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main element for this schema is <rollingstock>, which is the root for data about any rolling stock. It is intended to use this data schema for vehicle

Infrastructure Reported by: Bahnkonzept For general information on use cases see UC:Use cases

railML® for RINF Reporting; railML® für RINF Meldung This use case aims at providing a railML3 file, fulfilling the functional requirements published by

software), have to be given to the supplier. The content of the data exchange is the result of the planning process, so the data are provided by a specialized

Advisory System (DAS); Fahrerassistentsystem The Driver Advisory System (DAS) is an on-train driver support system which advises a driver on the most energy-efficient

positioning system, which is a multi-sensor on-board positioning device, the train can determine its position itself. The digital map is a key component of such

The infrastructure used in this use case is not based on the current infrastructure but an agreed future infrastructure state. It is important that any

The objective of a possession is to ensure safe construction/maintenance works on the railway infrastructure. The safety is ensured by a set of safety measures:

infrastructure is pulled from an asset management database. Future infrastructure is designed by hand from technical drawings. The timetable model is tested either

verify the results of the work in very detailed manner. The track geometry use case deals with two major data flows between two major components. They are

IS root element — IS use cases — Concepts & examples The railML® Infrastructure subschema is focused on the description of the railway network infrastructure

Interlocking Rollingstock The use case comprises static and dynamic (status) asset data. For infrastructure, the focus is only on static data. Small (operational

Current UML visualization A list of use cases for railML's interlocking scheme can be found here Category:Use_case_(IL). Interlocking Concepts — explanations

electrical simulation is not possible with the necessary accuracy without simulating the process of railway operation. Thus this use case is always an addon

Description of parallel work is not included in this use case. For the purposes of this use case, the vehicle group is represented by vehicle types that

capacity operational simulation tools use their own internal generic interlocking (table) model. Thus this use case does not require a interlocking table

preferred position is the derailing one, which is automatically assumed after use. In addition the relation to the switch pt_swi03 is marked causing an

this use case is the process description and the minimum data content for the timetable data exchange. The used data format is EDIFACT. The use case shall

(sofern der Art entsprechend) Erforderliche Qualifikationen Der Use Case baut auf dem Use Case Fahrplanauskunft auf, das heißt für Dienste, die auf einer Fahrt

offers a number of Use Cases. A Guideline to implementing Use Cases can be found under Dev:Use cases. In contrast to railML® 2, railML® 3 is not supposed to

and print material as well as ticketing and real-time information. This use case will focus on the definition of the minimum requirements for passenger

value is used in case of any TVD section of the route is also used by the conflicting one. ConflictingHeadProtection – This value is used in case any signal

type is called switchIL in railML interlocking subschema, whereas its counterpart in infrastructure is called switchIS. The switch is commonly used for

with us. To learn where to find, how to use and how to contribute use cases see Dev:Use cases. While use cases follow a top-down approach, starting out

and track conditions. A list of use cases for the railML® infrastructure schema can be found on page Category:Use case (IS). →Main Article: Rollingstock

for a railML® use case: A timetable for a competition (call for proposals) Ausschreibungsfahrplan The use case describes a timetable which is transferred

Operational simulation; Betriebssimulation For various purposes it is necessary to simulate the process of railway operation for a fragment or an entire

complete timetable for vehicle working scheduling_. Postcondition The train is changed within the validity of the change request, and unchanged outside.

This use case covers the ordering of slots by Railway Undertakings from Infrastructure Manager(s) and other managers of capacity. A related use case will

attributes. In case of consuming "wrong styled" id values the importing software is not required to extract semantics encoded in the id value. The use of this

crossing whether this is physically needed or not. Subsequently the crossing as represented in the interlocking can have a position. In case of switch actuators

and Rostering   Related subschemas: IS RS  Reported by: PSI For general information on use cases see UC:Use cases

