This document describes a basic role and functional model of the intelligent transport systems (ITS) data aggregation role, which is a basic role of ISO/TR 4445. It provides a paradigm describing: a) a framework for the provision of ITS data aggregation for cooperative ITS service application; b) a description of the concept of a role and functional model for such roles; c) a conceptual architecture between actors involved in the provision/receipt of ITS data aggregation; d) references for the key documents on which the architecture is based; e) a taxonomy of the organization of generic procedures.

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This document contains specifications for a set of ITS station security services required to ensure the authenticity of the source and integrity of information exchanged between trusted entities, i.e.:
—    between devices operated as bounded secured managed entities, i.e. "ITS Station Communication Units" (ITS-SCU) and "ITS station units" (ITS-SU) as specified in ISO 21217; and
—    between ITS-SUs (composed of one or several ITS-SCUs) and external trusted entities such as sensor and control networks.
These services include the authentication and secure session establishment which are required to exchange information in a trusted and secure manner.
These services are essential for many intelligent transport system (ITS) applications and services including time-critical safety applications, automated driving, remote management of ITS stations (ISO 24102-2), and roadside/infrastructure-related services.

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This document defines the TPEG Weather (WEA) application for reporting weather information for travellers. It provides general weather-related information to all travellers and is not limited to a specific mode of transportation. This application does not provide specific weather-related safety warnings to drivers; these are provided as safety related messages as part of the TPEG2-TEC application (ISO 21219-15). The WEA application provides weather-related forecasts and status information over multiple time periods and for multiple, possibly linked, geographical areas. NOTE The presentation of the information is dependent on the specific human-machine interface (HMI) of the receiving device. Therefore, this document does not define any prerequisites for the HMI of the device. This document contains examples to help explain how some typical weather reports can be signalled (see Annex C) and suggested translations between WEA table codes and WMO SYNOP weather observation codes (see Annex D).

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This document specifies the "traffic event compact" (TEC) TPEG application. The TEC application has been specifically designed to support information about traffic events (e.g. road works, traffic jams). A specific form of traffic event is local hazard warnings which, being safety-related messages, are sent with high priority to warn a driver of unexpected dangerous situations (e.g. black-ice, accident beyond curves, obstacles on road, etc.). Generally, the TEC application is designed to allow receivers to: — ensure travel safety for the driver; — enable the calculation of alternative routes; — avoid delays (e.g. traffic jams); — warn the driver of obstructions on route; and — provide the driver with information on infrastructural problems (e.g. closed petrol stations, non-functioning emergency telephones).

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This document specifies the method for delivering service and network information within a TPEG service. The TPEG-SNI application is designed to allow the efficient, language-independent delivery of information about the availability of the same service on another bearer channel, or similar service data from another service provider, directly from service provider to end-users. A number of tables of information are described in this document which provide comprehensive options for describing services, their timing, content, geographical coverage, etc. In all TPEG streams, it is mandatory to deliver the so-called guide to the service table (GST). Additionally, it is possible to signal linkage of content between different bearers and services.

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This document defines the TPEG Speed information (SPI) application for reporting speed information for travellers. Speed limits are usually indicated to the driver through roadside signs. Drivers who are aware of the speed limit at all times are more likely to drive safely, which improves road safety. Most speed limit signs are static and remain unchanged for years and are thus available through navigation system map databases. However, there is an increasing number of variable message signs, temporary signing (e.g. for road works) and also changed speed limits which are not yet reflected in the map databases. With the TPEG-SPI application, speed limit information is offered in an accurate way so that different lanes and different vehicle types can be differentiated. TPEG-SPI also allows the drivers to be aware of the current allowed (maximum) speed, by delivering timely information about the current position and values of speed limits to the navigation or driver assistance systems. These data are seen as informational and are intended to be encoded in a compact way to minimize bandwidth consumption. TPEG2-SPI supports direct and indirect speed limits. Direct speed limits are used for signs showing a maximum speed at which a vehicle is allowed to travel. Such speed limit signs can be static or dynamic. Indirect speed limits refer to the speed of other road users. It is primarily the vehicle in front of the own vehicle that is used as a reference.

