SIST-TP CEN/TR 16427:2013
(Main)Intelligent transport systems - Public transport - Traveller Information for Visually Impaired People (TI-VIP)
Intelligent transport systems - Public transport - Traveller Information for Visually Impaired People (TI-VIP)
This Technical Report is based on work undertaken to define the scope for a possible Technical Specification that would specify the information needed by blind and visually impaired people (VIP) when they are travelling. This information is primarily intended for users of road-based transport like buses, trolleybuses and trams, but it can also be used for subway, regional and inter-city trains. The Technical Specification that is suggested would aim to define the contents of the information required at an urban or regional level. Its goal would be to make consistent information for VIP who are travelling anywhere in Europe. It would define the nature and the structure of the information for VIP using public transport to make it familiar, homogeneous and consistent. The Technical Specification would be applicable to organisations and operators of facilities for Public Transport and related services, either urban or regional, who want to guarantee “accessibility for all” and comply with local laws and recommendations in that field. The suggested Technical Specification should comply with relevant laws and recommendations throughout European countries. Such a Technical Specification should define the information and remotely controlled functions that should be available for VIPs at stops, platforms, access areas and inside/outside vehicles. The provision and the updating of the available information would be undertaken by the Public Transport operators or their partners. It would have to be linked with existing information and management systems. A Technical Specification would identify the contents of the information, the events, the validity time periods and the information which should be offered by different classes of end-user devices. The Technical Specification would state which information is to be provided by each one of the different classes of end-user devices. “Traveller information for Visually Impaired People” is defined in a three layer top-down framework: 1. “Contents of the information”: this should be in accordance with relevant standards and other Technical Specifications (Transmodel, IFOPT, SIRI, TPEG, etc.) to achieve consistency of end-user information. All information has to be defined (including events for triggering, devices on which the information is presented and validity time periods). This will be based on use-cases; 2. “Messaging and Dialogues”: this part of the processing would have to comply with existing standards and Technical Specifications SIRI, TPEG, etc. to allow interoperability; 3. “Hardware or physical media”: this would define how to implement the messaging system specified above with different technical solutions to assure delivery of traveller information to the end-user. This could include collaboration with ETSI (layer for radio-communication). The work to develop such a Technical Specification may identify additional information elements that need to be added to existing standards and Technical Specifications. It is suggested that the first part of the Technical Specification should encompass only the first upper layer “Contents of the information” - and it is on this layer that this report concentrates. A trip from one location to another location, often described as “door to door” (PLACE to PLACE), of a VIP involves going through several steps and phases (using various transport modes). The Technical Specification would define the information linked to each step and area crossed during a trip of a VIP. It would also define the information supply-chain for the VIP’s traveller information and the updates needed. It would have to be based on the elements and objects which are described in Transmodel and/or IFOPT.
Intelligente Transportsysteme - Öffentlicher Verkehr- Reiseinformationen für sehbehinderte Menschen (TI-VIP)
Systèmes intelligents de transport - Transport public - Informations des voyageurs pour les personnes en situation de handicap visuel (TI-VIP)
Le présent rapport technique s’appuie sur un travail réalisé pour définir le domaine d’application d’une éventuelle Spécification technique offrant les informations dont ont besoin les personnes aveugles et à handicap visuel dans le cadre de leur déplacement. Ces informations s’adressent essentiellement aux usagers des transports en commun routiers (bus, trolleybus et trams), mais également à ceux du métro et des trains régionaux et interurbains.
La Spécification technique proposée a pour objet de définir le contenu des informations nécessaires au niveau urbain et régional. Son objectif consiste à apporter des informations cohérentes aux personnes à handicap visuel qui voyagent partout en Europe. Il s’agit de définir la nature et la structure des informations adressées aux personnes à handicap visuel utilisant les transports publics afin de les rendre familières, homogènes et cohérentes.
La Spécification technique s’applique aux organisations et opérateurs de transport public et services connexes, urbains ou régionaux, qui souhaitent garantir « l’accessibilité pour tous » et se conformer aux lois et recommandations locales dans ce domaine. Il convient que la Spécification technique proposée soit conforme aux lois et recommandations pertinentes dans les pays européens.
Il convient que la Spécification technique définisse les informations et les fonctions télécommandées disponibles pour les personnes à handicap visuel aux points d’arrêts, sur les quais, les zones d’accès et à l’intérieur/extérieur des véhicules. La mise à disposition et la mise à jour des informations disponibles sont assurées par les opérateurs de transport public ou leurs partenaires. Elles doivent être liées aux informations et systèmes de gestion existants.
