ISO/TR 24317:2023

Intelligent transport systems - Mobility integration - Mobility integration needs for vulnerable users and light modes of transport

This document provides a review of mobility integration standardization efforts supporting all travellers using active and light transport modes and identifies gaps where additional standardization is potentially required. The gap analysis is focused on cooperative intelligent transportation systems (C-ITS) for all users, including people with disabilities, as they plan, manage and carry out their “complete trip”, including all connections and transfers, from end-to-end. The term “light mode conveyances" covers C-ITS for light power and active modes such as micromobililty vehicles (e.g. e-scooters), power or power-assisted vehicles (e.g. e-bikes, power wheelchairs), and full powered vehicles (e.g. motorcycles, mopeds). This document identifies areas where standardization is potentially required to resolve problems and challenges, or to create opportunities, particularly with respect to enhancing safety and the provision of end-to-end multimodal journeys and support.

Systèmes de transport intelligents — Intégration de la mobilité — Besoins d'intégration de la mobilité pour les usagers vulnérables et les modes de transport légers

General Information

• Status: Published
• Publication Date: 06-Nov-2023
• ICS: 03.220.01 - Transport in general
• ICS: 35.240.60 - IT applications in transport
• Technical Committee: ISO/TC 204 - Intelligent transport systems
• Drafting Committee: ISO/TC 204/WG 19 - Mobility integration
• Current Stage: 6060 - International Standard published
• Start Date: 07-Nov-2023
• Completion Date: 07-Nov-2023

Overview

ISO/TR 24317:2023 - Intelligent transport systems - Mobility integration - Mobility integration needs for vulnerable users and light modes of transport - is a technical report from ISO/TC 204 that reviews existing standardization efforts and identifies gaps in support of travellers using active and light transport modes. The report focuses on cooperative intelligent transportation systems (C-ITS) and how they can support the “complete trip” (end-to-end multimodal journeys) for all users, including vulnerable road users (VRUs) and people with disabilities. Light mode conveyances covered include micromobility vehicles (e‑scooters), e‑bikes, power wheelchairs, motorcycles and mopeds.

Key technical topics and requirements

ISO/TR 24317 does not prescribe new mandatory specifications but summarizes technical areas and identifies where standardization is needed. Major topics include:

• VRU taxonomy and definitions - classifications for pedestrians, cyclists, micromobility users, powered two‑wheel vehicles (P2WVs) and related device profiles.
• C‑ITS processes for VRUs - detection, identification, right‑of‑way (RoW) compliance, expected manoeuvre prediction, and communication/notification flows.
• ITS-S architectures and role models - ITS station models (ITS‑S, V‑ITS‑S, P‑ITS‑S) and how VRU devices and nomadic devices fit into C‑ITS architectures.
• Communications and messaging - V2V, V2I, V2P and P2P interaction needs, including nomadic device integration and micromobility communication networks.
• Service packages and use cases - VRU-focused and infrastructure/vehicle‑focused use cases relevant to multimodal journey planning, safety alerts, and accessibility services.
• Gap analysis - areas where standards are lacking, especially to enhance safety, accessibility and end‑to‑end multimodal support for vulnerable users.

Practical applications

ISO/TR 24317 is intended to guide development, deployment and prioritization of standards and solutions that:

• Improve safety by enabling C‑ITS to detect and communicate with micromobility and vulnerable users.
• Support MaaS and multimodal trip planners that include active modes and assistive devices.
• Inform the design of ITS‑enabled infrastructure, notification/haptic interfaces, and nomadic apps used by VRUs.
• Help micromobility operators, municipalities and transport planners integrate shared devices into ITS ecosystems.

Who should use this report

• Transport authorities and city planners
• ITS and C‑ITS system architects and vendors
• Micromobility operators and vehicle OEMs
• Accessibility and inclusive mobility specialists
• Standards developers and researchers

Related standards

ISO/TR 24317 positions itself alongside other ITS and C‑ITS work produced under ISO/TC 204, serving as a roadmap for future standardization to better include VRUs and light modes across V2X ecosystems.

Keywords: ISO/TR 24317:2023, intelligent transport systems, mobility integration, vulnerable road users, micromobility, C‑ITS, VRU, MaaS, end‑to‑end multimodal.

