Dev:Border between infrastructure managers and countries: Difference between revisions

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This example can be used to represent handover point as it is defined in <ref>{{external|http://taf-jsg.info/wp-content/uploads/2023/07/20230426-JGS-Handbook-3.3-with-XSD-3.3.0.0.pdf|TAP TSI and TAF TSI Sector Handbook for the Communication between Railway Undertakings and Infrastructure Managers (RU/IM Telematics Sector Handbook) Submitted on 20th October 2022}}</ref>: “Point where legal responsibility changes between the infrastructure mangers. This can be but does not have to be in conjunction with a state border”.
This example can be used to represent handover point as it is defined in <ref>{{external|http://taf-jsg.info/wp-content/uploads/2023/07/20230426-JGS-Handbook-3.3-with-XSD-3.3.0.0.pdf|TAP TSI and TAF TSI Sector Handbook for the Communication between Railway Undertakings and Infrastructure Managers (RU/IM Telematics Sector Handbook) Submitted on 20th October 2022}}</ref>: “Point where legal responsibility changes between the infrastructure mangers. This can be but does not have to be in conjunction with a state border”.


== References ==
== References ==

Revision as of 11:50, 29 November 2023

Having Directive 2012/34/EU opening of the market for domestic passenger transport services by rail and the governance of the railway infrastructure and single European railway area implies that every country in Europe has a set of interoperable infrastructure managers. Sometimes infrastructure of different managers borders each other and a train can pass them.

Border between infrastructure managers Správa železnic of Czech Republic and Deutsche Bahn Netz of Germany

Excerpts of source code addressing above problem may look like follows. In code there are two tracks belonging to two infrastructure mangers. Ownership is represented by <ownerChange> elements. Further information is given in the <infrastructureManager> element and corresponding code list (link to the railML® website).

Please be aware of correct definition of the railway tracks. Every railway track should have an <ownerChange> at the beginning of the track positioned at zero coordinate. Also, the additional semantic constraints apply like for the <speedChange> [1]. 

<metadata>
  <organizationalUnits>
    <infrastructureManager id="ima01" code="DBN"/>
    <infrastructureManager id="ima02" code="SZD"/>
  </organizationalUnits>
</metadata>
..
<trackBegin id="tb01" pos="0" absPos="0">
  <ownerChange id="och01" pos="0" absPos="0" infrastructureMamagerRef="ima01"/>
..
<trackEnd id="tb01" pos="500" absPos="500">
..
<trackBegin id="tb02" pos="0" absPos="500">
  <ownerChange id="och02" pos="0" absPos="500" infrastructureMamagerRef="ima01" name="Bahnverw.grenze Bad Schandau Gr"/>
..
<trackEnd id="tb02" pos="500" absPos="1000">

Real-world example of this concept can be found in the OpenRailwayMap defined for the Děčín–Dresden-Neustadt railway 6240 line. This line is operated be two railway operation managers Správa železnic of Czech Republic and Deutsche Bahn Netz of Germany. Schöna is a German railway station and Dolní Žleb is a Czech one.

This example can be used to represent handover point as it is defined in [2]: “Point where legal responsibility changes between the infrastructure mangers. This can be but does not have to be in conjunction with a state border”.

References

  1. ↑ railML2 <speedChange> semantic constraints revision forum post (link to the railML® website)
  2. ↑ TAP TSI and TAF TSI Sector Handbook for the Communication between Railway Undertakings and Infrastructure Managers (RU/IM Telematics Sector Handbook) Submitted on 20th October 2022 (external link)
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