Une Spécification technique identifie le contenu des informations, les événements, les périodes de validité et les informations qu’offrent les différentes classes de dispositif de l’utilisateur final.
La Spécification technique stipule les informations que doit fournir chacune des différentes classes de dispositif de l’utilisateur final.
(...)
Inteligentni transportni sistemi - Javni prevoz - Potovalne informacije za slabovidne (TI-VIP)
To tehnično poročilo je osnovano na delu, ki je izvajano za opredelitev obsega možne tehnične specifikacije, ki bi določila informacije, ki jih potrebujejo slabovidni (VIP), ko potujejo. Te informacije so prvotno namenjene uporabnikom cestnega prevoza, kot so avtobusi, trolejbusi in tramvaji, lahko pa se uporabljajo tudi za regionalne, medmestne in podzemne vlake. Tehnična specifikacija, ki je predlagana, skuša opredeliti vsebino informacij, ki so zahtevane na mestni ali regionalni ravni. Njen cilj je določitev skladnih informacij za slabovidne, ki potujejo kjer koli po Evropi. Specifikacija bi določila naravo in strukturo informacij za slabovidne, ki uporabljajo javni prevoz, informacije pa bi s tem postale domače, enotne in skladne. Tehnična specifikacija bi bila uporabna za organizacije in upravitelje mestnega ali regionalnega javnega prevoza in povezanih storitev, ki želijo zagotoviti »dostopnost za vse« ter skladnost z lokalnimi zakoni in priporočili na tem področju. Predlagana tehnična specifikacija bi morala biti usklajena z ustreznimi zakoni in priporočili evropskih držav. Taka tehnična specifikacija bi morala določiti informacije in funkcije oddaljenega nadzora, ki bi morale biti dostopne slabovidnim na postajah, ploščadih, območjih dostopa in zunaj/znotraj vozil. Dostopne informacije bi določali in posodabljali izvajalci javnega prevoza ali njihovi partnerji. Sistem bi moral biti povezan z obstoječimi sistemi informacij in upravljanja. Tehnična specifikacija bi opredelila vsebino informacij, dogodke, čas veljavnosti in informacije, ki bi jih morali ponuditi različni razredi naprav za končne uporabnike. Tehnična specifikacija bi navedla, katere informacije naj ponudi vsak od različnih razredov naprav za končne uporabnike. »Potovalne informacije za slabovidne« so definirane v troslojnem okvirju od zgoraj do spodaj: 1. »Vsebina informacij«: to bi moralo biti v skladu z ustreznimi standardi in drugimi tehničnimi specifikacijami (Transmodel, IFOPT, SIRI, TPEG idr.) za doseganje usklajenosti informacij za končne uporabnike. Opredeljene morajo biti vse informacije (vključno z dogodki za sprožitev, napravami, ki prikazujejo informacije, in obdobjem veljavnosti informacij). To bo osnovano z uporabo primerov; 2. »Sporočanje in pogovorna okna«: ta del bi moral biti skladen z obstoječimi standardi in tehničnimi specifikacijami SIRI, TPEG idr., da bi omogočal medsebojno usklajenost; 3. »Strojna oprema ali fizični nosilci podatkov«: to bi določili, kako uveljaviti zgoraj navedeni sistem sporočil z različnimi tehničnimi rešitvami, da bi potovalne informacije prispele do končnih uporabnikov. To bi lahko vključevalo sodelovanje z inštitutom ETSI (sklad za radijsko komunikacijo). Pri razvoju take tehnične specifikacije se lahko prepozna dodatne elemente informacij, ki jih je treba dodati obstoječim standardom in tehničnim specifikacijam. Priporočeno je, da prvi del tehnične specifikacije vključuje samo zgornji okvir »Vsebina informacij«, na katerega naj se osredotoči to poročilo. Potovanje slabovidnih oseb v drug kraj, pogosto opisano kot »od vrat do vrat« (od KRAJA do KRAJA), vključuje več korakov in faz (z uporabo različnih načinov potovanja). Tehnična specifikacija bi opredelila informacije, ki se med potovanjem slabovidnih oseb povezujejo z vsemi prepotovanimi koraki in območji. Opredelila bi tudi verigo dostopa potovalnih informacij za slabovidne in potrebne posodobitve. Morala bi biti osnovana na elementih in predmetih, ki so opisani v Transmodel-u in/ali IFOPT-u. Tehnična specifikacija bi morala upoštevati: – različne načine potovanja od KRAJA do KRAJA, informacije, potrebne za vsak korak potovanja od KRAJA do KRAJA, – različne razrede naprav za končne uporabnike, – omejitve oblike informacij.
