SIST-TS CEN/TS 17413:2020
(Main)Intelligent transport systems - Urban ITS - Models and definitions for new modes
Intelligent transport systems - Urban ITS - Models and definitions for new modes
This document defines new modes in a reference data model, in order to allow integration of these modes into urban multimodal travel services (e.g. trip planning systems).
Intelligente Verkehrssysteme - Städtische IVS - Modelle und Festlegungen für neue Modi
Systèmes de transport intelligents - ITS urbains - Modèles et définitions des nouveaux modes de transport
Inteligentni transportni sistemi - Mestni ITS - Modeli in definicije za nove načine prevoza
General Information
Relations
Standards Content (Sample)
SLOVENSKI STANDARD
SIST-TS CEN/TS 17413:2020
01-junij-2020
Inteligentni transportni sistemi - Mestni ITS - Modeli in definicije za nove načine
prevoza
Intelligent transport systems - Urban ITS - Models and definitions for new modes
Intelligente Verkehrssysteme - Städtische IVS - Modelle und Festlegungen für neue Modi
Systèmes de transport intelligents - ITS urbains - Modèles et définitions des nouveaux
modes de transport
Ta slovenski standard je istoveten z: CEN/TS 17413:2020
ICS:
35.240.60 Uporabniške rešitve IT v IT applications in transport
prometu
SIST-TS CEN/TS 17413:2020 en,fr,de
2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.
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CEN/TS 17413
TECHNICAL SPECIFICATION
SPÉCIFICATION TECHNIQUE
April 2020
TECHNISCHE SPEZIFIKATION
ICS 35.240.60
English Version
Intelligent transport systems - Urban ITS - Models and
definitions for new modes
Systèmes de transport intelligents - ITS urbains - Intelligente Verkehrssysteme - Städtische IVS - Modelle
Modèles et définitions des nouveaux modes de und Festlegungen für neue Modi
transport
This Technical Specification (CEN/TS) was approved by CEN on 27 October 2019 for provisional application.
The period of validity of this CEN/TS is limited initially to three years. After two years the members of CEN will be requested to
submit their comments, particularly on the question whether the CEN/TS can be converted into a European Standard.
CEN members are required to announce the existence of this CEN/TS in the same way as for an EN and to make the CEN/TS
available promptly at national level in an appropriate form. It is permissible to keep conflicting national standards in force (in
parallel to the CEN/TS) until the final decision about the possible conversion of the CEN/TS into an EN is reached.
CEN members are the national standards bodies of Austria, Belgium, Bulgaria, Croatia, Cyprus, Czech Republic, Denmark, Estonia,
Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,
Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and
United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels
© 2020 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TS 17413:2020 E
worldwide for CEN national Members.
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Contents Page
European foreword . 3
Introduction . 4
1 Scope . 5
2 Normative references . 5
3 Terms and definitions . 5
4 Symbols and abbreviations . 9
5 Functional description of the alternative modes . 9
5.1 Introduction . 9
5.2 Categorization of modes of transport . 9
5.3 Links to Mobility as a service . 13
5.4 Functions and aspects related to the alternative modes . 14
5.5 Cycling . 19
5.6 Car sharing . 20
5.7 Carpooling . 23
6 Data requirements . 30
6.1 General. 30
6.2 Data model . 30
Annex A (normative) Data dictionary . 80
Annex B (informative) Use cases . 96
Annex C (normative) Additional Common Concepts — Extension to EN 12896-1:2016, Public
Transport Reference Data Model — Part 1: Common Concepts — Methodologies and
Conventions . 101
Annex D (informative) Additional Information on Carpooling . 121
Bibliography . 123
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European foreword
This document (CEN/TS 17413:2020) has been prepared by Technical Committee CEN/TC 278
“Intelligent transport systems”, 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 shall not be held responsible for identifying any or all such patent rights.
This document has been prepared under a mandate given to CEN by the European Commission and the
European Free Trade Association.
According to the CEN/CENELEC Internal Regulations, the national standards organisations of the
following countries are bound to announce this Technical Specification: Austria, Belgium, Bulgaria,
Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland,
Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of
North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the
United Kingdom.
