Intelligent transport systems - Urban-ITS - 'Controlled Zone' management for UVARs using C-ITS

This document provides information and specifications enabling management of road traffic in controlled zones applying geofencing. Specifically, this document provides
-   a "Controlled Zone Data Dictionary" (CZDD) for management of controlled zones providing an extendible toolkit that regulators can use e.g. to inform potential CZ users, e.g. vehicles, about
   -   the CZ area, i.e. the geographical boundaries of the CZ;
   -   CZ access conditions including exempts;
   -   time windows indicating when these CZ access conditions are applicable, allowing the potential CZ users to select an appropriate routing, either by pre-trip planning or ad hoc re-routing,
   -   and illustrations and guidelines on how to use this toolkit.
The toolkit is designed in compliance with the general ITS station and communications architecture specified in ISO 21217, and optionally applicable C-ITS protocols and procedures, e.g. ISO 22418:2018 [8] on "Service Announcement", EN ISO 18750 on the "Local Dynamic Map", and EN ISO 17419 [5] on globally unique identifiers.
Enforcement is out of scope of this document.

Intelligente Verkehrssysteme - Urbane ITS - Steuerung in einer "kontrollierten Zone" unter Verwendung von C-ITS

Systèmes de transport intelligents - ITS urbains - Gestion des zones contrôlées à l'aide du système C-ITS

Inteligentni transportni sistemi - Mestni ITS - Upravljanje „nadzorovane cone“ za UVAR z uporabo C-ITS

Ta dokument vsebuje informacije in specifikacije, ki omogočajo upravljanje cestnega prometa v geografsko določenih nadzorovanih conah. Ta dokument podaja:
– »slovar podatkov o upravljanju cestnega prometa v nadzorovanih conah« (CZRTMDD) za upravljanje nadzorovanih con v obliki orodja, s katerim lahko zakonodajalci na primer:
– obvestijo uporabnika nadzorovane cone, npr. vozilo, pred vstopom v nadzorovano cono o:
    – pogojih dostopa (npr. kategorijah vozil, prenosnikih moči itd.) in
    – časovnih oknih, ki označujejo, kdaj veljajo ti pogoji dostopa;
– obvestijo vozilo na vstopnem mestu nadzorovane cone o trenutno veljavnih pogojih dostopa;
– ter primere in smernice za uporabo tega orodja.
Nabor orodij je zasnovan v skladu s splošno postajo ITS in komunikacijsko arhitekturo, določeno v standardu ISO 21217], ter po izbiri z veljavnimi protokoli in postopki C-ITS, npr. ISO 22418:2018, CEN/EN 18750:2018 in EN 17419.

General Information

Status
Published
Publication Date
15-Oct-2019
Current Stage
6060 - Definitive text made available (DAV) - Publishing
Due Date
16-Oct-2019
Completion Date
16-Oct-2019

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SLOVENSKI STANDARD
SIST-TS CEN/TS 17380:2019
01-december-2019

Inteligentni transportni sistemi - Mestni ITS - Upravljanje „nadzorovane cone“ za

UVAR z uporabo C-ITS

Intelligent transport systems - Urban-ITS - 'Controlled Zone' management for UVARs

using C-ITS
Intelligente Verkehrssysteme - Urbane ITS - Urbane ITS - Steuerung in einer
"kontrollierten Zone" unter Verwendung von C-ITS

Systèmes de transport intelligents - ITS urbain - Gestion des zones contrôlées à l'aide du

système C-ITS
Ta slovenski standard je istoveten z: CEN/TS 17380:2019
ICS:
03.220.20 Cestni transport Road transport
35.240.60 Uporabniške rešitve IT v IT applications in transport
prometu
SIST-TS CEN/TS 17380:2019 en,fr,de

2003-01.Slovenski inštitut za standardizacijo. Razmnoževanje celote ali delov tega standarda ni dovoljeno.