General Information
Standards Content (Sample)
SLOVENSKI STANDARD
SIST-TP CEN/TR 16427:2013
01-marec-2013
Inteligentni transportni sistemi - Javni prevoz - Potovalne informacije za
slabovidne (TI-VIP)
Intelligent transport systems - Public transport - Traveller Information for Visually
Impaired People (TI-VIP)
Intelligente Transportsysteme - Öffentlicher Verkehr- Reiseinformationen für
sehbehinderte Menschen (TI-VIP)
Systèmes intelligents de transport - Transport public - Informations des voyageurs pour
les personnes en situation de handicap visuel (TI-VIP)
Ta slovenski standard je istoveten z: CEN/TR 16427:2013
ICS:
03.220.01 Transport na splošno Transport in general
11.180.30 3ULSRPRþNLLQSULODJRGLWYH]D Aids and adaptations for
EUDQMH reading
35.240.60 Uporabniške rešitve IT v IT applications in transport
transportu in trgovini and trade
SIST-TP CEN/TR 16427:2013 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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SIST-TP CEN/TR 16427:2013
TECHNICAL REPORT
CEN/TR 16427
RAPPORT TECHNIQUE
TECHNISCHER BERICHT
January 2013
ICS 11.180.30
English Version
Intelligent transport systems - Public transport - Traveller
Information for Visually Impaired People (TI-VIP)
Systèmes intelligents de transport - Transport public - Intelligente Transportsysteme - Öffentlicher Verkehr-
Informations des voyageurs pour les personnes en Reiseinformationen für sehbehinderte Menschen (TI-VIP)
situation de handicap visuel (TI-VIP)
This Technical Report was approved by CEN on 18 September 2012. It has been drawn up by the Technical Committee CEN/TC 278.
CEN members are the national standards bodies of 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, Sweden, Switzerland, Turkey and United
Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
Management Centre: Avenue Marnix 17, B-1000 Brussels
© 2013 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TR 16427:2013: E
worldwide for CEN national Members.
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Contents Page
Foreword .4
Introduction .5
1 Scope .9
2 Use cases - Scenarios . 11
2.1 General . 11
2.2 Journey preparation . 11
2.2.1 Set the limiting conditions of the journey (A) . 11
2.2.2 Searching for the optimum journey (B) . 11
2.2.3 TRIP details (C/C1) . 12
2.2.4 Buying a ticket (D) . 12
2.2.5 On-trip information (E) . 12
2.3 Guidance to the access point of PT . 12
2.3.1 Walking to the access point (F) . 12
2.3.2 Finding the access point (G) . 12
2.3.3 Confirming that the VIP is at the correct access point (H) . 12
2.3.4 Topology information for the stop/station (I) . 13
2.3.5 Information about the services provided at the current interchange (J) . 13
2.4 Selection of the desired route/direction and path to the departure stop point/platform . 13
2.4.1 Selection of route and direction in the case of a spontaneous journey (K) . 13
2.4.2 Information on trains that are split on route (L) . 13
2.4.3 Walking from the ENTRANCE to the BOARDING POSITION (M) . 13
2.4.4 Finding the ticket desk, ticket machines, info points (N) . 14
2.4.5 Confirmation that the VIP has arrived at the correct platform / stop point (R) . 14
2.4.6 Information about the next departures (R1) . 14
2.5 Waiting for the right vehicle at the stop point / platform, getting on and finding a seat . 14
2.5.1 Identification of the correct vehicle and advice on any special features of the vehicle (S) . 14
2.5.2 Information at the stop stating whether the vehicle only stops on request (T) . 14
2.5.3 At the stop activate and check “request stop” (U) . 14
2.5.4 Finding the right car (V) . 14
2.5.5 Finding the right class (first/standard), and restaurant car (W) . 15
2.5.6 Opening the door by the VIP if the door is opening by pressing the button(X) . 15
2.5.7 Find entrance to upper deck (X1) . 15
2.5.8 Information on access to the vehicle (Y) . 15
2.5.9 Finding the right seat (AA) . 15
2.5.10 Finding a free seat (AB) . 15
2.5.11 Finding the toilet in the train and recognising “occupied” and “out of order” statuses
(AC) . 15
2.5.12 Using the toilet in the train or at the stop (AD) . 15
2.5.13 The VIP wants confirmation that he is in the right vehicle (AE) . 15
2.6 Travelling in public transport vehicles to an interchange stop/station or the final
destination . 16
