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== Guidelines on '''How to make datasets for multimodal mobility systems interoperable across the EU''' == | == Guidelines on '''How to make datasets for multimodal mobility systems interoperable across the EU''' == | ||
'''''Legal Disclaimer''''' | |||
''The information in this document is provided “as is”, and no guarantee or warranty is given that the information is fit for any particular purpose. The above referenced consortium members shall have no liability to third parties for damages of any kind including without limitation direct, special, indirect, or consequential damages that may result from the use of these materials subject to any liability which is mandatory due to applicable law. This document is published under the CC BY-SA 4.0 license<sup>[1]</sup>.'' | |||
----<sup>[1]</sup> See <nowiki>https://creativecommons.org/licenses/by-sa/4.0/deed.en</nowiki> | |||
=== Summary === | === Summary === | ||
This paper proposes some best practices for National Access Points (NAPs) to follow for a better implementation of MMTIS Delegated Regulation (EU 2017/1926 and its amendment EU/2024/490). Based on the exchanges with the different stakeholders and on the overall experience acquired in the framework of DATA4PT, its experts’ team presents the main reasons why interoperability is hard to achieve, and how NAPs need to move forward to achieve their goals (goals as set by the regulation). It provides recommendations on overcoming these issues and building a common implementation approach of the regulations across the EU for multimodal mobility services advancement. | |||
NAPs need to be oriented beyond the local level and specific mobility mode. Integration from all perspectives (from city or region up to EU and worldwide, from one mobility mode to full inter-modality) is key. As the goal is more sustainable mobility in the long run (financially, environmentally, socially), complete and inclusive data standards to support all chains of data exchange from operations to end user/passenger are the main tools for this. | |||
The target group of this paper is the NAP implementers and operators and the organisations regulating them in their country. This paper can be used as reference from stakeholders whenever it is relevant and to complement the work done in the framework of the NAPCORE Programme. | |||
The most important aspects addressed in this paper could be summarised in the following recommendations: | |||
● The data in all NAPs is at least published according to one profile per standard required by the regulation. | |||
● NAPs should also consume the data it shares. It also should encourage data producers to consume the data it produces (e.g. using digital twinning as a method. Also, the NAPs should collaborate within NAPCORE to make the interfaces generic (applicable to all NAP), open source and shared between NAPs). | |||
● A stop registry must be provided. | |||
● The NAPs should give incentives to data producers to provide correct data. | |||
● The following standards shall be used: NeTEx (schedules, stop registry, fares), SIRI (real-time), OJP (API towards a Journey Planner), OpRa and in general the ones based on Transmodel (CEN standard).<sup>[1]</sup> | |||
● The NAPs should maintain all neighboring NAP references so end-users can directly find the relevant datasets for cross-border operation. | |||
● The NAPs should actively register successful integrations, their products, and the source datasets that were used. This will automatically give a graph of importance. | |||
● In addition, other formats/ specifications shall be shared in NAPs if useful by data consumers like GTFS/GBFS. The standards should have good governance<sup>[2]</sup>. | |||
----<sup>[1]</sup> NeTEX = TS16614, SIRI = TS/EN 15531, OJP = TS 17118 | |||
<sup>[2]</sup> E.g. see ISO - Good Standardization Practices (GSP) | |||
=== What to expect from this paper === | |||
This paper proposes some best practices for National Access Points (NAPs) to follow for a better implementation of MMTIS Delegated regulation (EU 2017/1926 and the amendment EU/2024/490), NAPs need to focus on the data consumers and easy access to the data for them. Only complete, homogenised, integrated data sets are of interest. Quality assurance needs to be an integral part of all NAPs. NAPs need to be oriented beyond the local level and specific mobility mode. Relevant is integration from all perspectives (from city or region up to EU and worldwide, from one mobility mode to full inter-modality). As the goal is more sustainable mobility in the long run (financially, environmentally, socially), complete and inclusive data standards to support all chains of data exchange from operations to end user/passenger are the main tools for this. | |||
Based on the exchanges with the different stakeholders and on the overall experience acquired in the framework of DATA4PT, its experts’ team presents the main reasons why interoperability is not yet achieved, and how NAPs need to move forward to achieve their goals (goals as set by the regulation). It provides recommendations on how to overcome these issues and build a common implementation approach of the regulations across the EU for multimodal mobility services advancement. This paper can be used as a reference for stakeholders whenever it is relevant and to complement the work done in the framework of NAPCORE Programme. | |||
Revision as of 16:07, 24 April 2025
A National Access Point (NAP) is a central internet resource from which transport data for a country can be obtained by operators and third parties.
