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train number field, timetable element) to the next. For example, one use case is a TMS that provides the current (dispatching) timetable and train positions

(UML). Examples are solutions to use cases. CO Use Cases – IL Use Cases – IS Use Cases – RS Use Cases – TT Use Cases View/edit list on the separate source

essential for the use case or considered optional. Please describe what data is exchanged for the use case. What is part and what is not part of the data exchange

for the use case or considered optional. Characterizing data Please describe what data is exchanged for the use case. What is part and what is not part

offline simulation for capacity management. Implicitly, train dispatching is seen as a logical prolongation of a detailed timetable. At disruptions during

be assembled and visualised. For this purpose, railML infrastructure data is to be supplemented with basic information on the type, extent, and localization

exchanged is bigger than in use case ETCS-a because data such as balises or routes will be added. The amount of the data to be exchanged is the same as

signalling; CAD für Zugsignalisierung Engineers of the railway signaling discipline use a Computer-Aided Design (CAD) tool to model a railway construction project

Visualisation (RAIV) Subschema: Infrastructure For general information on use cases see UC:Use cases

will also be responsible for RINF Reporting to the European Union. This use case describes the current structure of the yearly report of ÖBB Infrastructure

other hand. It is a combination of defined organizational processes and a complete database application system. This database system is receiver and sender

von Schienenanlagen railML data will be used for engineering signalling and interlocking systems. Engineers are used to working with paper plans that schematically

existing topology database is based on the track circuits. In order to enable desired functions, the creation of the data model is essential to become a basis

Schematic Track Plan Infrastructure managers use maps for the visualization of their railway infrastructure. These maps comprise: Geographic maps Geoschematic

according to [1] <isValid> is used to mark a start and end days. [1] https://documents.railml.org/schemas/usecase/railml-use-case_is-nest.pdf

detailed that is envisioned for this use case is a microscopic description of the timetable. The use case is divided into three sub-use cases based on the

the maintenance planning system of the infrastructure manager. The data flow is one-directional: It goes from the (central) asset management source data base

information system of the same (or another) infrastructure manager. The data flow is one-directional: It goes from the resource planning system to the passenger

control. This use case aims to cover all data exchange necessary for the functions listed above. A major difference to previous railML use cases is that this

access and use of the rail network (route network) of the infrastructure manager. It provides all the technical and operational information that is necessary

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

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

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

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

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

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

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

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

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

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

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

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

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

Traffic Management Plan Description / Beschreibung / Description The UseCase TrafficManagementPlan (TMP) defines exchange of information between Timetable

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

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

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"

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

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

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

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®

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

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

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

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

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

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

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

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

@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

state space is twofold: direct use of (asset, state) tuples with class assetAndState when just the state of the asset is needed indirect use of (asset,

<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

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

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

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

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

</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

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>

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

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

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

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

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

this particular direct position is included in a larger element with such a reference to a CRS. In this case, the CRS is implicitly assumed to take on the

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

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

of IL Documentation This is the reference to the track asset the danger point is located. It is used when the danger point is situated in the middle of

Documentation The initial status of commands and messages on the interface in case of "cold start", i.e. a kind of predefined status to be assumed in absence

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

interlocking independently of the direction. This is the case for level crossings within stations. The level crossing is activated by route setting and deactivated

changed. The start of a route is described in <routeEntry>. The element contains the following information: <refersTo> – This is the reference to the start

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

the danger point is located. It is used when the danger point is situated in the middle of a TVD section or beyond any TVD section in case of not supervised

entry and exit of the route combination. The highest priority is 0. It is omitted if there is no alternative path. <designator> - A coded name as per a specified

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

@id - The unique identifier used to reference this element within railML. @positionInRoute - This marks whether the indicator is at the start or the end.

cannot be cleared normally. In most cases such aspect is used with a special call-on route. caution – This is used for a distant signal aspect/slave aspect

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

Certify your interface. While you can use railML® in island solutions e.g. for exercise, in most cases productive use aims at and depends on exchanging data

location at the net element of a switch beginning. In this case, sw317a is located at ne3, and sw317b is located at ne30. Crossing then should be located with

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

In this way, you inherit all information that is collected about the ÖBB in the code list, in this case name, country code and company code: <infrastructureManager

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

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

This element does not appear in railML® 3.1 within the generic subschema. It is available only in railML® 3.2. There exists an element <CO:places> that might

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

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

field elements is done by electric power. The interlocking logic is realised by relay circuits. electronic - The operation of field elements is done by electric