2.6.1 When and where will the vehicle arrive at an interchange stop/station (AF) . 16
2.6.2 Is the transfer guaranteed (AG) . 16
2.6.3 If the transfer is not guaranteed, the traveller shall be offered an alternative (AH). . 16
2.7 Preparing to get off the vehicle/train at an interchange stop/station or at the final
destination . 16
2.7.1 Request a stop in a vehicle (AI) . 16
2.7.2 From which side of the vehicle does the VIP get out (AJ). 16
2.7.3 Opening the door by the VIP inside the vehicle if the door is opened by pressing the
button (AK) . 16
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2.7.4 Information about the disembarkation conditions (AL) . 16
2.8 Finding the next vehicle or the exit from the station . 16
2.8.1 Information concerning which platform/sector the passenger has got off at (AM) . 16
2.8.2 Information about the next vehicle (AN) . 17
2.8.3 Guidance to the next departure stop point / platform . 17
2.8.4 Guidance to the correct access point (AP) . 17
2.8.5 Calling for transfer assistance . 17
2.9 Service messages, alternative journeys . 17
2.9.1 Delay service message (AR) . 17
2.9.2 Service message “interrupted route” (AS) . 17
2.9.3 Replacement train (AS1) . 17
2.9.4 VIP shall be able to draw attention to themselves (AS2) . 17
2.9.5 New journey info from the current location (AU) . 18
2.9.6 Electronically escorted journey (AV) . 18
2.9.7 Problem on the footpath (AX) . 18
2.9.8 General service message to the network (AY) . 18
2.9.9 General service message to interchange (AZ) . 18
2.9.10 General service message to a line (BA) . 18
2.9.11 General service message to vehicle journey (BB) . 18
3 Use cases – Forms of solutions . 19
4 Requirements . 24
4.1 Introduction . 24
4.2 Definitions of announcements . 24
4.2.1 Types of announcement content . 24
4.2.2 AAM directed to on-board loudspeakers . 25
4.2.3 AAM directed to the driver's loudspeaker . 25
4.2.4 AAM directed to external loudspeakers . 26
4.2.5 AAM at the stops with a non-interactive dynamic passenger information system . 26
4.3 Forms of announcements. 26
4.3.1 Announcing of stop names . 26
4.3.2 Examples of stop name announcements . 26
4.3.3 Message triggered by the VIP to external loudspeaker . 27
4.3.4 Message triggered by the VIP to driver’s loudspeaker . 27
4.3.5 Examples of the announcement of the Stop Passenger Information System . 27
Annex A (informative) Abbreviations and definitions . 28
A.1 Abbreviations . 28
A.2 Definitions (Data elements) . 29
A.3 Definitions (Systems and elements) . 37
Annex B (informative) Examples of implementations of described use cases . 42
B.1 Introduction . 42
B.2 Stop information system . 43
B.3 Recognition of the line number and terminus . 44
Annex C (informative) List of projects and guidelines . 46
C.1 Projects and recommendations prepared for European and worldwide levels . 46
C.2 Guidelines for European and worldwide levels . 47
Bibliography . 49
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Foreword
This document (CEN/TR 16427:2013) has been prepared by Technical Committee CEN/TC 278 “Road
transport and traffic telematics”, the secretariat of which is held by NEN.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. CEN [and/or CENELEC] shall not be held responsible for identifying any or all such patent rights.
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0 Introduction
0.1 General
Advanced societies try to make life easier for their physically and mentally handicapped citizens so that they
can participate in daily life without the help of others as far as their disability allows. Most European countries
have adopted or are adopting laws that ensure that almost all disabled people have equality in the
accessibility of the specific transport information that they need. Operators will have to meet specific
requirements and recommendations according to particular deadlines set for each country. Whilst it is
important to establish a Technical Specification as soon as possible to achieve harmonisation and to avoid the
development of several incompatible solutions, this document is a Technical Report of the preliminary work
undertaken by a sub-group of TC 278 WG3 towards that goal. It should form an input to the preparation of a
Technical Specification when resources become available for that work to take place.