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This document specifies the TPEG fuel price information and availability (FPI) application. The FPI application has been specifically designed to support information from fuel stations, such as their location, fuel types offered and fuel pricing and availability information. The standardized delivery, via TPEG technology, of fuel price information has the following benefits for end users of a TPEG service: a) cost savings to the driver through improved ease of access to price information; b) potentially significant cost savings for fleet operators through improved ease of access to price information; c) environmental benefits from drivers not having to drive around to find the cheapest fuel prices; d) safety improvements for highways authorities, as drivers are less likely to run out of fuel if they are well-informed of local availability and prices; e) as availability of new fuels becomes more common, and more vehicles begin to use them (e.g. biofuels, hydrogen, etc.), drivers will be better informed about availability of fuelling stations. The TPEG FPI application (as an add-on service component next to traffic information, for example) is laid out to support large numbers of fuel stations and fuel prices with only modest bandwidth requirements The application described in this document (TPEG2-FPI) is not appropriate for cases where the objective is to inform electric vehicles of the location of charging stations and the availability of charging points. In such cases, the TPEG application TPEG2-EMI (electro mobility information) is chosen. This is because while TPEG2-FPI (the application described in this document) contains rudimentary support for electric charging stations, a TISA investigation revealed that a simple extension/differentiation of TPEG2-FPI is insufficient for addressing the evolving market needs of the electric vehicle market. Hence, a separate TPEG application has been created to serve the information needs of electric vehicles and their operators: TPEG2-EMI, specified in ISO/TS 21219-25.

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This document specifies the TPEG parking information (PKI) application which has been designed to deliver parking information to a variety of receivers using a number of different channels, particularly digital broadcasting and internet technologies. Parking information can be presented to the user in many different ways, including text, voice or graphics. Today, traffic congestion has become a serious problem in urban areas. Some traffic congestion is attributed to drivers searching for parking spaces. Timely provision of parking information can help to ease traffic congestion. Furthermore, parking information is valuable for visitors, particularly when it can be used to signal where a temporary parking facility is established for a special event.

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This document defines the TPEG conditional access information (CAI) application. It allows the protection of the content of a TPEG service from unauthorized access. It further supports the management of subscriber information (e.g. control words and entitlement control message, ECM) on client devices in order to setup, prolong or revoke a subscription on a given client device. The CAI application defines: — the logical channel for the transmission of the additional CAI, and — how the CAI is linked and synchronized to the scrambled content. This document is related to conditional access applied on the service component level. It can be integrated into different conditional access systems. NOTE The basic concept behind the CAI application is to transport CAI in separate TPEG service components of a dedicated application type and to define a service and network information (SNI) table that contains the link between scrambled content and related CAI.

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This proposed standard will establish a common methodology for the quantification of energy consumption and greenhouse gas (GHG) emissions related to any transport operations (of freight, passengers or both).
It will specify general principles, definitions, system boundaries, calculation methods, apportionment rules (allocation) and data recommendations, with the objective to promote standardised, consistent, credible and verifiable reporting, regarding energy consumption and GHG emissions related to any transport. It will also include examples on the application of the principles and default emission and consumption data recommended in the absence of available specific data.
Potential users of this proposed standard are any person or organisation who needs to refer to a standardized methodology when reporting the results of the quantification of energy consumption and GHG emissions related to a transport service, especially:
 transport service operators (freight or passengers carriers);
 transport service organisers (carriers subcontracting transport operations and freight forwarders);
 transport service users (shippers and passengers).
GHG calculation scope shall include Scope1-3 emissions on a well-to-wheel basis. Therefore, the calculation of energy consumption and GHG emissions shall cover upstream energy processes (like fuel extraction/production, transport and refining) as well as processes at point of use.
With reference to Scope 1-3 according to the GHG Protocol „Corporate Value Chain (Scope 3) Accounting and Reporting Standard”, the new ISO standard shall also contain the definition of roles and reporting scopes of the above actors in the transport chain.

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This document defines terms, characterization and the relationship of concepts, defined using model-driven architecture methods, for parking and parking-related activities (both on-street and off-street) covering common data supporting business to business exchanges and end user services.