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SIST-TS CEN/TS 17380:2019
CEN/TS 17380
TECHNICAL SPECIFICATION
SPÉCIFICATION TECHNIQUE
October 2019
TECHNISCHE SPEZIFIKATION
ICS 03.220.20; 35.240.60
English Version
Intelligent transport systems - Urban-ITS - 'Controlled
Zone' management for UVARs using C-ITS

Systèmes de transport intelligents - ITS urbains - Intelligente Verkehrssysteme - Urbane ITS - Urbane

Gestion des zones contrôlées à l'aide du système C-ITS ITS - Steuerung in einer "kontrollierten Zone" unter

Verwendung von C-ITS

This Technical Specification (CEN/TS) was approved by CEN on 26 August 2019 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 requested 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 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, Denmark, Estonia,

Finland, France, Germany, Greece, Hungary, Iceland, Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway,

Poland, Portugal, Republic of North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and

United Kingdom.
EUROPEAN COMMITTEE FOR STANDARDIZATION
COMITÉ EUROPÉEN DE NORMALISATION
EUROPÄISCHES KOMITEE FÜR NORMUNG
CEN-CENELEC Management Centre: Rue de la Science 23, B-1040 Brussels

© 2019 CEN All rights of exploitation in any form and by any means reserved Ref. No. CEN/TS 17380:2019 E

worldwide for CEN national Members.
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Contents Page

European foreword ....................................................................................................................................................... 3

Introduction .................................................................................................................................................................... 4

1 Scope .................................................................................................................................................................... 5

2 Normative references .................................................................................................................................... 5

3 Terms and definitions ................................................................................................................................... 5

4 Symbols and abbreviations ......................................................................................................................... 6

5 'Controlled Zone' management .................................................................................................................. 6

6 Use cases .......................................................................................................................................................... 13

7 Elements of the CZRTM data dictionary ............................................................................................... 15

8 Messages and related security ................................................................................................................ 18

Annex A (normative) ASN.1 module of the CZ data dictionary ................................................................. 19

Annex B (normative) Service announcement for the ITS application “CZ Management” ............... 24

Annex C (normative) LDM data objects for CZ management ..................................................................... 25

Bibliography ................................................................................................................................................................. 26

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European foreword

This document (CEN/TS 17380:2019) has been prepared by Technical Committee CEN/TC 278

“Intelligent transport systems”, the secretariat of which is held by NEN.

Attention is drawn to the possibility that some of the elements of this document may be the subject of

patent rights. CEN shall not be held responsible for identifying any or all such patent rights.

This document has been prepared under a mandate given to CEN by the European Commission and the

European Free Trade Association.

According to the CEN/CENELEC Internal Regulations, the national standards organisations of the

following countries are bound to announce this Technical Specification: Austria, Belgium, Bulgaria,

Croatia, Cyprus, Czech Republic, Denmark, Estonia, Finland, France, Germany, Greece, Hungary, Iceland,

Ireland, Italy, Latvia, Lithuania, Luxembourg, Malta, Netherlands, Norway, Poland, Portugal, Republic of

North Macedonia, Romania, Serbia, Slovakia, Slovenia, Spain, Sweden, Switzerland, Turkey and the United

Kingdom.
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Introduction

This document is part of a set of standards related to Urban ITS (U-ITS). An overview on U-ITS

[3]

requirements is provided in CEN/TR 17143 , which was developed under the European Commission's

[1]

mandate M/456 . Technologies already developed for Cooperative ITS (C-ITS) under the European

[2]
Commission's mandate M/453 are applicable for U-ITS.

Management of traffic in a “Controlled Zone” (CZ) is relevant for at least the following reasons:

— Movement of vehicles in cities producing traffic congestion and overcrowding on public transport at

peak periods are issues that a jurisdiction may wish to control in order to allow cities to better

manage the flow of traffic.

— As cities and urban complexes expand, and there is a significant trend from rural areas to cities

around the world, pollution and congestion in these urban areas becomes an ever more significant

problem. Traffic, i.e. vehicle movements within the urban complex, is not the only polluter but is

considered to be a source of pollution; other causes are e.g. air conditioning, central heating systems,

coal and wood burning heating, factories.

A CZ, also referred to as an “Urban Vehicle Access Restriction” (UVAR) zone, is the enactment of a traffic

restriction to adhere to a permanent or temporary regulation applicable in a defined area.

It is recognized that different jurisdictions will design and introduce their own CZ paradigms of different

method and construct. However, independent of the goal to be achieved or the political objective, the

basic technical requirements to manage road traffic in a CZ is similar, and the basic methodologies are

the same.