Passenger information facilities which provide all the useful information needed for visually unimpaired
passengers during a journey (arrival and departure time, waiting time, changing stop/station, terminus or line
number and destination of the vehicle which is actually at the stop, etc.) should also make this information
available to VIPs in a suitable form. However, it should be recognised that Visually Impaired People (VIP) will
require some device to effect communication with fixed and mobile elements of the public transport system
(stops, buses, trams etc). The target is that unimpaired and impaired people should have the same level of
information.
Journey Planners, which provide the information system for self-reliant passengers, were not included in the
work for this Technical Report.
“Design for all” should take into consideration visually impaired people (VIP) and their specific needs. For
these people it is a question of conveying meaning through sounds, speech and touch, since auditory and
tactile channels are often their only means of gaining information.
Particular concerns of VIP are:
Accessibility: To have easy access to, and to be able to visit, familiar and unfamiliar places by
themselves;
Relevance: To be able to locate themselves (know precisely where they are) in the environment and to
discover nearby stops, stop names, available lines, their next journeys with an indication of departure
time and arrival time, etc.;
Reliability: To be able accurately to reflect the current situation so that their mental “picture” matches with
reality;
Safety and security: To be able to avoid falls and collisions (safety during boarding and alighting is a
special concern), as well as feeling secure in taking a certain path.
For VIP, entering an unfamiliar environment or making a new journey is especially difficult. It is important to
recognise that improved information systems will not solve all of the challenges and it is important also to
make plans for assistance and support services. Standards for best practice within such services may also be
helpful.
Modern electronic technologies can provide VIP with better information. Services for VIPs, whenever possible,
should be an additional or specialised form of MMI (Man Machine Interface) from services which are also
available for unimpaired travellers. It will be necessary to be clear which aspects are included in each existing
standard or Technical Specification and which are not:
The first issue to consider is which end-to-end sequence of technologies will have to be used to deliver
such systems, including information about existing systems, devices, standards and Technical
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Specifications. The following classification of devices, together with their communication characteristics,
are suggested as the basis for a Technical Specification.
Different classes of end-user devices offer different levels of services. Current technologies offer many
possible solutions with different levels of ease of use. Three different classes of devices can be
considered:
1) One way communication device: The VIP is equipped with a simple command transmitter with a
small and ergonomic embedded tactile keypad. The command receiver connects either to the on-
vehicle device (e.g. vehicle controller, which incorporates the necessary passenger information), or
to an infrastructure controller, to get an appropriate announcement, typically in the local language, or
to trigger some other action.
2) Two way communication device with integrated text to speech: The device is equipped with a small
and ergonomic tactile keypad, usable by left and right handed people, and equipped to offer an
acknowledgement signal (vibration, tone within a given time, etc.) and with a small loudspeaker
and/or is able to connect to ear-phones. The audible information is output by the personal device
using text to speech (TTS). The device receives the information as structured data (for example
XML). The keywords (for example stop, direction, etc) are output in the user’s mother tongue whilst
the data (for example stop names) are received as text in the local language and output (not
translated) by the device in the local language. This system should be able to import the trip
information from a travel information system, so that the user gets appropriate current information on
request during a journey.
3) More sophisticated systems which use standard devices such as smart phones. Such devices should
be equipped with a special MMI for VIP: The keypad shall be tactile, usable for left and right handed
people and equipped to offer an acknowledgement signal. (Vibration, tone within a given time, etc.)
This device should be able to communicate with a centralised travel information system to make an
online rerouting in case of problems arising during the trip. It also should be possible to get travel
information from the user’s current position to a personally-defined destination (address and/or
stop/station). It should be able to provide absolute or relative positioning, for instance GPS (when far
away from a stop and outside) and audible or other indoor navigation functions near the public
transport stop points.
A device of class b should also support the functionality of a device of class a, and devices of class c
should also support the functionality of a device of classes a and b.
The devices in class c may need to be considered in a subsequent part of a Technical Specification,
following collaborative work with the International GDF Standards Group to allow the description of
geographic paths (for guidance through the pedestrian network) which is expected to be included in
the part 2 of the IFOPT Technical Specification. The devices should be able to communicate with a
travel information system if the infrastructure has implemented interfaces and protocols for the
relevant end-user devices.