Standards Content (Sample)

TECHNICAL ISO/TR
REPORT 24317
First edition
2023-11
Intelligent transport systems —
Mobility integration — Mobility
integration needs for vulnerable users
and light modes of transport
Systèmes de transport intelligents — Intégration de la mobilité —
Besoins d'intégration de la mobilité pour les usagers vulnérables et les
modes de transport légers
Reference number
© ISO 2023
All rights reserved. Unless otherwise specified, or required in the context of its implementation, no part of this publication may
be reproduced or utilized otherwise in any form or by any means, electronic or mechanical, including photocopying, or posting on
the internet or an intranet, without prior written permission. Permission can be requested from either ISO at the address below
or ISO’s member body in the country of the requester.
ISO copyright office
CP 401 • Ch. de Blandonnet 8
CH-1214 Vernier, Geneva
Phone: [phone]
Email: [e-mail]
Website: www.iso.org
Published in Switzerland
ii
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Terms, definitions and abbreviated terms . 1
3.1 Terms and definitions . 1
3.2 Abbreviated terms . 1
4 Vulnerable road users (VRUs) . 3
4.1 VRUs in standardization . 3
4.2 VRUs in the context of C-ITS . 3
4.2.1 Overview . 3
4.2.2 C-ITS safety processes . 3
4.2.3 C-ITS view of VRU . 4
4.3 Definitions and taxonomy . 5
4.3.1 Overview . 5
4.3.2 Definition of VRU. 5
4.3.3 Classification for VRV/Devices . 7
4.3.4 Profiles related to VRU classifications. 9
4.4 Architecture . 10
4.4.1 General . 10
4.4.2 C-ITS role-based architecture . 10
4.4.3 ITS-S VRU architecture model . 11
4.4.4 Communications architectures and VRUs .13
4.5 Service packages and use cases .15
4.5.1 Relevant service packages . 15
4.5.2 Relevant use cases . 16
5 VRU needs and gaps .20
5.1 Overview . 20
5.2 Use cases . 21
5.2.1 General . 21
5.2.2 VRU-focused use cases . 21
5.2.3 Infrastructure and vehicle-focused use cases .22
6 Next steps . .22
Bibliography .23
iii
Foreword
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This document was prepared by Technical Committee ISO/TC 204, Intelligent transport systems.
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iv
Introduction
In previous years, the development of intelligent transport system (ITS) standards has been focused
on road vehicles and supporting traffic and transport systems. Although provisions in respect of
accessibility and accommodation of all travellers, including people with disabilities and older adults,
have been taken into consideration, related requirements for ITS have not been accommodated,
primarily because of the lack of possibilities for communicating electronically with these travellers.
The more recent focus on Mobility as a Service (MaaS), cooperative, connected and automated mobility
(CCAM), and multimodal end-to-end journey planning and management, incorporate travel means such
as active modes (e.g. bicycles) and micromobility vehicles (MMV) such as powered bicycles, powered
scooters, Segways, powered boards, etc. Often, they also involve device sharing. End-to-end multimodal
journeys often also include part of the journey on foot.
ITS service provision has, to date, tended to agglomerate standards for “road users”, “drivers” and
“vehicles” and is largely focused on car drivers and the systems that control or assist them. Some
attention has also been focused on public service and commercial vehicles. But another group of light
vehicle mode users are powered two-wheeled vehicle (P2WV) riders. With a few exceptions, there has
been little appreciation of the different characteristics and behaviour of motorcycles, mopeds, trikes
and quads and the requirements that they have that differ from those for other categories.
These categories of conveyances and travellers, at the least, have needs to be communicated in terms
of ITS service provision. Conversely, many ITS services often need to communicate with, or be aware
of the presence of, these actors. Yet, in previous years, there have generally not been any means for
communicating with them individually.
However, during the last few years, smartphones and other nomadic devices have not only become
available, but are already indispensable for multimodal journeys and assist in ITS service provision.
Smartphone technology is also often used in devices assisting. The advent of low-cost communications
and cooperative technologies can also assist in the provision of services.
v
TECHNICAL REPORT ISO/TR 24317:2023(E)
Intelligent transport systems — Mobility integration —
Mobility integration needs for vulnerable users and light
modes of transport
1 Scope
This document provides a review of mobility integration standardization efforts supporting all
travellers using active and light transport modes and identifies gaps where additional standardization
is potentially required. The gap analysis is focused on cooperative intelligent transportation systems
(C-ITS) for all users, including people with disabilities, as they plan, manage and carry out their
“complete trip”, including all connections and transfers, from end-to-end.
The term “light mode conveyances" covers C-ITS for light power and active modes such as micromobililty
vehicles (e.g. e-scooters), power or power-assisted vehicles (e.g. e-bikes, power wheelchairs), and full
powered vehicles (e.g. motorcycles, mopeds).
This document identifies areas where standardization is potentially required to resolve problems and
challenges, or to create opportunities, particularly with respect to enhancing safety and the provision
of end-to-end multimodal journeys and support.
2 Normative references
There are no normative references in this document.
3 Terms, definitions and abbreviated terms
3.1 Terms and definitions
No terms and definitions are listed in this document.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/
3.2 Abbreviated terms
AI artificial intelligence
BSM basic safety message
CCAM cooperative, connected and automated mobility
CV connected vehicles
DSRC dedicated short-range communication
HMI human machine interface