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Introduction
Services already present in the urban environment such as multimodal information and traffic
management and control are already well understood. Standard reference data models and data
exchange formats for the use of these services, in particular data sets describing the public transport
offer, are already standardized and available. However, a previous study has identified that there is a
need for reference data models to accommodate emerging modes of transport to allow seamless
transitions for the traveller between all available modes. Examples of these new modes are car and
cycle sharing, car-pooling, and intelligent parking (Park & Ride).
The Commission Delegated Regulation (EU) 2017/1926 requires that Member States facilitate the easy
exchange and reuse of data for the provision of comprehensive travel information services. Transport
authorities, transport operators, infrastructure managers or transport on demand service providers as
appropriate should make the static data, corresponding metadata and information on the quality of the
data accessible to users through a national or common access point.
This document defines a reference data model, in order to allow integration of these modes into urban
multimodal services (e.g. trip planning systems).
This document considers in first place static data, but some aspects of real-time (dynamic) information
are taken into account in order to enable efficient traveller information and includes: cycle sharing; car
sharing; carpooling and cars with a driver (taxi).
To form this document, information has been gathered from outreach to stakeholders, Transmodel
(EN 12896 series), and documents in the Bibliography.
CEN/TS 17413 is a project under the European Standardization body CEN/TC 278 - Intelligent
Transport Systems Working Group 17 (Urban ITS). Its title is Models and definitions for new modes.
The project team members have worked within Intelligent Transport Systems for many years as
developers, implementers and standardizers.
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1 Scope
This document defines new modes in a reference data model, in order to allow integration of these
modes into urban multimodal travel services (e.g. trip planning systems).
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
EN 12896-1:2016, Public transport – Reference data model – Part 1: Common concepts
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at https://www.iso.org/obp
3.1 General terms and definitions:
3.1.1
attribute
property of an entity
3.1.2
conceptual data model
description of a real-world domain in terms of entities, relationships and attributes in an
implementation independent manner in order to provide a structure on which the rest of the
development of an application system can be based
3.1.3
conceptual level
conceptual data model, in the context of data modelling
3.1.4
database
collection of data
Note 1 to entry: Often used in the sense of the physical implementation of a data model.
3.1.5
data domain
data structure made up of data related to each other, through the fact that there is a functional area or
group of functions using this data set as a whole
3.1.6
data model
description of a real-world domain in terms of data and relationships
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3.1.7
entity
object (data) that has its own existence (as opposed to an attribute)
3.1.8
fare management
activities related to the collection of money from passengers
3.1.9
function
activity
3.1.10
functional area
arbitrarily defined set of activities used to define the objectives and limits of the data model
3.1.11
interoperability
ability of (sub)systems to interact with other (sub)systems according to a set of predefined rules
(interface)
3.1.12
logical data model
data design that takes into account the type of database to be used but which does not consider means
of utilization of space or access
3.1.13
logical level
logical data model, in the context of data modelling
3.1.14
object-oriented data model
data structure expressed according to principles that allow for a direct implementation as an object-
oriented database, where information is represented in form of objects, i.e. respecting the principle of
encapsulation meaning in particular that each data is accessed or modified through operations
(methods) belonging to it
3.2 Domain specific terms and definitions:
3.2.1
access mode
characterization of the traveller movement (e.g. walking, cycling, etc.) enabling the traveller to reach
public transport or to carry out a whole trip
3.2.2
alternative mode
publicly advertised mode of operation different from the conventional mode of operation, in particular
vehicle sharing, vehicle rental and vehicle pooling
3.2.3
car pooling
vehicle pooling applied to cars, consisting in sharing a privately owned car for a trip between a defined
driver who is already engaged in the trip and at least another traveller
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3.2.4
car rental
vehicle rental applied to cars, consisting in making car(s) available at specified agencies with the
constraint to bring them back at specified agencies
3.2.5
car sharing
vehicle sharing applied to cars, consisting of the short-term use of a vehicle for a specific journey or
time where the car might be taken from and parked at different places in an urban area
3.2.6
conventional mode
legacy mode of operation which is provided as a scheduled and/or flexible publicly advertised transport
offer relying on a set of features:
— drivers are employees;
— the fleet is owned by an operator or an authority;
— the network topology is defined well in advance and is based on lines and journey patterns
Note 1 to entry: The distinction between alternative and conventional mode of operation relies on the fact that
one or more of the conditions as above may not be fulfilled. Moreover, the difference is in the mode of operation
rather than the way the traveller is served.