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

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

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

signal is a main signal within a station neither used for entry nor exit routes. intermediateStop: This is a special intermediate signal that is used for

In this case, an ordinary switch is described, so the @navigability attribute is set to “both”. In other cases where only unidirectional travel is allowed

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

automatique in French. Note that this functionality is often part of the control system in which case this attribute should be omitted. (optional; xs:boolean)

designators as per manufacturer, owner, operator and keeper. This element is only useful in case of an individual vehicle. Subschema rollingstock Parents* vehicle

itinerary point. Usually the section with the highest priority is used, however in case of operational requirement TMS may select among the others usually

for this function. signal: This balise group is linked physically (in case of ETCS L1) or logical (in case of ETCS Level 2) with a main signal. In relation

This is the reference to the underlying track section in infrastructure of the tip branch. Especially in case of switch crossing this element is not used

destination of the train in case it can not or should not be extracted from the path of the train. The provided information is related to the stopindicated

the origin of the train in case it can not or should not be extracted from the path of the train. The provided information is related to the stopindicated

Documentation The initial status of commands and messages on the interface in case of "cold start", i.e. a kind of predefined status to be assumed in absence

Documentation The initial status of commands and messages on the interface in case of "cold start", i.e. a kind of predefined status to be assumed in absence

Documentation Description of the route destination point. In most cases the route destination is a signal or a buffer stop. Subschema interlocking Parents* route

of IL Documentation This is the reference to the track asset the danger point is located. It is used when the danger point is situated in the middle of

of IL Documentation This is the reference to the track asset the danger point is located. It is used when the danger point is situated in the middle of

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

describing the group/area. In that case the member list may be omitted, e.g. referring to electrificationSection in IS with groupType="catenary". Subschema

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

Possible values: first second third, compartmentSize: In case of seats arranged in a compartment this is the number of seats per compartment. (optional; xs:positiveInteger)

[0-9a-fA-F]{4}-[0-9a-fA-F]{4}-[0-9a-fA-F]{4}-[0-9a-fA-F]{12}\}), number: Used to specify the train number itself. (obligatory; xs:string), type: Allows

Gives the priority of the path in case there are several possible paths between entry and exit. The highest priority is 0. (optional; xs:nonNegativeInteger)

Gives the priority of the path in case there are several possible paths between entry and exit. The highest priority is 0. (optional; xs:nonNegativeInteger)

Documentation Description of the route destination point. In most cases the route destination is a signal or a buffer stop. Subschema interlocking Parents* route

element IS:border of railML® version 3.1 UML-visualization of IS Documentation A border point is used to separate the railway network due to different reasons

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

the position of the indicator in the route in case not clear by reference from routeEntry or routeExit. It is related to the functions the indicator will

including the voltage and frequency of a related electrification system. In case of independent power source like diesel the electrification values shall

numberOfWagons: The number of non-powered wagons in the formation. This value is only useful in case of a loco hauled train. (optional; xs:positiveInteger), speed: The

automatique in French. Note that this functionality is often part of the control system in which case this attribute should be omitted. (optional; xs:boolean)

field, the leftmost digit is the digit to be dialled first. In case the NID_MN is shorter than 6 digits, the remaining space is to be filled with special

field, the leftmost digit is the digit to be dialled first. In case the NID_MN is shorter than 6 digits, the remaining space is to be filled with special

vehicle in metric tons usable for traction. (optional; xs:decimal), belongsToParent: In case of describing an individual vehicle this is the reference to the

fullControlled: The level crossing is activated and deactivated only from interlocking independently of the direction. This is the case for level crossings within

this particular direct position is included in a larger element with such a reference to a CRS. In this case, the CRS is implicitly assumed to take on the

this particular direct position is included in a larger element with such a reference to a CRS. In this case, the CRS is implicitly assumed to take on the

connection is also represented by a CommercialTrainReference, the same operation needs to be performed for the other part in case a trainValidityRef is specified

cannot be cleared normally. In most cases such aspect is used with a special call-on route. caution: This is used for an announcing aspect/slave aspect

field; the leftmost digit is the digit to be dialled first. In case the NID_MN is shorter than six digits, the remaining space is to be filled with the special

"Theirs" is not a solution. If necessary contact the other comitters to find a solution. Write commit messages in English. The first line of commit is a summary

order of the vehicles in a formation is defined by increasing <trainOrder>.orderNumber. That is, the lowest order number is at the front of the train, while