HSM hardware security module
IMN in mobility network
ITS intelligent transport system
ITS-S intelligent transport system station
MaaS mobility as a service
MIB management information base
ML machine learning
MM micromobility
MMCS micromobility cloud server
MMCN micromobility communication network
MMG micromobility gateway
MMV micromobility vehicle
MU mobile unit
ND nomadic device
PCN public communication network
P2P pedestrian to pedestrian
P2WV powered two-wheel vehicle
P-ITS-S personal intelligent transport system station
RoW right of way
SMIB security management information base
UTMS universal traffic management systems
V2V vehicle to vehicle
V2I vehicle to infrastructure
V2P vehicle to pedestrian
V2x vehicle to everything
VAM vulnerable road vehicle awareness message
V-ITS-S vehicle intelligent transport system station
VRU vulnerable road user
VRV vulnerable road vehicle
4 Vulnerable road users (VRUs)
4.1 VRUs in standardization
This clause describes the current provisions and differences among regions and standardization
organizations when defining VRUs, the eco-system in which VRUs exist, the devices used for detection,
control and communication, information exchanged with other actors, and the haptic sensory
approaches used for notification.
4.2 VRUs in the context of C-ITS
4.2.1 Overview
C-ITS and connected vehicle (CV) programmes typically characterize communications between
vehicles (V2V), between vehicles and infrastructure (V2I) and between vehicles and pedestrians (V2P).
“Pedestrians” in this context typically refers to VRUs including people walking, passengers embarking
and disembarking buses and trains, animals, people in work zones, people riding bicycles and people
riding low-powered mobility devices such as e-scooters, powered wheelchairs and power assisted
bikes.
4.2.2 C-ITS safety processes
Standards for VRUs are derived from the needs associated with their travel safety requirements. Typical
C-ITS activities follow a process flow as shown in Figure 1. The flow begins when a vehicle, pedestrian
or infrastructure detects the presence of a threat (1. Detection). Once detected, the system identifies
the type of threat (2. Identification). In some cases, the path taken by the “threat” can be assumed by
way of path restrictions (3. Compliance with right of way). Examples of right of way restrictions include
a railroad grade crossing with gates drawn, a bicycle blocking a walkway, or pedestrians crossing
against a traffic signal. For any actor to take evasive action or be notified of the threat, the threat’s
expected manoeuvre needs to be determined (4. Expected manoeuvre). Finally, the appropriate action
can be taken to inform or alert the actor of the threat (5. Communicate). These processes apply to V2V,
V2I and V2P processes, albeit via different ITS-S devices and applications.
Figure 1 — General processes related to VRU detection and communications in the context of
V2x, V2P and P2P
1) Detection — This process requires technologies to identify objects that are nearby. There are
many such detection methods currently in use, including passive sensors that detect the presence
of VRUs (e.g. lidar, wireless, and acoustic) or active communications between ITS-S devices (V2x or
more appropriately VRU-2-x).
2) Identification — This process requires understanding the characteristics of the “threats”. In this
case, the process focuses on identifying the type of VRU. To aid in subsequent processes, such as
determining compliance with rules and expected behaviours, the VRU characteristics are required
to assess compliance and predict behaviour. These parameters include understanding maximum
speed, dimensions, behavioural profile, restrictions and more. A VRU type and model will provide
the appropriate information to feed these subsequent processes. See 5.1 for existing definitions
and taxonomies that detail classification models for VRUs.
3) Compliance with right of way (RoW) — This process involves determining compliance with RoW
restrictions. In some cases, this rule is targeted to the VRU, for example, no walk signals for people
with a visual impairment. Compliance with RoW requires vehicles and VRUs to follow transport
rules. For example, the infrastructure can detect a cyclist travelling on a restricted highway, an
e-scooter parked in a pedestrian path impacting a person with visual disability, or a vehicle making
a right turn onto a restricted road.
4) Expected manoeuvres — This process describes algorithms and models of VRU behaviour.
These models provide scenarios which demonstrate, for example, the different expectations of
intersection crossing by an adult walking with a young child versus a runner. Specific standards
in this area are too new to determine. Research in “near miss collisions” particularly between
VRUs (e.g. bikes/e-scooters and pedestrians) as well as predicting VRU behaviour (in groups as
well as by individuals) using predictive analytics, machine learning and other artificial intelligence
techniques will help identify information needed to support the emerging tools.
5) Communicate — This process describes the processes for alerting the ITS-S application associated
with the appropriate threatened actor. For the VRU for example, this alert can be received and
delivered by infrastructure (flashing sign), VRU vehicle (bicycle, scooter, motorcycle), or by a
personal nomadic device.
Research, technologies and use case descriptions generally fall into these five categories. ETSI use cases
describe additional complexities that augment understanding (see References [1], [2] and [3]).
4.2.3 C-ITS view of VRU
Many standards related to VRUs deal with vehicles or infrastructure sensing and avoiding the VRU.
However, with new research and reduced costs of awareness sensors, an increasing number of VRUs
are likely to possess personal devices with ITS-S applications. This document focuses on identifying
the needs of the VRU including their integration into the C-ITS environment as an active rather than a
passive participant.