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This document contains specifications for a set of ITS station security services required to ensure the authenticity of the source and integrity of information exchanged between trusted entities, i.e.:
—    between devices operated as bounded secured managed entities, i.e. "ITS Station Communication Units" (ITS-SCU) and "ITS station units" (ITS-SU) as specified in ISO 21217; and
—    between ITS-SUs (composed of one or several ITS-SCUs) and external trusted entities such as sensor and control networks.
These services include the authentication and secure session establishment which are required to exchange information in a trusted and secure manner.
These services are essential for many intelligent transport system (ITS) applications and services including time-critical safety applications, automated driving, remote management of ITS stations (ISO 24102-2), and roadside/infrastructure-related services.

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This document establishes a common methodology for the quantification and reporting of greenhouse gas (GHG) emissions arising from the operation of transport chains of passengers and freight.

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In respect of pan European eCall (operating requirements defined in EN 16072), this document defines the high level application protocols, procedures and processes required to provide the eCall service via a packet switched wireless communications network using IMS (IP Multimedia Subsystem) and wireless access (such as LTE, NR and their successors).
This document assumes support of eCall using IMS over packet switched networks by an IVS and a PSAP and further assumes that all PLMNs available to an IVS at the time an eCall or test eCall is initiated are packet switched networks. Support of eCall where eCall using IMS over packet switched networks is not supported by an IVS or PSAP is out of the scope of this document.
At some moment in time packet switched networks will be the only Public Land Mobile Networks (PLMN) available. However as long as GSM/UMTS PLMNs are available (Teleservice 12/TS12) ETSI TS 122 003 will remain operational. Both the use of such PLMNs and the logic behind choosing the appropriate network in a hybrid situation (where both packet-switched and circuit-switched networks are available) are out of scope of this document.
NOTE 1   The objective of implementing the pan-European in-vehicle emergency call system (eCall) is to automate the notification of a traffic accident, wherever in Europe, with the same technical standards and the same quality of services objectives by using a PLMN (such as ETSI prime medium) which supports the European harmonized 112/E112 emergency number (TS12 ETSI TS 122 003 or IMS packet switched network) and to provide a means of manually triggering the notification of an emergency incident.
NOTE 2   HLAP requirements for third party services supporting eCall can be found in EN 16102,. This document makes reference to those provisions but does not duplicate them.

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This document contains specifications for a set of ITS station security services required to ensure the authenticity of the source and integrity of information exchanged between trusted entities, i.e.: — between devices operated as bounded secured managed entities, i.e. "ITS Station Communication Units" (ITS-SCU) and "ITS station units" (ITS-SU) as specified in ISO 21217; and — between ITS-SUs (composed of one or several ITS-SCUs) and external trusted entities such as sensor and control networks. These services include the authentication and secure session establishment which are required to exchange information in a trusted and secure manner. These services are essential for many intelligent transport system (ITS) applications and services including time-critical safety applications, automated driving, remote management of ITS stations (ISO 24102-2), and roadside/infrastructure-related services.

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This document provides: — a framework for transportation services using 5G communication by providing meshes; — a description on expanding the service coverage of 5G backbone networks for transportation and mobility by applying meshes created in transportation facilities, vehicles and service dispatches; — a service framework using infrastructure, vehicles and mobility service providers; — a description on the effective transportation service for sustainable cities and communities.

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This document describes the enterprise view (see ISO/TS 14812:2022, 3.1.4.3) of integrated mobility based on the role and responsibility models in the mobility as a service (MaaS) and mobility on demand (MOD) ecosystems as described in ISO/TR 4447. Other ISO documents (e.g. ISO 24014-1, ISO 17573-1 and ISO/TR 21724-1) have been reviewed in order to enhance and merge the MaaS and MOD role models. The enterprise view addresses the relationships between organizations and users, and the roles those entities play in the delivery and consumption of mobility services. Relationships between entities are dependent on the roles those entities take in the delivery of user services. Enterprise objects interact to exchange information, manage and operate systems beyond the scope of one organization. The enterprise view focuses on the relationships between those enterprise objects, but also defines how enterprise objects interact with physical objects, which appear in the enterprise view as "resources". This document focuses on mobility service concepts where the included transport services are publicly available. Examples of such transport services are listed in Clause 3.