- A NAP may comprise a repository of reference data and/or a registry of available data services and real-time feeds.
- Data can be of many different types, both static - operators, lines, stops, timetables, accessibility, etc. and real-time (vehicle locations, estimated arrival times, disruptions, etc.)
- A NAP will hold metadata about the available data and feeds so as to be able to support search and discovery processes.
European Member states are required by the EC to have a NAP for specified types of data by 2020.
- A number of standard formats and APIS, such as NeTEx, DatexII, SIRI are mandated.
Check the DATA4PT website and NAPCORE website for additional information.
Guidelines on How to make datasets for multimodal mobility systems interoperable across the EU
Legal Disclaimer
The information in this document is provided “as is”, and no guarantee or warranty is given that the information is fit for any particular purpose. The above referenced consortium members shall have no liability to third parties for damages of any kind including without limitation direct, special, indirect, or consequential damages that may result from the use of these materials subject to any liability which is mandatory due to applicable law. This document is published under the CC BY-SA 4.0 license[1].
[1] See https://creativecommons.org/licenses/by-sa/4.0/deed.en
Summary
This paper proposes some best practices for National Access Points (NAPs) to follow for a better implementation of MMTIS Delegated Regulation (EU 2017/1926 and its amendment EU/2024/490). Based on the exchanges with the different stakeholders and on the overall experience acquired in the framework of DATA4PT, its experts’ team presents the main reasons why interoperability is hard to achieve, and how NAPs need to move forward to achieve their goals (goals as set by the regulation). It provides recommendations on overcoming these issues and building a common implementation approach of the regulations across the EU for multimodal mobility services advancement.
NAPs need to be oriented beyond the local level and specific mobility mode. Integration from all perspectives (from city or region up to EU and worldwide, from one mobility mode to full inter-modality) is key. As the goal is more sustainable mobility in the long run (financially, environmentally, socially), complete and inclusive data standards to support all chains of data exchange from operations to end user/passenger are the main tools for this.
The target group of this paper is the NAP implementers and operators and the organisations regulating them in their country. This paper can be used as reference from stakeholders whenever it is relevant and to complement the work done in the framework of the NAPCORE Programme.
The most important aspects addressed in this paper could be summarised in the following recommendations:
● The data in all NAPs is at least published according to one profile per standard required by the regulation.
● NAPs should also consume the data it shares. It also should encourage data producers to consume the data it produces (e.g. using digital twinning as a method. Also, the NAPs should collaborate within NAPCORE to make the interfaces generic (applicable to all NAP), open source and shared between NAPs).
● A stop registry must be provided.
● The NAPs should give incentives to data producers to provide correct data.
● The following standards shall be used: NeTEx (schedules, stop registry, fares), SIRI (real-time), OJP (API towards a Journey Planner), OpRa and in general the ones based on Transmodel (CEN standard).[1]
● The NAPs should maintain all neighboring NAP references so end-users can directly find the relevant datasets for cross-border operation.
● The NAPs should actively register successful integrations, their products, and the source datasets that were used. This will automatically give a graph of importance.
● In addition, other formats/ specifications shall be shared in NAPs if useful by data consumers like GTFS/GBFS. The standards should have good governance[2].
[1] NeTEX = TS16614, SIRI = TS/EN 15531, OJP = TS 17118
[2] E.g. see ISO - Good Standardization Practices (GSP)
What to expect from this paper
This paper proposes some best practices for National Access Points (NAPs) to follow for a better implementation of MMTIS Delegated regulation (EU 2017/1926 and the amendment EU/2024/490), NAPs need to focus on the data consumers and easy access to the data for them. Only complete, homogenised, integrated data sets are of interest. Quality assurance needs to be an integral part of all NAPs. NAPs need to be oriented beyond the local level and specific mobility mode. Relevant is integration from all perspectives (from city or region up to EU and worldwide, from one mobility mode to full inter-modality). As the goal is more sustainable mobility in the long run (financially, environmentally, socially), complete and inclusive data standards to support all chains of data exchange from operations to end user/passenger are the main tools for this.
Based on the exchanges with the different stakeholders and on the overall experience acquired in the framework of DATA4PT, its experts’ team presents the main reasons why interoperability is not yet achieved, and how NAPs need to move forward to achieve their goals (goals as set by the regulation). It provides recommendations on how to overcome these issues and build a common implementation approach of the regulations across the EU for multimodal mobility services advancement. This paper can be used as a reference for stakeholders whenever it is relevant and to complement the work done in the framework of NAPCORE Programme.