At an early stage in the US Department of Transportation's “Vehicle to Pedestrian” program, the
focus was on detection and communication. Three “technology categories” were used that included
pedestrians (i.e. VRUs) as an active participant in the C-ITS environment:
1) Unilateral pedestrian detection and driver notification: Technologies that provide collision
alerts only to the driver.
2) Unilateral vehicle detection and pedestrian notification: Technologies that provide collision
alerts only to the pedestrian (i.e. VRUs).
3) Bilateral detection and notification systems: Technologies that provide collision alerts to both
drivers and pedestrians (VRUs) in parallel.
Research in this area is listed in a related technology scan sponsored by the US Department of
Transportation. The categories are in fact much more complex than the three listed above. For example,
the unilateral vehicle detection and pedestrian notification category can include:
a) a personal device detecting and notifying the VRU of collision;
b) infrastructure detecting and notifying the VRU of collision (through audible or visual warnings);
c) infrastructure detecting and notifying the VRU's personal device of collision.
Existing standards have only addressed a limited subset of the needs identified. Furthermore, existing
architectures (role-based and physical) have not fully embraced the categories or the complexities.
In particular, the physical components, technologies and information flows vary for each of the three
scenarios. To that end, the architecture needs to be technology and physical component agnostic. Even
a VRU changes their role depending on travelling mode, and with them, the role of their personal ITS-S.
4.3 Definitions and taxonomy
4.3.1 Overview
The processes to detect and identify the VRU starts with understanding the type of VRU, and then
determining the behaviour of that VRU. Identification is determined by a clear set of logical categories
that describe critical characteristics of the observed VRU. This subclause describes various sets of
taxonomies that relate to a VRU. These contribute to generating a comprehensive VRU profile that
supports downstream processes. The areas include:
— definition and taxonomy for VRU (5.2.1);
— classification for VRU vehicles (VRV) and devices (5.2.2);
— combining VRU person and device/vehicle (5.2.3).
4.3.2 Definition of VRU
4.3.2.1 General
There is no consensus on terminology, classifications or scope in terms of a VRU. The only profiles of
[21],[16]
VRU found in automotive standards are for pedestrian and bicycle.
However, certain additional definitions are listed in the sources covered in the following subclauses.
4.3.2.2 SAE DSRC
SAE J2945/9 describes V2P safety warnings, where “P” implies a VRU. SAE J2945/9 defines the terms
"VRU" and "VRU Device" as follows:
VRU
A road user, who is not occupying a vehicle such as a passenger car, a motorcycle, a public transit
vehicle, or a train. Pedestrians, cyclists, children, elderly, people with disabilities and road workers
are particularly vulnerable to serious injury or death if they are involved in a motor-vehicle-related
collision.
VRU DEVICE
A device that transmits personal safety messages as defined in SAE J2735, and optionally can
receive basic safety messages (BSM). The device can be capable of receiving other message types.
These definitions do not build a classification of a VRU. A VRU device is a connected device that is not
associated with a specific class of VRU.
4.3.2.3 EU specifications
[16]
Within EU regulation 168/2013, a VRU is defined as follows:
Non-motorized road users as well as L class of vehicles (for example mopeds or motorcycles). This includes:
— Pedestrians (including children, elderly, joggers)
— Emergency responders, safety workers, road workers,
— Animals such as horses, dogs down to wild animals
— Wheelchairs users, prams
— Skaters, skateboards, scooters, potentially equipped with an electric engine
— Bikes and e-bikes, with speed limited to 25 km/h.
— High speed e-bikes speed higher than 25 km/h, class L1e-A.
— Powered Two Wheelers (PTW), mopeds (scooters), class L1e.
— PTW, motorcycles, class L3e.
— PTW, tricycles, class L2e, L4e and L5e limited to 45 km/h.
— PTW, quadricycles, class L5e and L6e limited to 45 km/h.
4.3.2.4 ETSI
4.3.2.4.1 Definitions
The term VRU typically combines VRUs and their conveyances and assistive devices into a single term.
ETSI definitions separate those into multiple terms. The following definitions are used in ETSI TS 103
300-2 and ETSI TS 103 300-2 V2.1.1.
— VRU: non-motorized road users as well as users of VRU vehicles.
NOTE 1 A VRU can only be a living being. This living being is only considered a VRU when it is in the
context of a safety-related traffic environment.
— VRU application: application extending the awareness of and/or about VRUs such as motorcycles,
bicycles, pedestrians and impaired traffic participants in the neighbourhood of other traffic
participants.
— VRU device: portable device used by a VRU integrating a standard ITS station.
NOTE 2 The definition of an ITS station is given in ETSI TS 103 300-2. A VRU device can also integrate
applications interfacing the ITS-S. For example, an application can improve the VRU trajectory prediction by
learning continuously from its behaviour when sharing the space with other road users.
— VRU ITS-S: P-ITS-S/V-ITS-S capable of handling VRU-related ITS applications.
— VRU system: ensemble of ITS stations interacting with each other to support VRU use cases, e.g.
personal ITS-S, vehicle ITS-S, roadside ITS-S or central ITS-S.
— VRU vehicle: L class of vehicles (for example mopeds or motorcycles, etc.), as defined in Reference
[16] and light unpowered vehicles (bicycles, skates, wheelchairs, prams).
— combined VRU: combination of a VRU and a VRU vehicle (e.g. bicycle, wheelchair).
ETSI further specifies VRU device types to include:
— receive only;
— transmit only;
— ITS-S that receives and transmits;
— absence of a VRU device.
The terms used for VRU application, VRU device and P-ITS-S are consistent with those used by other

