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{{Under Construction}}<br />
{{Overview|text=This chapter gives you an overview about {{rtm}}. It explains what {{rtm}} is all about, why and how it has been developed, and what it is useful for. It further answers the question why you should take benefit of {{rtm}} when designing new IT solutions or architecture within your company.}}<br />
{{Overview|text=This page gives you an overview about RailTopoModel. It explains what RTM is all about, why and how it came to be, and what it is used for.}}<br />
[[File:RTMComponents.png|thumbnail|250px|{{rtm}} components (© {{rtm}} Expert Group)]]
[[File:RTMSchema.png|thumbnail|250px|RTM components (© UIC RTM Expert Group)]]
{{rtm}} is a universal model for territorial networks, originally designed to support the description, life cycle and operation of a Railway System and all its components.<br />
UIC RailTopoModel is a universal railway infrastructure model, intended to serve any related business purpose. RailTopoModel aims to define railway objects and events in a standard form (UML), to describe how they interact with each other, and how they are expected to be used. By standardizing the data structure to be used for the railway network, it contributes to the standardizing of software and data flows in the railway industry.<br />
The main business value of {{rtm}} is its ability to meet the needs of both worlds of Traffic Management and Asset Management. It therefore implement a common language between populations which historically are working and designing IT systems on different semantic and representations of a same network (infrastructure and routes). <br />
One of the first deliverables based on UIC RailTopoModel will be an enhanced version of the standard exchange format railML, with the announcement of railML3.0.
<br />
As an example, a major short term benefit could be to provide a common view and optimize communication for works planning, managed by maintenance teams (infrastructure), and impacting Capacity teams (routes).<br />
<br />
Another direct use case of {{rtm}} in the coming Digital projects is for implementation of BIM. {{rtm}} incorporates natively most dimensions related to  each trades and craft categories, and facilitates their collaboration on multiple aspects (topology, geography, geometry, consistency, behavior, finance, project cycle,…). Additionally it allows easy enrichment with new dimensions.<br />
<br />
{{rtm}} aims to define railway objects and events in a standard and widely used form, UML, to describe how they interact with each other, and how they are expected to be used. By standardizing the semantic and data structure to be used for the railway network, it contributes to the standardizing of software and data flows in the railway industry.<br />
One of the first deliverables based on {{rtm}} is the enhanced version of the standard exchange format {{rml}}, with the announcement of {{rml}} 3.0. <br />
 


== Motivation ==
== Motivation ==
[[File:CurrentNationalSituation.png|thumbnail|250px|Current national situation (© IIRC)]]
[[File:CurrentNationalSituationNew.png|thumbnail|250px|Current national situation (© IIRC)]]
One of the greatest challenges for today’s railway sector is to establish a format and mechanism to transfer data, both internally across an organisation and externally between organisations. This has arisen from the lack of a standardised data exchange format and a single, industry-wide approach.<br />
One of the greatest challenges for railway sector is to improve the performance and quality of end to end business processes through multiple organizations (e.g. BIM projects involving numerous actors along a multi-annual process). <br />
To date, there has been little coordination or consensus within the railway community over a standard for the exchange of data. Thus multiple standards have been developed for specific purposes, each with its own data definition (model) and file format (2).<br />
<br />
The consequences of this have been:
One major contribution to this challenge is about sharing high quality information between partners of a project /process. This goes through 4 mains steps:
* Labour-intensive, repetitive developments in IT,
<br />
* Business Semantic: A common meaning behind each word, each concept; e.g. what is a track? What is not a track ?
* Object Model: a shared object model of our common systems; what is common should be uniquely described, and consistently declined in what is specific (e.g. fundamental and shared principles for interlocking should be commonly described, and applicable to each local specificities)
* Data Format: each data, derived from the semantic and object model, should be described using a standard format, to avoid translation and ease industrialization
* System Interpretation: complex systems should be documented and equipped as necessary to avoid any misinterpretation of the exchanged data (e.g. ensure no room for interpretation when sending a data file with detailed description of a complex ETCS network )
 