The methodology specified in this document is referred to as geofencing, i.e. the creation of a virtual

geographic boundary, which, in a strict sense, is part of “Access Control and Enforcement Systems”

(ACES).
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1 Scope

This document provides information and specifications enabling management of road traffic in controlled

zones applying geofencing. Specifically, this document provides

— a “Controlled Zone Data Dictionary” (CZDD) for management of controlled zones providing an

extendible toolkit that regulators can use e.g. to inform potential CZ users, e.g. vehicles, about

— the CZ area, i.e. the geographical boundaries of the CZ;
— CZ access conditions including exempts;

— time windows indicating when these CZ access conditions are applicable, allowing the potential

CZ users to select an appropriate routing, either by pre-trip planning or ad hoc re-routing,

— and illustrations and guidelines on how to use this toolkit.

The toolkit is designed in compliance with the general ITS station and communications architecture

[8]

specified in ISO 21217, and optionally applicable C-ITS protocols and procedures, e.g. ISO 22418:2018

[5]

on “Service Announcement”, EN ISO 18750 on the “Local Dynamic Map”, and EN ISO 17419 on globally

unique identifiers.
Enforcement is out of scope of this document.
2 Normative references

The following documents are referred to in the text in such a way that some or all of their content

constitutes requirements of this document. For dated references, only the edition cited applies. For

undated references, the latest edition of the referenced document (including any amendments) applies.

EN ISO 18750:2018, Intelligent transport systems — Co-operative ITS — Local dynamic map

ISO 21217:2014, Intelligent transport systems — Communications access for land mobiles (CALM) —

Architecture

CEN ISO/TS 21177 , Intelligent transport systems — ITS station security services for secure session

establishment and authentication between trusted devices
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.

ISO and IEC maintain terminological databases for use in standardization at the following addresses:

• IEC Electropedia: available at http://www.electropedia.org/
• ISO Online browsing platform: available at https://www.iso.org/obp
3.1
controlled zone
area for which access conditions are applicable
Under preparation. Stage at the time of publication: FprCEN ISO/TS 21177
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3.2
CZ area
geographical location of a CZ in terms of precisely defined boundaries

Note 1 to entry: In the context of this document, a CZ area not necessarily is a two-dimensional area, but may be

a location identified with any kind of location referencing method (linear, two-dimensional, three-dimensional).

3.3
CZ user

physical entity, typically a vehicle, that intends operating in a CZ or is already operated in a CZ

3.4
geofencing

creation of a virtual geographic boundary by applying information and communication technologies such

as specified for ITS
3.5
in-vehicle system

ITS-station unit or a navigation device or mobile phone application used in a vehicle being capable to

handle the control zone system transactions
4 Symbols and abbreviations
C-ITS cooperative ITS
CZ controlled zone
ITS intelligent transport systems
ITS-SU ITS station unit
IVI in-vehicle information
IVS in-vehicle system
NOTE Examples are ITS station units or navigation devices
U-ITS urban its
UVAR urban vehicle access restriction
5 'Controlled Zone' management
5.1 General

Central management of traffic flows in a “Controlled Zone” (CZ) is complex, and to date has proven

difficult, and may technically involve downloading data to an “In-Vehicle System” (IVS), e.g. an ITS station

unit (ITS-SU) specified in ISO 21217 or a navigation device, or may be undertaken by control of traffic

signals (for example in a ferry: boarding and customs-controlled zone), or by a combination of both.

Controlling access to urban zones, i.e. applying respective access restrictions, is also referred to as “Urban

Vehicle Access Restriction” (UVAR).

At the time of writing this document, the European Commission is developing a Delegated Regulation

that, for reasons of safety of life issues, will enable or enforce new vehicles to be equipped with ITS-SUs,

from which point ACES geofencing becomes a practical and cost-effective option.
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5.2 CZ manager

In order to identify a CZ and to achieve control of it, an authority, i.e. an entity or body or person, has to

manage the CZ. Within this document that role is called the “Controlled Zone Manager”. In administrative

terms there are many ways this can be instantiated, and that is a matter of local policy, and not

determined in this document.

Every CZ created by a CZ manager shall be globally uniquely identified by a CZ identifier. The CZ identifier

is designed as a universal object identifier (OID).

NOTE Organisations acting as a CZ manager need an OID assigned to them. Subsequent branches, e.g. used for

CZ purposes, are managed by the organization itself. That enables globally unique CZ identifiers without the need

for creating a respective registration authority.

The CZ manager is in charge of disseminating information on existence of its CZs and the related CZ access

conditions such that potential road users are informed in due time about restrictions to access CZ areas.

