ry between a traffic plane and a management plane does not coincide with the boundary between a traffic system and a management system. The boundary between the planes cannot be standardized (realization of mrCPs is an implementor's business). The boundary between the systems is defined by all network interfaces between the management system and the net- work elements it controls. This interface (TMN calls it Q3) must be standard- ized, however, if a common managing system is to be used. Since the boundary between planes lies inside managed nodes, these nodes have an existence in both planes. In the management plane, all traffic nodes are viewed as network elements (NE). In the traffic plane the same nodes are nor- mally given names after the traffic system type and the role they play in the par- ticular system (such as IPR, RNC, LE and GSN, see the model). These names are of interest to the management system only as naming of MOs are concerned since every traffic system defines its own particular resources. A single management system can therefore be used to manage several different traffic systems in parallel, as long as it knows which MOs and which routes belongs to which network. All MO specifications that belong to a particular traf- fic system are therefore sometimes referred to as a management information base (MIB). To support the identification of standards that describe MOs across all standardization bodies, all network systems, strata and layers, the ITU-T developed the concept of a global classification system for MOs, identified by a structured OBJECT IDENTIFIER (a predefined data type in the ASN.1 stand- ard). 5.3 The Management Plane Control Point (mpCP) The Management Plane Control Point (mpCP) 5.3.1 Introduction The abstract protocol of an mpCP is defined primarily by the operations that are defined by the MO classes that are allocated in an AF. This is an open set of MO definitions, some of which may be standardized, some may be not. Basically, which MOs are defined depends primarily not on the 