3.2.7
cycle rental
vehicle rental applied to cycles, consisting in making cycle(s) available at specified agencies with the
constraint to bring them back at specified agencies
3.2.8
cycle sharing
vehicle sharing applied to cycles consisting of short-term cycle rental where the cycle can be taken from
and parked at different places in the urban area
3.2.9
flexible transport mode
passenger transport operation linked to a fixed network/schedule but offering flexibility, in order for
instance, to optimize the service or to satisfy passenger demand
3.2.10
operational service
activities performed by actors in charge of operation of a service
3.2.11
park and ride
activity allowing travellers to transfer between personal/alternative mode and conventional mode
3.2.12
park and ride facility
location dedicated to travellers allowing them a modal transfer, in particular to leave/pick up their
personal vehicles before/after a trip on public transport
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3.2.13
personal mode
private mode of operation excluding any publicly advertised use
3.2.14
public transport
means of transport advertised and available for use by the general public
3.2.15
scheduled mode
passenger transport operation following a fixed schedule and fixed routes
3.2.16
taxi
type of vehicle pooling operation where the vehicle is driven by a driver providing services to travellers
for commercial reasons
3.2.17
traveller information provision
activity consisting in the provision of information on the rules/conditions related to a traveller service
and concerning the available transportation means
3.2.18
traveller service
activity (in general, initiated by users) in view of facilitating/enabling a trip
3.2.19
walking mode
walking as considered as an access mode so the traveller walks to a stop to get to the transport option
3.2.20
vehicle pooling
particular mode of operation of a privately-owned vehicle consisting in sharing the vehicle for a trip
between a defined driver who is already engaged in the trip and at least another traveller
3.2.21
vehicle rental
particular mode of operation of a vehicle fleet (in general privately owned) consisting in making it
available at specified agencies with the constraint to bring them back at specified agencies
3.2.22
vehicle sharing
short term vehicle rental where the vehicle can be taken from and parked at different places in the
urban area, often without the constraint of bringing the vehicle back to a dedicated specific location
3.2.23
vehicle with driver
vehicle operating on demand such as a taxi, chauffeured car or dispatched mini-cab
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4 Symbols and abbreviations
CCAM Cooperative, Connected and Automated Mobility
EU European Union
GDF Geographic Data Files
GNSS Global Navigation Satellite System
INSPIRE Infrastructure For Spatial Information In Europe
ITS Intelligent Transport Systems
MaaS Mobility as a Service
U-ITS Urban ITS
5 Functional description of the alternative modes
5.1 Introduction
This document describes an extension of the Public Transport Reference Data Model, known as
Transmodel (EN 12896 series), which provides definitions and a conceptual data model for the
“conventional transport” domain. This clause provides a clarification as regards the “conventional
transport mode” vs. “alternative transport mode” (mentioned as 'new modes' in the title of this
specification).
5.2 Categorization of modes of transport
5.2.1 General
'mode' as any means of transport used or available. It is split into 'vehicle mode' and 'access mode' (see
Figure 1).
'Vehicle mode' is a characterization of the public transport operation according to the means of
transport, e.g. bus, tram, metro, train, ferry, ship, or bicycle.
'Access mode' (e.g. walking, cycling, private car driving, etc.) is a characterization of the traveller
movement (e.g. walk, bicycle, etc.) enabling them to reach the 'vehicle mode' or to carry out a whole
trip.
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Figure 1 — Categorization of transport modes
A distinction is made between 'vehicle mode' and 'vehicle type'. Each 'vehicle mode' may correspond to
a range of 'vehicle types' (e.g. to the 'vehicle mode' 'bus' may correspond 'standard', 'articulated,
minibus',' double-deck' buses).