<rostering> is included, the element <rollingstock> is also required The elements <infrastructure> and <rollingstock> are master data for the use case "passenger

commercial train elements.) A better modelling for this aspect is, in the author’s opinion, to use the concept of commercial trains in a different way than currently

exchange format. This use case concerns the exchange of engineering data for tailoring an interlocking to fit a station. This use case focuses on "legacy"

value is used in case any signal that shall provide flank/head protection to either route is used as route destination for the other route, which is excluded

good use case. For an actual example see UC:IS:Schematic Track Plan. To get more information on use cases and how to describe them, see Dev:Use cases. Please

Information Category: Topology (origin: railML IS schema or classic track plan) Cable plan (origin: railML IS schema or classic track plan) infrastructure

reflect the as-built situation. Please refer to the linked use cases that cover the Eulynx use case. For detailed information please refer to the website https://eulynx

regular accuracy towards the measured location is +/- 5m (locationAccuracy="5"). UNISIG-baseline 3 is in use (mVersion="32"). Corresponding railML® description:

register used. In case there is no officially used register the project-specific one shall be named with a leading underscore. The @id attribute is the “machine

The most normal in Norway is that whenever a change is made to the signalling system, the entire station is updated. This is defined as one interlocking

working data Typically, the import is done manually using a file based interface. Common Infrastructure: the import uses elements from mesoscopic and macroscopic

signalkontrollierte Warnsysteme An SCWS is a system used to warn working gangs on used tracks that a train is arriving and that they have to stop their

This element does not appear in railML® 3.1 within the IS subschema. It is available only in railML® 3.2. Do not hesitate to contact railML.org for further

features and therefore is not designed backward compatible. The most fundamental difference is difficult to recognize at the surface: It is based on RailTopoModel®

about restrictions concerning the infrastructure shall not be part of this use case ITMS. On the other hand a restriction of the infrastructure can be the

section. It shall be used in case @isBerthingTrack is set to true. Within the simple example there are different kind of TVD sections. Here is a platform track

interlockings has to be incorporated into the operation and control systems. They uses the interlocking to operate elements get element status schedule and manage

<IS:mileageChange> page for the alternative approach, relevant for when there is a need for an explicit IS element. See the discussion in forum. Below you can see the source

value is used in case any signal that shall provide flank/head protection to either route is used as route destination for the other route, which is excluded

Attributes: preferredPosition: This is the preferred position of the switch which it is switched to when not in use or in case of both positions required for

position. Switch throwing adds a delay to route setting that is of great interest to the use case simulation. For this purpose, we add an attribute typicalThrowTime

position. Switch throwing adds a delay to route setting that is of great interest to the use case simulation. For this purpose, we add an attribute typicalThrowTime

(line 2) It is recommended to use the XML comments for non-content related documentation, e.g. contact information: <!-- ... --> (line 4) It is recommended

Attributes: preferredPosition: This is the preferred position of the switch which it is switched to when not in use or in case of both positions required for

do not want to use an URL (Uniform Ressource Locator (external link)) as an identifier - since there is no real location - you can use any other Uniform

default namespace that is usually set to railML, an xsi:type attribute is necessary to indicate which particular type is meant. This is demonstrated above

certification is mandatory since the release of railML 2.2, all tools in productive use shall use *.railml for files / exports. *.xml is always allowed

position. Switch throwing adds a delay to route setting that is of great interest to the use case simulation. For this purpose, we add an attribute typicalThrowTime

position. Switch throwing adds a delay to route setting that is of great interest to the use case simulation. For this purpose, we add an attribute typicalThrowTime

route definition is shown in the extract. It is a main route, which is not automatically set after first use. The time for route locking is given as 1 sec

@maximumClosedTime – This is the time a level crossing is accepted by the interlocking as constantly closed before an alarm is raised. The value is needed by some