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This document defines a platform-specific model (PSM) for data exchange, which specifically uses ASN.1 and TCP/UDP (transmission control protocol/user datagram protocol) datagrams which were defined as “DATEX-ASN” in the first edition of this document for AP-DATEX (application profile-data exchange) and other Internet protocol (IP) networks. A PSM is an actual implementation of a platform-independent model (PIM) for exchange. This document specifies the message rules and procedures for communication between different systems for ITS using TCP/UDP datagrams. This document deals mainly with the communication interfaces. It has been designed to meet the unique requirements of intelligent transport systems (ITS). However, it has also been designed in a generic fashion and thus can be used for other data exchanges as well.

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This document, based on ISO/TS 19468, specifies a platform-specific method for implementing data exchange among centres based on simple object access protocol (SOAP), supporting the EN 16157 series (DATEX II) for Push/Pull data delivery and service request/feedback collaborative intelligent transport system (ITS) services.
This document defines the message rules and procedures for communication between transport information and control systems using XML (Profile B).
This document clarifies how to package end-application messages and relevant data.
The payload data definition used in specific end-applications and the exact structure of the content payload delivered in the messages are beyond the scope of this document.
Rules and procedures for exchanging data-packets in lower communication layers are also out of the scope of this document. These functionalities can be implemented using generic protocols defined in the industry standards. However, this document does define how to use these protocols.

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This document, based on ISO/TS 19468, specifies a platform-specific method for implementing data exchange among centres based on simple object access protocol (SOAP), supporting the EN 16157 series (DATEX II) for Push/Pull data delivery and service request/feedback collaborative intelligent transport system (ITS) services. This document defines the message rules and procedures for communication between transport information and control systems using XML (Profile B). This document clarifies how to package end-application messages and relevant data. The payload data definition used in specific end-applications and the exact structure of the content payload delivered in the messages are beyond the scope of this document. Rules and procedures for exchanging data-packets in lower communication layers are also out of the scope of this document. These functionalities can be implemented using generic protocols defined in the industry standards. However, this document does define how to use these protocols.

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This document is used in conjunction with and is supplementary to EN 16247-1, Energy audits — Part 1: General requirements. It provides additional requirements to EN 16247-1 and is applied simultaneously.
The procedures described here apply to the different modes of transport (road, rail, marine and aviation), as well as the different ranges (local- to long-distance) and what is transported (i.e. goods and people).
This document specifies the requirements, methodology and deliverables specific to energy audits in the transport sector, every situation in which a displacement is made, no matter who the operator is (a public or private company or whether the operator is exclusively dedicated to transport or not), is also addressed in this document.
This document advises on both the optimization of energy within each mode of transport, as well as selecting the best mode of transport in each situation; the conclusions drawn by the energy audit can influence decisions on infrastructure and investment e.g. in teleconferencing or web meetings.
Energy audits of buildings and processes associated with transport can be conducted respectively with the EN 16247-2 Buildings and EN 16247-3 Processes e.g. pipelines, depots and escalators/travelators. This part of the standard does not include the infrastructure which supplies energy e.g. the electricity generation of energy for railways.

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The ISO 17572 series specifies location referencing methods (LRMs) that describe locations in the context of geographic databases and that are intended for use in locating transport-related phenomena both in an encoder system and from the decoder side. This document defines what is meant by such objects and describes the reference in detail, including whether or not components of the reference are mandatory or optional, and their characteristics. The ISO 17572 series specifies three different LRMs: — pre-coded LRM (pre-coded profile); — dynamic LRM (dynamic profile); — precise relative LRM (precise relative profile). The ISO 17572 series does not define a physical format for implementing the LRM. However, the requirements for physical formats are defined. The ISO 17572 series does not define details of the location referencing system (LRS), i.e. how the LRMs are to be implemented in software, hardware or processes. This document specifies the following general LRM-related subjects: — requirements of an LRM; — conceptual data model for LRMs; — inventory LRMs (see Annex A). This document also provides: — examples of conceptual model use (see Annex B); — a comparison of definitions with ISO/TC 211 (see Annex C).