To date, there has been little coordination or consensus within the railway community over a standard for the exchange of information. <br />
<br />
Thus multiple ‘standards’ have been developed for specific purposes, each with its own semantic, model, and file format. Consequentially, each ‘standard’ cannot be used for purposes other than the original one. Examples include formats designed for RINF, INSPIRE, ETCS projects, etc.<br />
<br />
The consequence of this situation is:  
<br />
* Labor-intensive, repetitive developments in IT,
* Long project lead times, and
* Long project lead times, and
* Incompatibility between different standards, which has prevented the development of transformation software in a competitive market.
* Incompatibility between different standards, which has prevented the development of transformation software in a competitive market.
Consequentially, each data model and format cannot be used for purposes other than the original one. Examples include formats designed for RINF, INSPIRE, ETCS projects, etc.
 
=== A standardised model ===
=== A standardised model ===
[[File:IdealSituation.png|thumbnail|250px|Ideal national situation with the UIC RailTopoModel and railML (© IIRC)]]
[[File:SituationWithRTM.png|thumbnail|250px|Ideal national situation with the {{rtm}} and {{rml}} (© IIRC)]]
The vision for a standardised data exchange process requires a number of components:
The vision for a standardized data exchange process requires at least 3 components:  
* A logical model: to describe the topological relationship of infrastructure objects, and their attributes.
<br />
* An exchange format: to represent objects within a model as structured data, typically in text format with a defined schema.
* A logical model: to describe the railway system, network topology, infrastructure objects, interlocking rules,… their semantic and attributes.
* An adaptor / translator: to restructure data from one format to another. Translators can be used to convert the output of platform specific data to a standardised format which can then be shared more readily with other applications.
* An exchange format: to represent objects and attributes as structured data, typically in text format with a defined schema.
Together, these components will provide a data exchange toolset that can facilitate the efficient transfer of data within the rail sector. They will allow users to exchange tabular and geographical data related to all aspects of the rail sector, from infrastructure description and status, interlocking and routes, timetabling and traffic control etc. using a standardised format.<br />
* A toolbox for translation: to ensure consistency and quality in multiple translations from one format to another. i.e. for export/import between in-house IT solutions and the standard exchange format.
Considering the work done by the railML® initiative project in co-operation with this modelling work, there are currently two products available to facilitate the exchange of data in the domain of railway infrastructure.
<br />
Together, those 3 components will provide an efficient data exchange toolset to ensure quality in all data transfer within the rail sector: no loss of semantic nor accuracy, no risk for misinterpretation between sender and receiver.<br />
<br />
Such solution will allow exchange of all types of information, in all dimensions and life cycle of the rail sector using a standard format: infrastructure description and status, interlocking and routes, timetabling and traffic control etc...<br />
<br />
The collaboration between {{rtm}} Project team and the {{rml}} initiative aimed at providing this complete toolbox for data exchange as a first priority.<br />
<br />
There are currently two components available to support the exchange of information the domain of railway infrastructure. <br />
 
{| class="wikitable"
{| class="wikitable"
|-
|-
| Logical model || The '''UIC RailTopoModel''' is a generic railway data model designed to support current and future business needs. It is particularly useful for:
| Semantic model || '''{{rtm}}''' is a generic railway data model designed to support current and future business needs. It is particularly useful for engineering activities – mainly dealing with installations and components.
* Engineering activities – mainly dealing with installations and components, and
* Circulation activities – mainly dealing with routing and scheduling.
|-
|-
| railML|| '''railML 3''' is the latest evolution of the format created by railML.org. RailML 3 was specifically developed to compliment the UIC’s RailTopoModel.
| {{rml}}|| '''{{rml}} 3''' is the latest evolution of the standard format created by railML.org. <br />
{{rml}} 3 is design is total compliancy with {{rtm}}.  
 
|}
|}
Thus, railML® can be viewed as the first benefit of RailTopoModel.
The third component, toolbox for translation, should be published early 2017.