5.3 Controlled zone

A CZ is defined as a physical location which has restricted access defined by CZ access conditions, see 5.4,

and optional CZ exemptions, see 5.5, including information on timely validity. The location of a CZ, i.e. the

CZ area, may be defined quite differently, e.g. being:
— a linear location, e.g. a street identified by the street name;
— a contiguous two-dimensional area, optionally with “holes”;
— a contiguous three-dimensional space, optionally with “holes”;

— a set of non-overlapping contiguous locations / areas / spaces with or without “holes”;

— one or several identified streets or segments thereof;
— a complete city;
— any other reasonable definition.

However, once the definition of a CZ area changes, the previously valid CZ identifier shall become invalid,

and a new CZ identifier shall be assigned.
The boundary of a CZ shall be designed such that it is outside of the CZ area.

NOTE 1 The examples used in this document are provided as examples of how CZs can be applied and do not

represent accurate representations of current regulations in place at the time of the development of this document.

EXAMPLE The centre of the city of Ulm in Germany is surrounded by streets and segments of streets, see

Figure 1. The boundary of the CZ “centre of the city of Ulm” is given by (1) Bahnhofsplatz, (2) segment of Olgastrasse

between Bahnhofsplatz and Salzstadelgasse, (3) segment of Salzstadelgasse between Olgastrasse and car park

“Salzstadel”, (4) segment of Olgastrasse between Salzstadelgasse and Frauenstrasse, (5) segment of Frauenstrasse

between Olgastrasse and Neue Strasse, (6) segment of Neue Strasse between Frauenstrasse and Friedrich-Ebert-

Strasse, (7) segment of Friedrich-Ebert-Strasse between Neue Strasse and Bahnhofsplatz. CZ users, disregard of the

given CZ access conditions, are allowed to use these streets that define the CZ boundary. This allows also accessing

the car parks located at the boundary of this CZ, e.g. from “Olgastraße” following “Salzstadelgasse” up to “Museum

der Brotkultur”, below which the car park “Salzstadel” is located.
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Figure 1 — Example of CZ “centre of the city of Ulm”
CZs may be
— located adjacent to each other,

— overlapping with other CZs for other control purposes; thus, multiple CZs can exist in the same

physical geographical location.

There may be exemptions applicable for explicitly identified CZ users or CZ user groups, i.e. for preferred

CZ users; see 5.5.
Figure 2 provides an example of three different and overlapping CZs in a city.
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Figure 2 — Co-located control zones
Figure 2 shows a geographical area with three CZs:

— The first, and largest, in this example, is a “diesel engine control zone”, where there is a ban on the

use of diesels prior to Euro Class 5, and time-of-day limitations on the use of any diesel.

— The second CZ is a “vehicle size-controlled zone” that covers an area both inside and outside of the

“diesel engine control zone” (but not all of the “diesel engine control zone”) and prohibits both tall

and heavy or wide vehicle traffic because of narrow roads and low bridges.

— The third CZ is a “zero tailpipe emission zone” in the historic city centre and its main shopping street.

It is located entirely within the two other CZs and controls on the single parameter of zero tailpipe

emissions.

In this example, Folly Ln and Verulamium Park would be associated with three CZ identifiers so that the

route enquiry would work through the three CZ requirements, whilst most of Camp road and part of

Victoria street would be associated with two CZ identifiers, and Redbourn Road and most of Prospect

Road would be associated only with one CZ identifier as would Harpenden road and most of Sandpit lane.

Note that, in this example, the “diesel engine control zone” covers multiple factors in respect of diesel

vehicles. The “vehicle size-controlled zone” covers height, weight, and width restriction in a common zone

that is in part within the “diesel engine control zone” and part outside the “diesel engine control zone”.

(overlapping CZs).

The CZ user thus has to evaluate up to three sets of CZ access conditions, see 5.3, of up to three CZs. The

result will be the granted access conditions.

This document does not impose any design requirements on CZ managers. Thus, CZ managers have the

free choice on how to define CZs and the related CZ access conditions, e.g. whether they define a new CZ

per CZ access condition, or whether they define several CZ access conditions per CZ, if applicable. With

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reference to the example in Figure 2, instead of defining three overlapping CZs, the CZ manager could also

specify four CZs:
1) Diesel engine CZ access condition (black-only);
2) Height and weight CZ access condition (blue-only);

3) Diesel engine and height and weight CZ access conditions (only black and blue);

4) Diesel engine and height and weight and zero emissions CZ access conditions (black, blue and red).