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This document specifies requirements and recommendations for the planning, design, development and provision of user communications related to passenger transport so that these communications can be accessed, understood and used by the widest range of users, including persons with disabilities and older persons.
These requirements and recommendations enable an organization to extend its range of users by identifying diverse characteristics, capabilities, and preferences.
The requirements specified in this standard are applicable to but not limited to passenger transport service providers including air-, bus, rail-, and waterborne passenger transport services.

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This document provides guidance on the staged implementation of Electric, Connected and Autonomous Vehicle (eCAV) passenger and delivery services, with a special focus on on-demand responsive passenger services with shared vehicles. This document aims to accelerate innovation and deliver smart transportation by eCAV, in and between cities. Note 1 to entry: This document does not designate the technical details of eCAVs, including pods, which are Low-Speed Autonomous Transport System (L-SAT) vehicles. These technical details are provided by ISO 22737. Note 2 to entry: This document targets on-demand responsive passenger services with shared vehicles. ISO 37181 also mentions the advantages of eCAV applications to public transportation.

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This document specifies the data communication concepts applicable to the data requirements of the transport community. It also includes the regulatory authorities related to freight and its intermodal transfer to participate in common reporting. Data communication concepts include information entities (data elements), aggregated/associated information entities (groups of data elements) and messages that comprise information exchanges at transport interfaces along the chain of participants responsible for the delivery of goods from the point of origin through to the final recipient. This includes all transport entities carrying the cargo as well as the documents and information required to facilitate the cargo movement. This document focuses on a single "thread" of the overall end-to-end supply chain. It includes motor transport data needs within the international supply chain to satisfy the requirements of both businesses and governmental organizations on business to business (B2B), business to government (B2G), government to business (G2B) and government to government (G2G) relationships. This document is applicable to shipments that originate in one country and terminate in another. It can also be applied to shipments that originate and terminate in a single country. This document is applicable to freight movements that interface with other modes and incorporates interface requirements set for those other modes. This document is also designed to incorporate the elements of the Govcbr message (a message developed by the World Customs organization, WCO, that can facilitate data exchange but can potentially not apply to all parties throughout the supply chain) and have them apply across the whole supply-chain, on a global basis. This document does not constrain the requirements of customs, regulatory and safety bodies at border crossings but does include the data elements likely to be required by customs authorities and other governmental bodies within a single window environment or within a port community system environment.

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This document describes a basic role and functional model of digital infrastructure service for urban intelligent transport system (ITS) service applications. It provides an extension of the information given in ISO/TR 4445. It lays out a paradigm describing: a) a framework for the provision of digital infrastructure for cooperative ITS service application; b) a description of the concept of roles and functional models for such services; c) a conceptual architecture between actors involved in the provision/receipt of digital infrastructure services; d) references for the key documents on which the architecture is based; and e) a taxonomy of the organization of generic procedures.

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This document describes the core services and roles and responsibilities models in the "mobility as a service" (MaaS) and "mobility on demand" (MOD) ecosystems. The description is based on a literature review of the references listed in the Bibliography. This document also includes a comparison of the basic services and roles and responsibilities in order to map any similarities that can potentially be used for bridging and merging the two mainstream concepts in integrated mobility, i.e. MaaS and MOD.

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This document defines terms relating to intelligent transport systems (ITS).

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A variety of general-purpose data distribution technologies have emerged within the Information and Communications Technologies (ICT) industry. These technologies generally provide services at the Open System Interconnect (OSI) session, presentation and application layers (i.e. layers 5-7). Within Intelligent Transport Systems (ITS), these layers roughly correspond to the facilities layer of the ITS station (ITS-S) reference architecture, as defined within ISO 21217. This document investigates the applicability of these data distribution technologies within the ITS environment.

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This document defines the rules and processes used to assign and manage identifiers to items of interest within the ITS community.