=== Benefits from a standardised model ===
=== Benefits from a standardised model ===
Investing in a standardised railway data exchange format will provide multiple benefits for the sector, including:
Investing in standardized railway model and data exchange format will provide multiple benefits for the sector, including:  
* Improved data quality, by avoiding losses or mismatches;
<br />
* More efficient business performance, by reducing lead times and overhead in data transformation;
* Improved business performance, by ensuring a shared semantic between multiple actors, and speeding up collaborative processes.
* Higher quality in data exchanges, avoiding losses or mismatches
* Reduced lead times and overhead in data transformation;
* Streamlined and re-usable development, by providing a universal data structure and clarifying its semantics;
* Streamlined and re-usable development, by providing a universal data structure and clarifying its semantics;
* Integrated IT systems, by providing standard interfaces for data exchange.
* Integrated IT systems, by providing standard interfaces for data exchange.
A significant return on investment can be expected.
<br />
Detailed Information about railML® can be found on the [http://www.railML®.org/ railML® website].
A significant return on investment can be expected. <br />
<br />
Detailed Information about {{rml}} can be found on the [http://www.railml.org {{rml}} website].  
 


== Goals ==
== Goals ==
The ultimate goal is to propose a standardized infrastructure master model which supports a common representation of a railway network and events, and facilitates the exchange of data within the rail sector.<br />  
The ultimate goal is to provide a standardized master model for the railway system which supports a common representation of a railway network and events, and facilitates the exchange of data within the rail sector.<br />
For this purpose, UIC proposes the use of a graph topological model, as such a model is commonly used to display networks for a range of sectors, including railways. One of the main reasons for its wide past adoption is that a graph model is systemic, i.e. it is independent of any particular use or application. This choice guarantees sustainability and scalability, meaning that the Model can evolve as business needs change. It also ensures the integrity, quality and dimension of data is not compromised due to the usages and evolutions. <br />
<br />
The first objective is to ensure that this model supports the railway business needs, today and tomorrow. In order to achieve this, the model must fulfil the following criteria:  
For this purpose, {{rtm}} proposes the use of a graph topological model, as such a model is commonly used to display networks for a range of sectors, including railways. One of the main reasons for its wide past adoption is that a graph model is systemic, i.e. it is independent of any particular use or application. This choice guarantees sustainability and scalability, meaning that the Model can evolve as business needs change. It also ensures the integrity, quality and dimension of data is not compromised due to the usages and evolutions. <br />
* Provide a topological representation of the iron network which is fully connected and can be visualised schematically. It must display the track location at the most detailed level, and it mist be able to visualize the connections that exist at other scales (= levels of detail), such as "line" and "corridor".  
The first objective is to ensure that this model supports the railway business needs, today and tomorrow. In order to achieve this, the model fulfils the following criteria:
* Enable data to be aggregated and disaggregated, to make sure that consistency is retained across all scales.  
<br />
* Allow permitted routes to be identified, based on network topology and the location and rules of signaling assets etc.  
* Provide a topological representation of the iron network which is fully connected and can be visualized schematically. It supports the description of the network at multiple scales, from the most detailed level (track), up to higher levels such as "line" and "corridor". <br />
* Enable data to be aggregated and disaggregated from one level to another, to ensure consistency across all scales.
* Support route definition, based on network topology, infrastructure characteristics (gauges), signaling, works, etc.  
* Support multiple referencing systems, ensuring consistency during transformation. Primary examples include:  
* Support multiple referencing systems, ensuring consistency during transformation. Primary examples include:  
** Linear referencing – using mileposts and ‘rail addresses’,  
** Linear referencing – using mileposts and ‘rail addresses’,  
** Positioning using geographic reference systems,  
** Positioning using geographic reference systems,  
** Screen (schematic) coordinates.
** Screen (schematic) coordinates.
* Locate point and linear entities, including:  
* Locate punctual, linear and areal entities, including:  
** Points / nodes, such as any installation, equipment, event, etc.  
** Points / nodes, such as any installation, equipment, event, etc.  
** Lines / edges, such as speed limits, slopes, platforms, etc. (attributes which are the same along a linear feature).  
** Lines / edges, such as speed limits, slopes, platforms, etc. (attributes which are the same along a linear feature).  
** Areal objects, such as track circuits, tunnels etc.  
** Areal objects, such as track circuits, tunnels etc.  
Finally, it is important to future-proof the model. This model is designed to be enriched progressively, per layer, with new concepts to support business usages as they evolve.
<br />
Finally, as it is important to ensure scalability and future-proof the model, {{rtm}} is designed to be enriched progressively with new concepts, and to support business usages as they evolve.  
 


