative to the infrastructure. Passenger Information systems are concerned with: information provision and exchange about the network services (timetables, etc.); optimisation

14、of passenger trips (trip proposals made according to specific criteria,etc.); management of Public Transport resources (sales points, validators, passenger information devices, etc.). These systems need all types of data, but information related to the fixed objects is crucial, in particular about t

15、he Public Transport stops, their unambiguous identification, their accurate description, and their location in space. Several particular problems apply to such data. One of them is the fact that the same fixed objects (stops, interchanges) are often used by several operators or several modes and app

16、ear with different descriptions and identifiers, so that complex correspondence tables have to be set up and maintained to ensure inter-modal trip planning, for instance, where it is important to uniquely identify the stops. Another problem appears when it appears that the same fixed objects (e.g. a

17、 train station, a bus stop) are considered as simple (points) or complex (clusters of points or areas) depending on the viewpoint of a subsystem (for instance, precision of the map). This aspect is often solved by the identification of several objects as one single object (a type of projection), but

18、 engenders at the same time the problem of the location referencing of the complex object that has been considered as simple, without a precise method for locating it in space. Another aspect of the problem of referencing fixed objects for Public Transport is that they are often related to urban inf

19、rastructure. The latter is often relevant and used for the description of these objects. Topographical descriptors are introduced to characterise objects that are specific to Public Transport and, furthermore, knowledge of the access points to buildings and other infrastructure objects may be releva

20、nt for journey planning. In this case, if any change of the urban infrastructure occurs, Public Transport specific data should be updated and, in a multi-operator context, a certain incoherence of information is likely to appear. BS EN 28701:2012EN 28701:2012 (E) 6 All these reasons have led to seve

21、ral national programs to provide solutions to address at least parts of the problem particularly relevant for Passenger Information. The UK-NaPTAN system focuses on Public Transport stops, their unambiguous identification, their location in space and their description, choosing a certain level of de

22、tail. In Germany, DELFI and VDV-Datenmodel deal with similar issues. The Swedish “Samtrafikens transportformat“ provides topographical identification including addresses, Public Transport stops with localisation and path links for passengers. Other European Standards that exchange PT data, such as T

23、PEG or TRIDENT, ALERT C, ILOC, EU-Spirit, Transmodel or SIRI, aim at the description of location referencing of stops, but do not provide a comprehensive solution for all the problems. Another important recent study has been the French CERTUs “tude des systmes de localisation pour les transports Cla

24、rification des concepts lis aux arrts de transports en commun“ which makes a systematic study of stop location concepts and furthermore relates them to the existing concepts of the Transmodel standard. This “Identification of Fixed Objects“ document draws heavily on the CERTU study, which was carrie

25、d out by the leading French Transmodel experts. The identification of fixed objects needs to be managed at a national level and the standard should take into account the respective national organisational models for administering data. Because of the large number of stops and their geographical disp

26、ersal, this will typically involve a distributed process with a number of parties needing to be coordinated. BS EN 28701:2012EN 28701:2012 (E) 7 1 Scope 1.1 General This European Standard defines a model and identification principles for the main fixed objects related to public access to Public Tran

27、sport (e.g. stop points, stop areas, stations, connection links, entrances, etc.), in particular: to identify the relevant functions which need a unique identification of fixed objects especially for the Passenger Information domain in a multi-modal, multi-operator context; to identify the main fixe

28、d objects related to the Public Transport system, choosing a certain viewpoint, i.e. considering a certain level of detail (“granularity“) of the given description taking into account the needs of the identified functions; to give a typology of these objects together with definitions; to present rel

29、ationships between the identified Public Transport objects; to unambiguously describe these objects through their main properties (attributes); to describe how to locate these objects in space through coordinates and through the link to topographic objects with a clear separation between the “Public

30、 Transport layer“ and the “topographic layer“ described in its turn by geographic objects; to enable the assignment of data administration (responsibility for data maintenance) of each fixed object. Geospatial location referencing techniques of PT objects (e.g. use of satellites, roadside equipment

31、for positioning) or representation techniques on maps (projections) are outside the scope of this standard. 1.2 Explicit exclusions from scope In order to limit the scope for this version of the Fixed Object Standard, certain types of potential Fixed Object have been excluded for the time being, but