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This document specifies requirements and recommendations for the planning, design, development and provision of communication services related to passenger transport so that this information can be accessed, understood and used by the widest range of users, including persons with disabilities and older persons.
These requirements and recommendations enable an organization to extend its range of users by identifying diverse characteristics, capabilities, and preferences.
The requirements set out in this standard are applicable to but not limited to passenger transport service providers including air-, bus, rail-, and waterborne passenger transport services.

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This document presents methods to establish technical interoperability between the contactless interfaces of NFC mobile devices and those of public transport readers and customer media. It provides information on how to apply these for public transport fare management systems which are using ISO/IEC 14443 and/or ISO/IEC 18092 and/or EMV® Contactless Interface Specification[1] [9] as a basis for contactless communication. This document deals with the application of standards, specifications and certification schemes from other organizations and standards bodies. These organizations and standards bodies are solely responsible for the content and the maintenance of these standards, specifications and certification schemes. This document focuses on the technical interoperability of the contactless interfaces of NFC mobile devices and public transport devices. The goal is to reliably support communication and the exchange of data. Syntactic and semantic interoperability, i.e. the support for a particular public transport fare management application, is not covered by this document. However, practical experience shows that if technical interoperability is established successfully, the adoption of a specific public transport application can typically be achieved by loading the fare management system’s particular application software onto the NFC mobile device. [1] This trade name is provided for reasons of public interest or public safety. This information is given for the convenience of users of this document and does not constitute an endorsement by ISO.

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This document describes a basic role model of smart city intelligent transport systems (ITS) service applications as a common platform for smart city instantiation, directly communicating via secure ITS interfaces. It provides a paradigm describing: a) a framework for the provision of a cooperative ITS service application; b) a description of the concept of operations, regulatory aspects and options, and the role models; c) a conceptual architecture between actors involved in the provision/receipt of ITS service applications; d) references for the key documents on which the architecture is based; e) a taxonomy of the organization of generic procedures.

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This document specifies a procedure for run-through train operations, identified as smart transportation. This concept provides direct, one-seat ride services in high quality corridors connecting cities and transportation hubs without forcing transfers. Improved operations planning, greater use of interchange or rental use arrangements are described so that these services can be implemented without constructing major infrastructure improvements in existing transportation corridors and right-of-way. This document also describes the application of run-through operation in bus services that are strictly licensed to bus carriers using public roads, ending the inconvenience of forcing passenger transfers between routes or service territories. NOTE Smart transportation by run-through operation is applicable to other transportation modes besides rail and bus services, if applied in services operated in the same mode. Refer to ISO 37154 for applicable transportation modes.

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This document describes various use cases for the sharing of probe vehicle data as a common platform for smart city instantiation. When modernizing a city towards a smart city, it is necessary for information flows across various fields, such as transportation, healthcare, energy, water and other government services, to be effectively managed and shared. Despite efforts from many cities, integrating all databases related to all services has proven to be a cumbersome task. One challenge is the lack of a systematic way that can be modelled for data sharing. The ITS data sharing model for vehicle probe data can serve as the basis for instigating this type of work. To elaborate how vehicle probe data work can be applied to achieve this objective, this document: — gathers use cases and examples of vehicle probe data sharing around the world, and — provides use cases for data sharing that are appropriate for smart city ITS mobility solutions. By examining these use cases and current and planned data sharing practices around the world, this document demonstrates how this mechanism can help implement many smart city applications. This document also shows that by combining the vehicle probe data with roadside sensor data, and other important public and private data sources, the services can be operated more effectively. Data collection methods and data or information provisioning are beyond the scope this document. Specifically, this document does not describe items related to the vehicle probe data collection nor the vehicle probe data provision activities as specified by other existing standards such as ISO 19414.

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This document provides guidance on transportation and its related or additional services using quick response (QR) codes for identification and authentication in data transfer, in order to make their services both convenient and advantageous for customers and service agents while protecting them from cheating and illegal action in data transfer.