== History ==
== History ==
The UIC RailTopoModel initiative originates from a small group of EIM/CER representatives involved in the European Register of Infrastructure ("RINF") project with the European Railway Agency (ERA), or local ETCS works with industrial partners, or dealing with requests by Inspire EU directive, and other similar activities.<br />
The {{rtm}} initiative originates from a small group of EIM/CER representatives involved in the European Register of Infrastructure ("RINF") project with the European Railway Agency (ERA), or local ETCS works with industrial partners.<br />
In 2012, these actors shared the fact that the whole sector is permanently facing the two following issues:
<br />
In 2012, these actors shared the fact that the whole sector is permanently facing the two following issues:  
<br />
* Repetitive development of multiple flows of infrastructure data exchange with all kinds of partners;
* Repetitive development of multiple flows of infrastructure data exchange with all kinds of partners;
* Difficulties to manage both concepts of "network routes" and "infrastructure equipment and characteristics" in a unique set of data.
* Difficulties to manage both concepts of "network routes" and "infrastructure equipment and characteristics" in a unique and consistent set of data.
This shared observation, enriched with some local initiatives, has led to the creation of a working group whose aim was to design a robust model to support these needs, and which could evolve over time.<br />
<br />
This shared observation, enriched with some local initiatives, has led to the creation of a working group whose aim was to design a robust model to support these needs, and which could evolve over time.
<br />
Considering the ambition of this group and the expected benefits to the whole community, UIC was asked to support this initiative and make it publicly available.<br />
Considering the ambition of this group and the expected benefits to the whole community, UIC was asked to support this initiative and make it publicly available.<br />
At the same time, the same group of EIM/CER representatives, as contributors to the RINF project, proposed ERA to enhance the RINF data model to include route topology, in order to support future business use cases to “find the possible routes compatible with given train characteristics”.<br />
<br />
In August 2012, during a RINF project meeting, ERA organised a presentation by the railML organisation to propose the railML standard as a possible solution to exchange of data in the RINF project.<br />
By the same time railML.org which was also facing limitation on its current solution to support network topology was proposed to join the {{rtm}} workgroup.<br />
Ccollaboration between the UIC RailTopoModel working group, and railML.org which was also facing limitation on its current solution to support network topology stemmed from this meeting. The collaboration between these two teams will lead to the delivery of a consistent set of solutions, consisting in a data model and a matching data exchange format.
<br />
The collaboration between these two teams will lead to the delivery of a consistent set of solutions, consisting in a data model and a matching data exchange format. <br />
<br />
{{rtm}} and {{rml}} are two separate initiatives that, although complementary, will remain separate offers:
<br />
* {{rtm}} is defined as a public good, designed by the railway community to support their long term needs. As such, it should and will remain independent of any usage.
* {{rml}} is one use case of {{rtm}}, supported by an open source railway community, and driven by their interest and priorities.


RailTopoModel and railML are two separate initiatives that, although complementary, will remain separate:
* RailTopoModel is defined as a public good, designed by the railway community to support their long term needs. As such, it should and will remain independent of any usage.
* RailML is one use case of RailTopoModel, supported by an open source community, and driven by their interest and priorities.


=== Feasibility Study ===
=== Feasibility Study ===
Before launching the RailTopoModel project, a feasibility study was performed by TrafIT on behalf of UIC. The results were presented at a UIC conference in Paris on 17 September 2013 and then published in a [http://documents.railml.org/science/201213_UIC_RailTopoModel_DraftDec13.pdf PDF].<br />
Before launching the {{rtm}} project, a feasibility study was performed by TrafIT on behalf of UIC. The results were presented at a UIC conference in Paris on 17 September 2013 and then published in a [http://documents.railml.org/science/201213_UIC_RailTopoModel_DraftDec13.pdf PDF].
The output of this work was a schema for an ‘off the shelf’ network model which describes the topology and basic elements of a railway’s iron network, and related assets such as track, signals etc. The model, or graph, should be designed to be independent of any particular usage, and can therefore be used for multiple applications.
<br />
The output of this work was a schema for an ‘off the shelf’ network model which describes the topology and basic elements of a railway’s iron network, and related assets such as track, signals etc. The model should be designed to be independent of any particular usage, and can therefore be used for multiple applications. <br />
<br />
The vision is for this model to be adopted by the rail sector to design future applications and support collaborative processes between industrial partners. The first deliverable will be to support the exchange of data within and between organizations. <br />
The study confirmed that it was indeed achievable, and put together a roadmap for successful implementation. <br />


