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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