32、 will be proposed for inclusion in a second or subsequent part of the standard. These include: Roadside Equipment such as Traffic Signals and Traffic Lights and approach information for Urban Traffic Management and Control Systems; Road crossings and interchange data (though Access links may project

33、 onto tracks in other models that consider these, such as the EuroRoads project); Parking: A Car Park Model defines the availability and nature of car, bicycle and other parking. IFOPT includes only a rudimentary Parking model to indicate the relationship of the car parks to the rest of the Stop Pla

34、ce model; Relationships with the location referencing requirements of DATEX2 and TPEG. Fixed Objects are concerned primarily with physical infrastructure and equipment as referenced by information services. Concepts that relate to fixed points that belong to other information layers, such as the str

35、ucture of Tariff Zones or Fare stages (which belong to the fares layer of Transmodel) are not covered. BS EN 28701:2012EN 28701:2012 (E) 8 IFOPT describes a generic structure for classifying Points of Interest, for example museums, stadiums, etc., but does not set out a recommended informative value

36、 set of Point of Interest categories. 1.3 Exclusions from Terminology For the convenience of readers, the Terms and Definitions section of the IFOPT specification repeats definitions of certain key Transmodel concepts that are fundamental to understanding the IFOPT model. It does not repeat definiti

37、ons of a number of other related Transmodel elements that are part of other Transmodel information layers, i.e. not specific to the Fixed Object layer, for example LINE, DESTINATION DISPLAY, PASSING TIME, or are not within the direct scope of the Fixed Object models, such as RAILWAY ELEMENT, RAILWAY

38、 JUNCTION, ROAD ELEMENT, ROAD JUNCTION. 1.4 Approach Modularisation 1.4.1 General This European Standard builds on the Transmodel Standard to define four related sub models; See Figure 1. Each model is described as a set of entities, attributes and relationships with other models. Figure 1 Fixed Obj

39、ect 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. NO

40、TE 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

41、 actual physical locations in space. BS EN 28701:2012EN 28701:2012 (E) 9 Point of Interest Model: Describes the structure of a POINT OF INTEREST including physical points of access, i.e. ENTRANCEs. Also provides a model for a standardised POINT OF INTEREST CLASSIFICATION hierarchy a means of providi

42、ng a taxonomy of different types of POINT OF INTEREST relevant for journey planning. Gazetteer Topographical Model: Provides a topographical representation of the settlements (cities, towns, villages, etc.) between which people travel. It is used to associate Stop and Station elements with the appro

43、priate topographic names and concepts to support the functions of journey planning, stop finding, etc. The TOPOGRAPHICAL PLACE entities in the Gazetteer model may be referenced by the Stop Place and Point of Interest Model but do not reference the elements of those models. Administrative Model: Prov

44、ides an organisational model for assigning responsibility to create and maintain data as a collaborative process involving distributed stakeholders. Includes namespace management to manage the decentralised issuing of unique identifiers. The Stop Place Model is the mandatory part of the Fixed Object

45、 model. The other models are ancillary and may be implemented on an optional basis 1.4.2 Motivation for Modularisation This partitioning of Fixed Object into distinct sub-models is in particular of significance for data exchange. For data exchange, a model held on one computer system must typically

46、be serialised into an XML document or other flat file format and then, after transmission, be de-serialised and re-referenced back into another model on a different system. In order to exchange data efficiently it must be possible to partition the data of a large model (for example all the bus stops

47、 in a country) into smaller coherent subsets (for example all the bus stops in a single area within a country) that include references to objects that are not included in the export (for example stops in adjacent areas, or the full definitions of the areas). This raises considerations for ensuring i

48、ntegrity of reference and in particular for the management of the identifiers that are used to implement the reference across different systems. In practice, the coherent subsets of data that are needed for efficient exchange must reflect the operational processes and frequency of change of the data

49、. The four Fixed Object submodels represent four primary sets of data that usually will be exchanged as distinct documents between different parties on different timescales. Thus for example, the administrative model is a small model that typically needs to be set up centrally with a view to coordinating the work of different stakeholders; once created, its data will change only occasionally, but it will be extensively referenced by other documents. At the other extreme, the Point