The vision is for this model to be adopted by users from across the rail sector to design future applications, and as a first deliverable to support the exchange of data within and between organisations. The study found that it was indeed achievable, and put together a road map for successful implementation.
{{navi
 
|lesson=<br>
== RTM vs. other models ==
* {{rtm}} is a universal and generic approach to the modeling of a railway system (a universal language to describe the rail system and its life cycle).
Transmodel and UIC RailTopoModel are both Conceptual Models dedicated to transportation infrastructure and services. The main difference between these two models is the business and functional domain of coverage.<br />
* {{rml}} 3 is the latest evolution of the {{rml}} data exchange standard format, Its infrastructure scheme is based on the {{rtm}} concept.
Transmodel is a European standard data model for public transport, designed to cover the multiple transportation means (bus, tramway, trains,) in terms of interoperability, and the places where they meet each-other (e.g. stations, cities, towns, villages). The aim is to support operation, and more precisely schedule and plan journeys.<br />
* {{rtm}} and {{rml}} 3 together form a standard for railway infrastructure data modelling and data exchange.
UIC RailTopoModel has been developed for the specific needs of the railway sector, to precisely and consistently model network topology, rail infrastructures, and all railways objects and events, at any level of granularity (track, line, corridors,…).
* The topology is the basis for the railway network model that can be applied by many different use cases.
 
* In comparison to other models (dedicated to one project, one usage), the {{rtm}} approach aims at supporting the specific needs of the whole railway sector.
 
|chapter={{RTM}} Quick Start
{| class="wikitable"
|chapterlink=RTM Quick Start
|-
|next={{RTM}} for IT Architects and Developers
| '''What you should have learned'''<br />
|nextlink=RTM for IT Architects and Developers
Lorem ipsum...
|nchapter={{rtm}} Modelling Concepts
*
|nchapterlink=RTM Modelling Concepts
* Bulleted list item
|section=[[RTM for your business|{{RTM}} for your business]]
|}
}}
 
 
{| class="wikitable"
|-
! Back To !! Previous Chapter !! Next Chapter
|-
| [[RTM Quick Start]] || - || [[RTM For Developers]]
|}

Latest revision as of 13:05, 24 May 2017

Overview
This chapter gives you an overview about railTOPOMODEL®. It explains what railTOPOMODEL® is all about, why and how it has been developed, and what it is useful for. It further answers the question why you should take benefit of railTOPOMODEL® when designing new IT solutions or architecture within your company.


File:RTMComponents.png
railTOPOMODEL® components (© railTOPOMODEL® Expert Group)

railTOPOMODEL® is a universal model for territorial networks, originally designed to support the description, life cycle and operation of a Railway System and all its components.
The main business value of railTOPOMODEL® is its ability to meet the needs of both worlds of Traffic Management and Asset Management. It therefore implement a common language between populations which historically are working and designing IT systems on different semantic and representations of a same network (infrastructure and routes).

As an example, a major short term benefit could be to provide a common view and optimize communication for works planning, managed by maintenance teams (infrastructure), and impacting Capacity teams (routes).

Another direct use case of railTOPOMODEL® in the coming Digital projects is for implementation of BIM. railTOPOMODEL® incorporates natively most dimensions related to each trades and craft categories, and facilitates their collaboration on multiple aspects (topology, geography, geometry, consistency, behavior, finance, project cycle,…). Additionally it allows easy enrichment with new dimensions.

railTOPOMODEL® aims to define railway objects and events in a standard and widely used form, UML, to describe how they interact with each other, and how they are expected to be used. By standardizing the semantic and data structure to be used for the railway network, it contributes to the standardizing of software and data flows in the railway industry.
One of the first deliverables based on railTOPOMODEL® is the enhanced version of the standard exchange format railML®, with the announcement of railML® 3.0.