NOTE 2 It is assumed that calculating the presence in a CZ is more time-consuming than evaluating several CZ

access conditions.
5.4 CZ access conditions

Identification of CZ access conditions is, at its uppermost simple core a binary option of “allowed” or

“prohibited”. However, a more complex approach is favourable, indicating one or several reasons why

access to a CZ is restricted. This approach enables conditional access to a CZ, dependent on the CZ access

conditions and the properties of a CZ user. CZ access conditions include:
— “allowed”:

This indicates that there are currently no access conditions applicable for the given CZ.

— “prohibited”:

This indicates that currently the access to the CZ is prohibited in general without mentioning a

specific reason.
— “prohibited for CZ users (vehicles) with given properties”:

This shall be used to indicate one or several conditions under which operation in a CZ is prohibited.

Only if all presented conditions result in a final “access is allowed”, or appropriate exemptions are

given, the CZ user may operate inside the CZ.
— “unknown”:

This is not an operational CZ access condition to be presented by the CZ manager to CZ users. It

complements the operational ones and can be useful in software for different purposes.

EXAMPLE 1 The CZ access condition “prohibited for CZ users (vehicles) with given properties” can contain a

restriction related to emissions of a vehicle and a restriction for vehicles with a total weight exceeding a defined

limit. Operation in the CZ thus is only allowed if neither the emissions of the CZ user are above the given limit, nor

the total weight of the CZ user exceeds the given limit.

EXAMPLE 2 Powertrain management is a special case of air quality management. In the case of hybrid vehicles,

the CZ manager or the CZ regulation can set up a CZ access condition that hybrid vehicles can enter and operate

within the CZ, but only in a tail-pipe emission free mode (i.e. electric).
EXAMPLE 3 A CZ may be generally closed due to an event.

Further access conditions may be defined at a later stage as amendment to this document or in a revision

of this document.

Although in case CZ access conditions indicate access restrictions for a specific CZ user or CZ user group,

access to the CZ may be granted on the basis of explicit CZ exemptions, see 5.5. Every CZ access condition

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presented by a CZ manager thus also shall contain information on whether CZ exemptions are applicable

for a specific CZ access condition.

EXAMPLE 4 A CZ defined for a public festivity may be closed for all kinds of CZ users with the exemption of

public transport, suppliers' registered vehicles, ambulance, fire brigade and police.

CZ access conditions shall be made available to potential CZ users, e.g. vehicles or their operators, by CZ

managers allowing the CZ users to have a respective routing decision, see 5.6. This involves

communications, e.g. either for pre-trip planning using the Internet, or for real-time routing using

wireless communications between central stations or roadside furniture and mobile stations such as ITS-

SUs or navigation devices, or observations of message signs by vehicle operators.

A change of CZ access conditions shall not invalidate the respective CZ identifier. However, the time of an

update of access conditions shall be reported, see 7.2, such that a receiver of this information can

distinguish between a previous reception of information on this CZ and a subsequent update of this

information.

A certain complexity can lie in the evaluation of CZ access conditions presented by CZ managers to the

potential CZ users and the decision process that determines the finally applicable granted access

conditions (“allowed” / “prohibited”) for a specific geographic location, which might also include real-

time measurements of parameters of a vehicle, e.g. parameters related to the emissions of a vehicle's

engine. This process may require evaluation of several sets of CZ access conditions received from one or

several CZ managers for different CZs.

NOTE How such an evaluation and decision process is to be implemented is out of scope of this document.

5.5 CZ exemptions

The term “exemption” is used in this document for two slightly different circumstances, both resulting in

the fact that a CZ user may operate in a CZ although basically applicable access restrictions are defined

by means of the CZ access conditions:

a) the properties of a CZ user do not violate the CZ access conditions, i.e. no access restrictions apply,

which is an “implicit exemption”;

b) the properties of a CZ user indicate a conflict with the CZ access conditions, however an exempt is

granted by the CZ manager for a given CZ access condition, which is an “explicit exemption”; such CZ

users are referred to as 'preferred CZ users'.