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This document gives guidelines for the development of multi-operator/multi-service interoperable public surface (including subways) transport fare management systems (IFMSs) on a national and international level.
This document is applicable to bodies in public transport and related services which agree that their systems need to interoperate.
This document defines a conceptual framework which is independent of organizational and physical implementation. Any reference within this document to organizational or physical implementation is purely informative.
This document defines a reference functional architecture for IFMSs and establishes the requirements that are relevant for ensuring interoperability between several actors in the context of the use of electronic tickets.
The IFMS includes all the functions involved in the fare management process, such as:
—     management of media,
—     management of applications,
—     management of products,
—     security management, and
—     certification, registration, and identification.
This document defines the following main elements:
—     identification of the different sets of functions in relation to the overall IFMS and services and media from non-transport systems which interact with fare management systems;
—     a generic model of an IFMS describing the logical and functional architecture and the interfaces within the system, with other IFMSs and with services and media from non-transport systems;
—     use cases describing the interactions and data flows between the different sets of functions;
—     security requirements.
In its annexes, this document provides a framework for mobility platforms that integrate fare management and travel information for inter- and multimodal travel (see Annex A). It also elaborates on specific subjects covered in document and offers some national examples with regard to IFMS implementations (see Annex B, Annex C, Annex D and Annex E).
This document does not define:
—     the technical aspects of the interface between the medium and the medium access device;
—     the data exchanges between the medium and the medium access device;
NOTE     The data exchanges between the medium and the medium access device are proposed by other standardization committees.
—     the financial aspects of fare management systems (e.g. customer payments, method of payment, settlement, apportionment, reconciliation).

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This document describes how to organize smart transportation to save energy consumed in operation, by modifying speed profiles of trains, buses, trucks and ferries, which is also able to offer passenger-friendly driving of transportation vehicles.

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This document specifies a global transport data management (GTDM) framework composed of
— global transport basic data model,
— global transport access control data model,
— global transport function monitor data model, and
— sensor and control network data model
to support data exchange between applications.
This document defines standardized data classes in a Global Transport Data Format (GTDF), and the
means to manage them.
Application and role-based access control to resources in GTDF are specified in accordance with
IEEE 1609.2 certificates.
This document specifies GTDM as an ITS-S capability which is an optional feature (ITS-capabilities are
specified in ISO 24102-6).
The GT access control (GTAC) data model specifies access permissions to data and function control by
defining role-based mechanisms.
The GT function monitor (GTFM) data model specifies a configuration method to generate a flow logic
for monitoring purposes, e.g. observing data parameters with respect of a defined limit.

  • Technical specification
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This document specifies: — the Localized Message (LM) format: an NPDU of a networking & transport layer protocol that does not support routing of a packet through a network; — the Service Advertisement Message (SAM): an APDU to be transported in an LM, for example; — the Service Response Message (SRM): an APDU acknowledging a SAM that offered a service based on an ITS application class[2] to be transported in an LM, for example; — related basic requirements for procedures. Specifications are partly done by normative references to IEEE 1609.3(TM)-2016. NOTE These message format specifications and basic procedures need to be complemented by complete procedures and SAP specifications according to the context of usage, i.e. an ITS station specified in ISO 21217, or a WAVE device specified in IEEE 1609.0[13] or any other context.

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This document serves as a guideline explaining the concept of hybrid communications and support
functionalities for Cooperative ITS services deployed in conformance with the ITS station architecture
and related Cooperative ITS standards.

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This document provides guidelines on security applicable in Intelligent Transport Systems (ITS) related
to communications and data access.
In particular, this document provides analyses and best practice content for secure ITS connectivity
using ISO/TS 21177.
This document analyses and identifies issues related to application security, access control, device
security and PKI for a secure ITS ecosystem.

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This document
— describes standardization activities related to C-ITS on a global level by major standard development
organizations (SDOs);
— explains the various purposes of deliverables from SDOs and introduces a classification scheme of
such documents;
— describes methods on how C-ITS services are presented and performed;
— identifies an approach for C-ITS releases and exemplifies this approach;
— presents a list of standards (Bibliography) with special relevance for C-ITS.