A further, finer categorization of transport modes is provided by the concept of 'submode', which is a
variant of a 'mode'. For example, for the mode 'rail', possible submodes are 'international rail' or
'domestic rail'; for the mode 'bus', the example of submode is 'regional bus', for the mode 'car', examples
of submodes are 'electric car', 'conventional car', 'self-driven car'.
This document takes over these normative definitions and provides a further clarification as regards
the term 'public transport'.
For this document 'public transport' has to be understood as any means of transport, advertised and
available for use by the general public.
5.2.2 New modes as an alternative mode of operation
5.2.2.1 Overview
Modes and submodes being defined as 'transport means' may be characterized in terms of types of
operation, i.e. ways they are operated.
This document distinguishes the following types of 'mode of operation' (see Figure 2):
• conventional mode of operation: the legacy mode of operation which is provided as a scheduled
and/or flexible publicly advertised flexible transport offer. This mode of operation is either
following a fixed schedule and fixed routes or linked to a fixed network/schedule but offering
flexibility, in order for instance, to optimize the service or to satisfy passenger demand;
• alternative mode of operation: any publicly advertised mode of operation different from the
conventional mode of operation, in particular vehicle sharing, vehicle rental and vehicle pooling; and
• personal mode of operation: a private mode of transport excluding any publicly advertised use.
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The scope of Transmodel is the conventional mode of operation, including both scheduled and flexible
mode of operation. The distinction between alternative and conventional mode of operation relies on
the fact that a conventional mode relies on a set of features: drivers are employees and the fleet is
owned by an operator or an authority and the network topology is defined well in advance and is based
on lines and journey patterns; whereas the alternative modes my not fulfil one or more of these
features.
This document (referring to 'new modes') concerns the alternative mode of operation.
Figure 2 — Operation types for transportation mode
5.2.2.2 Wording convention
In this document, alternative mode of operation, alternative mode and new mode are used as synonyms
(with a preference to alternative mode).
Conventional mode of operation is used as synonym of conventional mode, flexible mode of operation is
synonymous to flexible mode, scheduled mode of operation as synonymous to scheduled mode.
5.2.2.3 Transport modes in Commission Delegated Regulation (EU) 2017/1926
The Commission Delegated Regulation (EU) 2017/1926 (see [9]) partitions the transport modes into
Scheduled, Demand Responsive, and Personal. Rather than a definition, examples for these concepts are
provided.
Scheduled modes: Air, rail including high speed rail, conventional rail, light rail, long-distance coach,
maritime including ferry, metro, tram, bus, trolley-bus.
Demand-responsive modes: Shuttle bus, shuttle ferry, taxi, car-sharing, car-pooling, car-hire, bike-
sharing, bike-hire.
Personal modes: Car, motorcycle, cycle.
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Table 1 below provides the correspondence of the different concepts and terms in use with the
concepts of this document.
Table 1 — Concepts and terms
Mode of Type of mode of Specification Type of mode The Commission
operation operation covering data according to the Delegated
requirements Commission Regulation (EU)
Delegated 2017/1926:
Regulation (EU) examples
2017/1926
Conventional
mode of
operation
Scheduled mode of Transmodel Scheduled mode Air, rail including
operation high speed rail,
conventional rail,
light rail, long-
distance coach,
maritime
including ferry,
metro, tram, bus,
trolley-bus.
Flexible mode of Transmodel Demand- Shuttle bus,
operation responsive mode shuttle ferry
Alternative
mode of
operation
Vehicle sharing This document Demand- car-sharing, bike-
responsive mode sharing
(car sharing, cycle
sharing)
Vehicle pooling This document Demand- car-pooling, taxi
responsive mode
(carpooling)
Vehicle rental This document Demand- car-hire, bike-hire.
responsive mode
(Car rental, cycle (partly)
rental)
Personal Personal mode Car, motorcycle,
mode of cycle.
operation
5.2.3 Limits of the specification
This document concentrates on data domains of use for the alternative modes of operation: vehicle
sharing, vehicle pooling.
Vehicle rental and taxi are only partly considered.
The correspondence with the Commission Delegated Regulation (EU) 2017/1926 is provided in the
table above.
This document does not cover Flexible Transport, as it is already covered by EN 12896 series.