Motivation

File:CurrentNationalSituationNew.png
Current national situation (© IIRC)

One of the greatest challenges for railway sector is to improve the performance and quality of end to end business processes through multiple organizations (e.g. BIM projects involving numerous actors along a multi-annual process).

One major contribution to this challenge is about sharing high quality information between partners of a project /process. This goes through 4 mains steps:

  • Business Semantic: A common meaning behind each word, each concept; e.g. what is a track? What is not a track ?
  • Object Model: a shared object model of our common systems; what is common should be uniquely described, and consistently declined in what is specific (e.g. fundamental and shared principles for interlocking should be commonly described, and applicable to each local specificities)
  • Data Format: each data, derived from the semantic and object model, should be described using a standard format, to avoid translation and ease industrialization
  • System Interpretation: complex systems should be documented and equipped as necessary to avoid any misinterpretation of the exchanged data (e.g. ensure no room for interpretation when sending a data file with detailed description of a complex ETCS network )

To date, there has been little coordination or consensus within the railway community over a standard for the exchange of information.

Thus multiple ‘standards’ have been developed for specific purposes, each with its own semantic, model, and file format. Consequentially, each ‘standard’ cannot be used for purposes other than the original one. Examples include formats designed for RINF, INSPIRE, ETCS projects, etc.

The consequence of this situation is:

  • Labor-intensive, repetitive developments in IT,
  • Long project lead times, and
  • Incompatibility between different standards, which has prevented the development of transformation software in a competitive market.

A standardised model

File:SituationWithRTM.png
Ideal national situation with the railTOPOMODEL® and railML® (© IIRC)

The vision for a standardized data exchange process requires at least 3 components:

  • A logical model: to describe the railway system, network topology, infrastructure objects, interlocking rules,… their semantic and attributes.
  • An exchange format: to represent objects and attributes as structured data, typically in text format with a defined schema.
  • A toolbox for translation: to ensure consistency and quality in multiple translations from one format to another. i.e. for export/import between in-house IT solutions and the standard exchange format.


Together, those 3 components will provide an efficient data exchange toolset to ensure quality in all data transfer within the rail sector: no loss of semantic nor accuracy, no risk for misinterpretation between sender and receiver.

Such solution will allow exchange of all types of information, in all dimensions and life cycle of the rail sector using a standard format: infrastructure description and status, interlocking and routes, timetabling and traffic control etc...

The collaboration between railTOPOMODEL® Project team and the railML® initiative aimed at providing this complete toolbox for data exchange as a first priority.

There are currently two components available to support the exchange of information the domain of railway infrastructure.

Semantic model railTOPOMODEL® is a generic railway data model designed to support current and future business needs. It is particularly useful for engineering activities – mainly dealing with installations and components.
railML® railML® 3 is the latest evolution of the standard format created by railML.org.

railML® 3 is design is total compliancy with railTOPOMODEL®.

The third component, toolbox for translation, should be published early 2017.

Benefits from a standardised model

Investing in standardized railway model and data exchange format will provide multiple benefits for the sector, including:

  • Improved business performance, by ensuring a shared semantic between multiple actors, and speeding up collaborative processes.
  • Higher quality in data exchanges, avoiding losses or mismatches
  • Reduced lead times and overhead in data transformation;
  • Streamlined and re-usable development, by providing a universal data structure and clarifying its semantics;
  • Integrated IT systems, by providing standard interfaces for data exchange.


A significant return on investment can be expected.

Detailed Information about railML® can be found on the railML® website.


Goals

The ultimate goal is to provide a standardized master model for the railway system which supports a common representation of a railway network and events, and facilitates the exchange of data within the rail sector.