Explicit exemptions may be applicable for any CZ user, or may be granted to individual CZ users or CZ

user groups. Possible explicit exemptions are e.g.:
— “allowed to leave the CZ”;
— “allowance is subject to a fee”;

— “allowed for a maximum time being in the CZ starting from the time when entering the CZ”;

Possible explicit exemptions applicable for specific CZ user groups are:
— “allowed for vehicles of special type or with special characteristics”, e.g.
— police;
— ambulance;
— fire brigade;
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— military;
— vehicles with even licence plate number;
Possible explicit exemptions applicable for specific CZ users are:
— “allowed for users (vehicles) with a registered exemption”, e.g.
— resident of a CZ;
— disabled driver.

Explicit exemptions may be stored in an IVS in a secure way, or just certified by means of a written

document.

Preferred CZ users shall be allowed on any route within the CZ regardless of any CZ access condition

other than those limiting the physical capabilities of a route, e.g. weight, height, width or exceptional

conditions that are not specified in this document.

An online database containing registered exemptions allows for different types of enforcement. A CZ user

should be prepared to prove that its operation in the CZ is allowed.

Some of these explicit exemptions, in order to be enforceable by an enforcement system authorized by

the CZ manager, can require e.g.
— proof of initial conditions of the CZ user, e.g. its start location;
— contracts, e.g. for payment of fees;
— CZ user (vehicle) registration;
— proof of start time of trip and time of leaving the CZ.

However, enforcement options are out of scope of this document and may be provided in other standards

deliverables. However, in any event enforcement options are the subject. of requirements of regulations.

5.6 Resultant behaviour

The action to be taken upon awareness of a specific CZ and its related CZ access conditions and

exemptions is that a CZ user:
— may continue with its originally intended routing, or

— shall re-plan and change its routing in order not to violate regulatory access restrictions.

Basic routing paradigms are identified in 5.7. However, how re-routing is achieved is beyond the scope

of this document.
5.7 Routing paradigms

There are three principal paradigms of vehicle routing to follow predetermined or dynamically advised

regulatory information on CZs:

a) (MANUAL): manual routing by the CZ user, e.g. the driver of a vehicle, using devices that are not

connected to the vehicle, such as smart phones;

b) (AUTOMATIC): routing based on final decisions performed by an “In-Vehicle System” (IVS), i.e. an

electronic device installed in the vehicle;
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c) (CZM): routing performed by the operator of a vehicle as requested by the CZ manager, i.e. accepting

the routing requirement presented by the CZ manager.

NOTE 1 The term “vehicle routing” basically includes all types of vehicles that may be operated on roads.

For all three paradigms, the basic information on routing is provided by the CZ manager.

Paradigm a) (MANUAL) allows a human to come to the final routing decision, which easily enables

violation of access restrictions.

Paradigm b) (AUTOMATIC) uses the IVS to come to a final routing decision. Respective routing software

shall correctly implement CZ access conditions such that no violation of access restrictions occurs, and

may follow a routing proposal optionally presented by the CZ manager.

In Paradigm c) (CZM), which is a variant of paradigms a) and b), the operator of the vehicle accepts an

optional specific routing proposal provided by the CZ manager.

NOTE 2 “Operator of a vehicle” can be a human or an electronic device in an automated or autonomous vehicle.

For all three routing paradigms, the routing decision may depend on measurements. Measurements can

be applicable e.g. to CZs for air quality management.
5.8 Controlled zone road traffic management data dictionary

This document provides a “Controlled Zone Data Dictionary” (CZDD) as a general toolkit of standardized

data sequences that can be selected, complemented, and used by a jurisdiction to enable that jurisdiction

to develop and implement its control objectives (rather than to provide a single use-case dependent

solution). Complementary and associated standards deliverables may extend this general toolkit to

provide specific data sequences for particular aspects of CZ management.

One or several data sequences may be combined in a message. Respective messages being exchanged

between communication devices are part of the general urban traffic management message set specified

[4]
in CEN/TS 17241 .

The ASN.1 specification of the CZDD is provided in Annex A. Additional explanations and specifications

are provided in Clause 7.
6 Use cases
6.1 General

Clause 6 illustrates in a non-comprehensive way several use cases of road traffic management for CZs.

For some use cases, appropriate data and messages are specified in this document.

6.2 Pre-trip planning

Many ways of pre-trip planning exist, and thus different approaches for communicating CZ access

conditions from CZ managers to CZ users can apply such as:

a) human investigations, using e.g. street maps printed on paper and Internet access to a server

providing CZ access conditions;
b) routing software, such as Internet map services for routing, that get CZ
...

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