CEN TS 16614-3-2016 Public transport - Network and Timetable Exchange (NeTEx) - Part 3 Public transport fares exchange format《公共交通-网络和时刻表(NeTEx)-第3部分 公共交通费用交换格式》.pdf

1、BSI Standards PublicationPD CEN/TS 16614-3:2016Public transport Networkand Timetable Exchange(NeTEx)Part 3: Public transport fares exchangeformatPD CEN/TS 16614-3:2016 PUBLISHED DOCUMENTNational forewordThis Published Document is the UK implementation of CEN/TS16614-3:2016.The UK participation in it

2、s preparation was entrusted to TechnicalCommittee EPL/278, Intelligent transport systems.A list of organizations represented on this committee can beobtained on request to its secretary.This publication does not purport to include all the necessaryprovisions of a contract. Users are responsible for

3、its correctapplication. The British Standards Institution 2016.Published by BSI Standards Limited 2016ISBN 978 0 580 90066 2ICS 35.240.60Compliance with a British Standard cannot confer immunity fromlegal obligations.This Published Document was published under the authority of theStandards Policy an

4、d Strategy Committee on 31 March 2016.Amendments/corrigenda issued since publicationDate T e x t a f f e c t e dPD CEN/TS 16614-3:2016TECHNICAL SPECIFICATION SPCIFICATION TECHNIQUE TECHNISCHE SPEZIFIKATION CEN/TS 16614-3 March 2016 ICS 35.240.60 English Version Public transport - Network and Timetab

5、le Exchange (NeTEx) - Part 3: Public transport fares exchange format Transport public - Echange des donnes de rseau et dhoraires (NeTEx) - Partie 3 : Format dchange dinformations voyageurs concernant le rseau de transport public ffentlicher Verkehr - Netzwerk- und Fahrplan Austausch (NeTEx) - Teil 3

6、: Austauschformat fr die Fahrkartenauskunft des ffentlichen Verkehrs This Technical Specification (CEN/TS) was approved by CEN on 17 August 2015 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 requeste

7、d 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

8、 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, Denmar

9、k, 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 andUnited Kingdom. EUROPEAN COMMITTEE FO

10、R STANDARDIZATION COMIT EUROPEN DE NORMALISATION EUROPISCHES KOMITEE FR NORMUNG CEN-CENELEC Management Centre: Avenue Marnix 17, B-1000 Brussels 2016 CEN All rights of exploitation in any form and by any means reserved worldwide for CEN national Members. Ref. No. CEN/TS 16614-3:2016 EPD CEN/TS 16614

11、-3:2016CEN/TS 16614-3:2016 (E) 2 Contents Page European foreword. 5 Introduction 6 1 Scope 7 1.1 General 7 1.2 Fares scope 7 1.3 Transport modes . 7 1.4 Compatibility with existing standards and recommendations 8 2 Normative references 8 3 Terms and definitions . 8 4 Symbols and abbreviations 25 5 U

12、se Cases for Fare Exchange 25 5.1 Purpose 25 5.2 Business context . 25 5.2.1 Fare planning process 25 5.3 Actors and use case types 31 5.3.1 General . 31 5.3.2 Use Cases for Fare Policy . 33 5.3.3 Use Cases for Organisation of Fare Policy Usage 33 5.4 Excluded Use Cases 33 5.5 Use Cases . 34 5.5.1 C

13、ollection of Use Cases . 34 6 Generic Physical Model and XSD mapping rules. 61 7 Public Transport Fares Conceptual and physical data model 61 7.1 Conceptual Model overview . 61 7.1.1 Functional Domains 61 7.1.2 Data Model Overview 63 7.1.3 Main Concepts . 65 7.2 Fare Model dependencies . 70 7.2.1 Ne

14、TEx Part3 Use of Version Frames 74 7.2.2 Fare Frame 75 7.3 Reusable Fare Components 92 7.3.1 Fare Zone . 92 7.3.2 Fare Facility 112 7.4 Fare Structure 114 7.4.1 Fare Structure Model dependencies 114 7.4.2 Common Fare Structure . 115 7.4.3 Geographical Fare Structure 122 7.4.4 Time Fare Structure 132

15、 7.4.5 Quality Fare Structure 140 7.4.6 Fare Structure Element 150 7.4.7 Distance Matrix Element . 178 7.4.8 Validable managing vehicle fleets; publicising fares, issuing tickets and receipts; providing real-time information on service running, and so on. The first two parts of the European Technica