The fixed infrastructure objects (ticket machines, passenger information facilities, stops, and some other
objects defined in the IFOPT Technical Specification) and on-board audio systems provide audible
guidance to the VIP (advising which direction in which the VIP has to walk). Communication between the
end-user device and the “vehicle control and information system” should allow the VIP system user to
remotely control the following :
1) Open unblocked doors and, for slowly moving people, prevent the doors from closing too early.
2) Inside the vehicle, request a stop at the next stop point.
3) Outside the vehicle, request line and destination information from the “vehicle control and information
system”.
4) Inside the vehicle, get information about the next stops and complementary information (for example
“terminus”; “stops only on request”; “change to underground“; "change of tariff zone").
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Short-range wireless communication using Short Range Command Radio or Wireless LAN or similar
protocols should exist between the VIP’s device and the vehicle or infrastructure.
Communication between the back office systems and at-stop systems is not considered in this report.
Communication between the back-office systems and the on-board systems depend on the radio network
type that is in use. The messages used in AVMS (Automatic Vehicle Monitoring Systems) can be used.
The work on standards and Technical Specifications for VIP may identify additional information elements
that usefully can be added to the existing messages. The information on-board the vehicle comes from
the databases in the on-board computer and the AVMS. Transmission of the data to the passenger
information device is achieved by means of the vehicle data bus, for example CAN Open, World FIP or
Industrial Ethernet. The older vehicle data bus IBIS, which operates in many countries, can also be used
with certain restrictions for these purposes.
The requirement for an additional interface between the on-board VIP communication device and the on-
board computer is determined by the specific vehicle data bus and the specific on-board VIP
communication device that are used. When the vehicle data bus and VIP communication device have the
same interface an additional interface is not needed. The same applies to the stop/station passenger
information systems. In new vehicles the VIP communication device may be part of the on-board
computer or passenger information system, and the same will apply to any new stop/station passenger
information systems.
Any Technical Specification in this area should be an open formulation that allows different technologies to be
used for specific components, for example short-range Radio, Wi-Fi, Bluetooth, RFID etc, could all be used for
short-range wireless communication as long as they meet the requirements. The Specification should not be
constrained to specific implementation technologies.
There are some aspects for standardisation that are abstract and apply across different layers and use cases.
For example:
Ergonomic presentation standards for communication with the VIP. There are well known considerations
for auditory usability such as pitch, attack, volume of signal, duration, reaction time, the required response
time for safety (for example, communication ideally needs to happen in less than three seconds). These
requirements are independent of specific technologies and are derived from human perceptual
psychology. Relevant standards in this area should be taken into account in systems designs. The user
functions that should be supported are, for example: to help a user to locate a stop; to discover the stop
name; to obtain information about next stop; to learn about next departures, to make a request to board
the vehicle. Certain of these functions are essential and should be mandatory.
The information content and data elements that need to be transmitted. For example: the line name, stop
name, direction/destination (end of the trip) etc. These correspond to elements already defined in public
transport information models, such as Transmodel (Reference Data Model for Public Transport). Different
formats may be needed to transmit elements in short-range wireless communication, and the work on
Standards for VIP may identify additional information elements that can usefully be added to the existing
models.
0.2 Short definition of relevant Technical Specifications and standards
The basic one is Transmodel along with its related Technical Specifications for implementation and
enhanced modelling. EN 12896 is the Reference Data Model for Public Transport (called also
Transmodel) that defines a conceptual data model for the main domains of public transport (network
topology, scheduling, rostering, operations control, passenger information, fare collection, management
information & statistics). The current standard is Transmodel v5.1;
IFOPT (Identification of Fixed Objects for Public Transport) is a complementary data model to
Transmodel V5.1. It describes in particular stop places and their components (entrances, equipment, path
links, etc.) in detail together with their accessibility properties and constraints. It complements and
extends Transmodel;
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SIST-TP CEN/TR 16427:2013
CEN/TR 16427:2013 (E)
As regards data exchange messages, the set of SIRI Technical Specifications provides a set for some
basic services (real time timetables, interchanges, etc). This specification relies on the concepts defined
by Transmodel V5.1 and is dedicated to data exchange between systems;
The NeTEx (Network and Timetable Exchange) Technical Specification currently under development will
also be relevant;
All systems should be designed for multi-lingual support of different Natural Languages.
A Technical Specification should consider existing best practices for assisting, training and guiding VIP.
The VIP will need to be made aware of available travel information systems in unfamiliar environments.
A Technical Specification should set out use cases and scenarios for interaction between VIP users and at-
stop and on-b
...
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