For this purpose, railTOPOMODEL® proposes the use of a graph topological model, as such a model is commonly used to display networks for a range of sectors, including railways. One of the main reasons for its wide past adoption is that a graph model is systemic, i.e. it is independent of any particular use or application. This choice guarantees sustainability and scalability, meaning that the Model can evolve as business needs change. It also ensures the integrity, quality and dimension of data is not compromised due to the usages and evolutions.
The first objective is to ensure that this model supports the railway business needs, today and tomorrow. In order to achieve this, the model fulfils the following criteria:

  • Provide a topological representation of the iron network which is fully connected and can be visualized schematically. It supports the description of the network at multiple scales, from the most detailed level (track), up to higher levels such as "line" and "corridor".
  • Enable data to be aggregated and disaggregated from one level to another, to ensure consistency across all scales.
  • Support route definition, based on network topology, infrastructure characteristics (gauges), signaling, works, etc.
  • Support multiple referencing systems, ensuring consistency during transformation. Primary examples include:
    • Linear referencing – using mileposts and ‘rail addresses’,
    • Positioning using geographic reference systems,
    • Screen (schematic) coordinates.
  • Locate punctual, linear and areal entities, including:
    • Points / nodes, such as any installation, equipment, event, etc.
    • Lines / edges, such as speed limits, slopes, platforms, etc. (attributes which are the same along a linear feature).
    • Areal objects, such as track circuits, tunnels etc.


Finally, as it is important to ensure scalability and future-proof the model, railTOPOMODEL® is designed to be enriched progressively with new concepts, and to support business usages as they evolve.


History

The railTOPOMODEL® initiative originates from a small group of EIM/CER representatives involved in the European Register of Infrastructure ("RINF") project with the European Railway Agency (ERA), or local ETCS works with industrial partners.

In 2012, these actors shared the fact that the whole sector is permanently facing the two following issues:

  • Repetitive development of multiple flows of infrastructure data exchange with all kinds of partners;
  • Difficulties to manage both concepts of "network routes" and "infrastructure equipment and characteristics" in a unique and consistent set of data.


This shared observation, enriched with some local initiatives, has led to the creation of a working group whose aim was to design a robust model to support these needs, and which could evolve over time.
Considering the ambition of this group and the expected benefits to the whole community, UIC was asked to support this initiative and make it publicly available.

By the same time railML.org which was also facing limitation on its current solution to support network topology was proposed to join the railTOPOMODEL® workgroup.

The collaboration between these two teams will lead to the delivery of a consistent set of solutions, consisting in a data model and a matching data exchange format.

railTOPOMODEL® and railML® are two separate initiatives that, although complementary, will remain separate offers:

  • railTOPOMODEL® is defined as a public good, designed by the railway community to support their long term needs. As such, it should and will remain independent of any usage.
  • railML® is one use case of railTOPOMODEL®, supported by an open source railway community, and driven by their interest and priorities.


Feasibility Study

Before launching the railTOPOMODEL® project, a feasibility study was performed by TrafIT on behalf of UIC. The results were presented at a UIC conference in Paris on 17 September 2013 and then published in a PDF.
The output of this work was a schema for an ‘off the shelf’ network model which describes the topology and basic elements of a railway’s iron network, and related assets such as track, signals etc. The model should be designed to be independent of any particular usage, and can therefore be used for multiple applications.

The vision is for this model to be adopted by the rail sector to design future applications and support collaborative processes between industrial partners. The first deliverable will be to support the exchange of data within and between organizations.
The study confirmed that it was indeed achievable, and put together a roadmap for successful implementation.









What you should have learned

  • railTOPOMODEL® is a universal and generic approach to the modeling of a railway system (a universal language to describe the rail system and its life cycle).
  • railML® 3 is the latest evolution of the railML® data exchange standard format, Its infrastructure scheme is based on the railTOPOMODEL® concept.
  • railTOPOMODEL® and railML® 3 together form a standard for railway infrastructure data modelling and data exchange.
  • The topology is the basis for the railway network model that can be applied by many different use cases.
  • In comparison to other models (dedicated to one project, one usage), the railTOPOMODEL® approach aims at supporting the specific needs of the whole railway sector.
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Chapter railTOPOMODEL® Quick Start railTOPOMODEL® Modelling Concepts
Section railTOPOMODEL® for your business railTOPOMODEL® for IT Architects and Developers
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