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This document gives guidelines for the development of multi-operator/multi-service interoperable
public surface (including subways) transport fare management systems (IFMSs) on a national and
international level.
This document is applicable to bodies in public transport and related services which agree that their
systems need to interoperate.
This document defines a conceptual framework which is independent of organizational and physical
implementation. Any reference within this document to organizational or physical implementation is
purely informative.
This document defines a reference functional architecture for IFMSs and establishes the requirements
that are relevant for ensuring interoperability between several actors in the context of the use of
electronic tickets.
The IFMS includes all the functions involved in the fare management process, such as:
— management of media,
— management of applications,
— management of products,
— security management, and
— certification, registration, and identification.
This document defines the following main elements:
— identification of the different sets of functions in relation to the overall IFMS and services and media
from non-transport systems which interact with fare management systems;
— a generic model of an IFMS describing the logical and functional architecture and the interfaces
within the system, with other IFMSs and with services and media from non-transport systems;
— use cases describing the interactions and data flows between the different sets of functions;
— security requirements.
In its annexes, this document provides a framework for mobility platforms that integrate fare
management and travel information for inter- and multimodal travel (see Annex A). It also elaborates
on specific subjects covered in document and offers some national examples with regard to IFMS
implementations (see Annex B, Annex C, Annex D and Annex E).
This document does not define:
— the technical aspects of the interface between the medium and the medium access device;
— the data exchanges between the medium and the medium access device;
NOTE The data exchanges between the medium and the medium access device are proposed by other
standardization committees.
— the financial aspects of fare management systems (e.g. customer payments, method of payment,
settlement, apportionment, reconciliation).

  • Standard
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  • Draft
    85 pages
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This document specifies a global transport data management (GTDM) framework composed of
—     global transport basic data model,
—     global transport access control data model,
—     global transport function monitor data model, and
—     sensor and control network data model
to support data exchange between applications.
This document defines standardized data classes in a Global Transport Data Format (GTDF), and the means to manage them.
Application and role-based access control to resources in GTDF are specified in accordance with IEEE 1609.2 certificates.
This document specifies GTDM as an ITS-S capability which is an optional feature (ITS-capabilities are specified in ISO 24102-6).
The GT access control (GTAC) data model specifies access permissions to data and function control by defining role-based mechanisms.
The GT function monitor (GTFM) data model specifies a configuration method to generate a flow logic for monitoring purposes, e.g. observing data parameters with respect of a defined limit.

  • Technical specification
    124 pages
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This document specifies a global transport data management (GTDM) framework composed of — global transport basic data model, — global transport access control data model, — global transport function monitor data model, and — sensor and control network data model to support data exchange between applications. This document defines standardized data classes in a Global Transport Data Format (GTDF), and the means to manage them. Application and role-based access control to resources in GTDF are specified in accordance with IEEE 1609.2 certificates. This document specifies GTDM as an ITS-S capability which is an optional feature (ITS-capabilities are specified in ISO 24102-6). The GT access control (GTAC) data model specifies access permissions to data and function control by defining role-based mechanisms. The GT function monitor (GTFM) data model specifies a configuration method to generate a flow logic for monitoring purposes, e.g. observing data parameters with respect of a defined limit.

  • Technical specification
    115 pages
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  • Draft
    119 pages
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This document provides guidelines on security applicable in Intelligent Transport Systems (ITS) related to communications and data access.
In particular, this document provides analyses and best practice content for secure ITS connectivity using ISO/TS 21177.
This document analyses and identifies issues related to application security, access control, device security and PKI for a secure ITS ecosystem.

  • Technical report
    135 pages
    English language
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This document serves as a guideline explaining the concept of hybrid communications and support functionalities for Cooperative ITS services deployed in conformance with the ITS station architecture and related Cooperative ITS standards.

  • Technical report
    39 pages
    English language
    sale 10% off
    e-Library read for
    1 day

This document provides guidelines on security applicable in Intelligent Transport Systems (ITS) related to communications and data access. In particular, this document provides analyses and best practice content for secure ITS connectivity using ISO/TS 21177. This document analyses and identifies issues related to application security, access control, device security and PKI for a secure ITS ecosystem.

  • Technical report
    125 pages
    English language
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  • Draft
    125 pages
    English language
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This document serves as a guideline explaining the concept of hybrid communications and support functionalities for Cooperative ITS services deployed in conformance with the ITS station architecture and related Cooperative ITS standards.

  • Technical report
    30 pages
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  • Draft
    28 pages
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