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Two following types of usage as regards cycle sharing car sharing and car-pooling have been identified:
the mobility of persons; and the transportation of goods. This document considers mobility of persons
only.
Types of vehicles considered are referred to in Subclauses 5.5.1 and 5.6.1
The data model focuses at the functional domain (Traveller) Information Provision mainly, in order to
satisfy the requirements of the Delegated Regulation (EU) 2017/1926 mentioned above and covers
partly data requirements of the functional domain Traveller Services (see Figure 3).
Operational Services are not in scope of this document.
5.3 Links to Mobility as a service
5.3.1 Mobility as a service (MaaS)
Since the advent of the personal computer, the internet and more latterly, the smartphone, consumer
experiences have become increasingly integrated, and there has become an expectation of greater
integration.
As well as an expectation of an integrated experience, there is also a trend towards purchasing services.
For example: whereas a meal has been traditionally prepared in the home, it is increasingly common to
now buy a meal as a delivered service, ordered from a restaurant online and delivered to one’s door by
a delivery company as an integrated service, the whole service often provided by an online service
provider.
In transportation, however, systems, and until recently user expectations, have been monothetic (based
around one theme). “I am going to visit my brother.”: “How will you get there?” “I am going by train” or
“I will take a bus” or ”I will drive over” etc.; in the event however, users are likely to also employ a car to
get to the station, or use a combination of bus and a train, etc.; but these have not provided the joined
up integrated service experience now expected in other aspects of life.
Increasingly, and especially in the urban setting, multiple modes of transport are used; and with the
advent of car sharing, carpooling, cycle sharing, the number of modes, and mode combinations, have
multiplied.
By applying the same ‘integrated service’ logic to the transport sector, because of technology change
and the opening up and sharing of transport data sets, considerable ‘value’ can be added to the
travellers experience by the provision of “mobility as a service” (MaaS), i.e. using a digital interface to
source and manage the provision of transport related service(s) to meet the mobility requirements of a
customer. A MaaS Provider offers its customer the travel experience using any, and probably multiple,
types of transport service, public or private, in order to optimize the travel experience. This is all
enabled by technological advancement, combined with the rise of new business models to provide
Mobility as a Service (MaaS). Innovation is expected to lead to new MaaS offerings for the consumer;
market conditions will shape which are made available.
Tailored travel options can be provided using the fastest route, the lowest cost route, most direct route,
most environmentally friendly, or most accessible service for persons with reduced mobility, or those
travelling with children.
Travellers will no longer need to collect and keep timetables to work out the most optimal connections
between transport modes. Personalized smartphone apps designed to serve travellers delivering
information in real-time to assist in avoiding congestion and delays and enable the customer to choose
a travel option according to the specific travel requirement.
One MaaS possibility is the scenario where MaaS Providers offer consumers a service focussed on
vehicle transport e.g. taxi, car sharing and carpooling services. The other possibility is a scenario where
consumers are offered a fully intermodal service, i.e. combining different modes of transport.
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In the future, this trend is likely to continue due to growth of urban populations and changing
preferences of younger generations that care less about ownership and more about experiences. This
trend will be especially evident as the car industry also enables an environment where customers
prefer not to buy cars but instead acquire an access to a vehicle and service on demand – this
represents a clear shift from an ownership model, to a service model.
The MaaS Provider uses data from multiple travel service providers to create a value proposition that
comprises a ‘bundle’ of different mobility services to meet a travel requirement. .
5.3.2 Cooperative, connected and automated mobility (CCAM)
The potential for MaaS is enhanced by changes in mobility consumption, the adoption of new mobility
models (and this may lead to a move away from car ownership).
Modern vehicles are already connected devices, but the advent of Cooperative Intelligent Transport
Systems (C-ITS), will allow road users and traffic managers to share information and use it to
coordinate their actions.
Automated vehicles, and their full integration in the overall transport system (automated mobility),
significantly advance the capabilities of, and desirability to the user, of MaaS, by assisting the MaaS
provider to be able to offer options that are seen by the traveller to be better than their previous
options.
The European Commission supports such initiatives towards cooperative, connected and automated
mobility. See [10].
5.3.3 MaaS, CCAM and Urban ITS — Models and definitions for new modes
In order to ac
...
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