16、l Specification NeTEx specifies a Network and Timetable Exchange for Public Transport. It is intended to be used to exchange data relating to scheduled public transport between the systems of PT organiZations. It can also be seen as complementary to the SIRI (Service Interface for Real-time Informat

17、ion) standard, as SIRI needs a prior exchange of reference data from NeTExs scope to provide the necessary context for the subsequent exchange of a real-time data. This European Technical Specification (NeTex Part 3) specifies exchanges of Public Transport fares between systems and organisations. It

18、 is a complement to the Parts 1 and 2 in the sense that it uses a subset of concepts defined there. Well-defined, open interfaces have a crucial role in improving the economic and technical viability of Public Transport Information Systems of all kinds. Using standardized interfaces, systems can be

19、implemented as discrete pluggable modules that can be chosen from a wide variety of suppliers in a competitive market, rather than as monolithic proprietary systems from a single supplier. Interfaces also allow the systematic automated testing of each functional module, vital for managing the comple

20、xity of increasing large and dynamic systems. Furthermore, individual functional modules can be replaced or evolved, without unexpected breakages of obscurely dependent function. This standard will improve a number of features of public transport information and service management: Interoperability

21、the standard will facilitate interoperability between information processing systems of the transport operators by: (i) introducing common architectures for message exchange; (ii) introducing a modular set of compatible information services, (iii) using common data models and schemas for the message

22、s exchanged for each service; and (iv) introducing a consistent approach to data management. Technical advantages include the following: a modular reusing of a common communication layer shared with SIRI for all the various technical services enables cost-effective implementations, and makes the sta

23、ndard readily extensible in future. PD CEN/TS 16614-3:2016CEN/TS 16614-3:2016 (E) 7 1 Scope 1.1 General NeTEx is dedicated to the exchange of scheduled data (network, timetable and fare information). It is based on Transmodel V5.1 (EN 12986), IFOPT (EN 28701) and SIRI (CEN/TS 15531-4, CEN/TS 15531-5

24、 and EN 15531-1, EN 15531-2, EN 15531-31) and supports the exchange of information of relevance for passenger information about public transport services and also for running Automated Vehicle Monitoring Systems (AVMS). NOTE NeTEx is a refinement and an implementation of Transmodel and IFOPT; the de

25、finitions and explanations of these concepts are extracted directly from the respective standard and reused in NeTEx, sometimes with adaptations in order to fit the NeTEx context. Although the data exchanges targeted by NeTEx are predominantly oriented towards provisioning passenger information syst

26、ems and AVMS with data from transit scheduling systems, it is not restricted to this purpose and NeTEx can also provide an effective solution to many other use cases for transport data exchange. 1.2 Fares scope This Part 3 of NeTEx, is specifically concerned with the exchange of fare structures and

27、fare data, using data models that relate to the underlying network and timetable models defined in Part 1 and Part 2 and the Fare Collection data model defined in Transmodel V51. See the use cases below for the overall scope of Part 3. In summary, it is concerned with data for the following purposes

28、: (i) To describe the many various possible fare structures that arise in public transport (for example, flat fares, zonal fares, time dependent fares, distance based fares, stage fares, pay as you go fares, season passes, etc., etc.). (ii) To describe the fare products that may be purchased having

29、these fare structures and to describe the conditions that may attach to particular fares, for example if restricted to specific groups of users, or subject to temporal restrictions. These conditions may be complex. (i) To allow actual price data to be exchanged. Note however that NeTEx does not itse

30、lf specify pricing algorithms or how fares should be calculated. This is the concern of Fare Management Systems. It may be used may be used to exchange various parameters required for pricing calculations that are needed to explain or justify a fare. (iii) To include the attributes and the text desc

31、riptions necessary to present fares and their conditions of sale and use to the public. NeTEx should be regarded as being upstream of retail systems and allows fare data to be managed and integrated with journey planning and network data in public facing information systems. It is complementary to a

32、nd distinct from the downstream ticketing and retail systems that sell fares and of the control systems that validate their use. See Excluded Use Cases below for further information on the boundaries of NeTEx with Fare Management Systems. 1.3 Transport modes All mass public transport modes are taken

33、 into account by NeTEx, including train, bus, coach, metro, tramway, ferry, and their submodes. It is possible to describe airports, air journeys, and air fares, but there has not been any specific consideration of any additional requirements that apply specifically to air transport. 1 Under develop

34、ment PD CEN/TS 16614-3:2016CEN/TS 16614-3:2016 (E) 8 1.4 Compatibility with existing standards and recommendations The overall approach for the definition of fares within NeTEx Part 3 follows the approach used by Transmodel V5.1, namely the definition of access rights rather than of just products. T