<rollingstock>, <timetable>. This attribute is to be used for the version number of the railML® schema the XML file is based on. Major, minor and corrigendum

state is required. should – The state is the preferred one and should be used if possible (recommendation). must – The state must be used in any case (obligation)

them is the key securely locked in and the other with the key released for removal. The key is a simple mean of authorisation transfer as its use allows

of the balises. Conclusion: The use of railML® <balise> elements is optional. But if railML® <balise> elements are used, then the railML® <baliseGroup>

release speed is a speed limit under which the train is allowed to run towards this signal, when the target speed is zero. This release speed is independent

hardware key that is related to physical lock. @isPhysical – The Boolean value gives indication whether the key is of physical type for use in a mechanical

if the register is generally applicable and in practical use and maintenance by the registry is guaranteed. The further procedure is explained on the

allows actualizing the codelists in very short cycles. The concept of codelists is explained here. The codelist consists of clearance gauge standards (external

cycles. The concept of codelists is explained here. The list contains train protection systems (). The root element is named <trainProtectionSystems>. It

unique identifier used to reference this element within railML. @indicatorType - There is currently only cautiousDriving defined for use. Other values might

defining the zone is different. <canBeControlledBy> – This is the reference to any controller, i.e. operator/train dispatcher place, which can use the zone for

and the slave is the start signal of the route. In case of signalling with stand-alone distant signals there is no master and the slave is the start signal

self-test of the detector. It has to be used in combination with @triggeredSelfTest. <detectorType> – This is the reference to the particular type of the

element documentation using Template:Semcon, with status=proposed. Please also add the proposal to the list below! If a consensus is reached in the forum

a border, i.e. there is at one side no neighbouring section visible. @usedForDirection - The direction for which the field is used. This can be either both

towards the derailer when the derailer is in passablePosition. In such case the use of <hasPositionRestriction> is required. singleSwitchCrossing – works

<movableBridge> an <underCrossing> is seen, where a railway line is passed underneath by a waterway. This bridge is normally locked in the position for

gSystem>. It is used to locate infrastructure elements within the topology network. For the mesoscopic topology, it is recommended to use the classic railway

layout and formatting. This is useful for making more complex changes or for contributors who prefer working with markup directly. Use the “Preview” feature

@messString – This is the representation of the single messages status. The use is the same as for the @comString. A level crossing is a typical field element

<designator> <name> <usesSymbol> <designator> <isLocatedAt> <name> <designator> <ellipticalProjection> <center> <designator> <name> <usesSymbol> <designator>

</linearLocation> ... </line> </lines> Suppose you want to make use of the intrinsic coordinates instead. In that case, you may leave out the linear positioning coordinates

address certain frequently used entities with a single code, as to avoid repetitious work as well as ambiguity errors. The concept is explained here. The list

destination signal. <refersTo> – This is the reference to the physical end of the route path. This is in most cases a signal but can also be a buffer stop

partialRouteReleaseDelay: Delay time after which the section may be released for use in a new route (obligatory; xs:duration), technology: the technical type of

element IS:border of railML® version 3.2 UML-visualization of IS Documentation A border point is used to separate the railway network due to different reasons

and clearance sequence from a passing train is notified from the axle counter. In this case the section is reset immediately without any further operator

values: axleCounter: The TVD section is formed by axel counter detection points. trackCircuit: The TVD section is using track circuit equipment with insulated

<any> <coordinate> <name> <usesSymbol> <any> <isLocatedAt> <name> <linearElementProjection> <any> <coordinate> <name> <usesSymbol> <any> <isLocatedAt>

1) Attributes: preferredPosition: This is the state of level crossing under normal conditions, i.e. when not in use. For most level crossings this would

xs:duration), minimumOpenTime: This is the time the level crossing has to be open before it is allowed to close again. This is to ensure a certain capacity for

level crossing is activated, i.e. requested to close for road traffic, upon train approach. There is a range of conditions to conclude a train is approaching

UML-visualization of IL Documentation reference to other movable element in case of single/double slip switch or coupled switch Subschema interlocking Parents*

infrastructure subschema. In such cases just the suffix “IL” was added to the name, e.g. signalIS vs. signalIL. The element of <assetsForIL> is not only a collection

Semantic Constraint "IS:003":   <levelCrossingIS> should not have a <crossesElement> child of type railway. This case should be represented either

might be cases when the tunnel gate is normally blockingClosed and opened for railway traffic only on route setting. The normal closed status is used for tunnel

of containers for elements to decribe their functional characteristics in use of the interlocking domain. These are track related, route related objects