35、his approach, used in Transmodel V5.1 (Fare Collection data model) to specify the access rights related to the urban public transport (for all urban modes) has been extended to cover access rights for long-distance rail. NOTE The concepts from Transmodel V5.1 and IFOPT used and/or modified by NeTEx

36、are incorporated into Transmodel V6 to guarantee compatibility and coherence of standards. Concepts covered in NeTEx Part 1 and 2 that relate in particular to long-distance train travel include; rail operators and related organizations; stations and related equipment; journey coupling and journey pa

37、rts; train composition and facilities; planned passing times; timetable versions and validity conditions and train routing restrictions. In the case of long distance train access rights, NeTEx takes into account the requirements formulated by the ERA (European Rail Agency) TAP/TSI (Telematics Applic

38、ations for Passenger/ Technical Specification for Interoperability, entered into force on 13 May 2011 as the Commission Regulation (EU) No 454/2011), based on UIC directives. The relate in partoiucalr to the B1 (Non Reservation Tickets), B2 (Integrated Reservation Tickets) and B3 (Special Fares) alo

39、ng with various UIC Leaflets. As regards the other exchange protocols for network and timetable exchanges, a formal compatibility is ensured with TransXChange (UK), VDV 452 (Germany), NEPTUNE (France, BISON (Netherland) and NOPTIS (Nordic Public Transport Interface Standard). The exchange of data in

40、 NeTEx format can be undertaken using a variety of protocols. For example: through dedicated web services, through data file exchanges, or by using the SIRI exchange protocol as described in part 2 of the SIRI documentation. NeTEx adds additional services using the common SIRI transport mechanism. 2

41、 Normative references The following documents, in whole or in part, are normatively referenced in this document and are indispensable for its application. For dated references, only the edition cited applies. For undated references, the latest edition of the referenced document (including any amendm

42、ents) applies. CEN/TS 16614-1:2014, Public transport Network and Timetable Exchange (NeTEx) Part 1: Public transport network topology exchange format 3 Terms and definitions For the purposes of this document, the terms and definitions given in CEN/TS 16614-1:2014 and the following apply. 3.1 access

43、right in product (Fare Product MODEL) a VALIDABLE ELEMENT as a part of a PRE-ASSIGNED FARE PRODUCT, including its possible order in the set of all VALIDABLE ELEMENTs grouped together to define the access right assigned to that PRE-ASSIGNED FARE PRODUCT PD CEN/TS 16614-3:2016CEN/TS 16614-3:2016 (E) 9

44、 3.2 access right parameter assignment (Validity Parameters MODEL) the assignment of a fare collection parameter (referring to geography, time, quality or usage) to an element of a fare system (access right, validated access, control mean, etc.) 3.3 amount of price unit (Fare Product MODEL) a FARE P

45、RODUCT consisting in a stored value of PRICE UNITs: an amount of money on an electronic purse, amount of units on a value card etc. 3.4 blacklist (Fare Contract MODEL) a list of identified TRAVEL DOCUMENTs or CONTRACTs the validity of which has been cancelled temporarily or permanently, for a specif

46、ic reason like loss of the document, technical malfunction, no credit on bank account, offences committed by the customer, etc. 3.5 border point (Fare Zone MODEL) a POINT on the Network marking a boundary for the fare calculation. May or may not be a SCHEDULED STOP POINT 3.6 cancelling (Cancelling U

47、sage Parameters MODEL) parameter giving conditions for cancelling of a purchased access right 3.7 capped discount right (Fare Product MODEL) a specialisation of SALE DISCOUNT RIGHT where the discount is expressed as a rule specifying a ceiling for a given time interval. For example, the London Oyste

48、r card fare, which charges for each journey until travel equivalent to a day pass has been consumed after which further travel is free at that day 3.8 capping rule (Fare Product MODEL) a capping limit for a given time interval, where the capping is expressed by another product. For example, the Lond

49、on Oyster card fare, which charges for each journey until travel equivalent to a day pass for the mode of travel has been consumed 3.9 capping rule price (Fare Product MODEL) a set of all possible price features of a CAPPING RULE: default total price, discount in value or percentage etc. PD CEN/TS 16614-3:2016CEN/TS 16614-3:2016 (E) 10 3.10 cell (Fare Table MODEL) an unique individual combination of features within a FARE TABLE, used to associate a FARE PRICE with a fare element 3.11 charging moment (Fare Product MODEL) a classification of FARE PRODUCT