ISO C-ITS standards including ISO 13111-1 which defines an ITS station (ITS-S), ITS-S application and
personal ITS station (P-ITS-S).
Of particular interest in ETSI TS 103 300-2 is the description of a VRU ITS-S. When the station is
connected to a VRU vehicle (VRV) the ITS-S is considered a V-ITS-S and when located on the person it
is considered a P-ITS-S. ETSI TS 103 300-2 includes functionality to register and deregister the ITS-S to
accommodate the fluidity of the road user’s vulnerability.
Differentiating various components of the VRU (i.e. vehicle, application, device, system) provides a more
flexible and complete approach to defining the VRU actor and accessories.
4.3.2.4.2 VRU profiles
In addition to the definitions, ETSI TS 103 300-2 and ETSI TS 103 300-2 V2.1.1 describe four VRU
profiles:
1) pedestrian;
2) bicyclist;
3) motorcyclist;
4) animals presenting a safety risk to other road users.
The profiles are described by their maximum and typical speed values, transmission range,
[2]
environment, weight class, trajectory ambiguity and maximum cluster size. Even within each profile
category, the dimensions and dynamics can differ widely: a runner will traverse an intersection much
faster and more nimbly than person using a walker; the footprint of a mobility scooter will be much
larger than a person on a skateboard. When the VRU does not have a VRU device or VRU ITS-S, then
accurately identifying the VRU type becomes more important.
4.3.3 Classification for VRV/Devices
4.3.3.1 Overview
Few standards provide a classification system for distinguishing different types of VRU. However, several
standards have been published describing low-powered vehicles (like the L Class vehicle classes; see
Reference [16]). Other standards cover micromobility vehicles (MMV) and some specifications describe
categories for wheelchairs and other mobility aids for people with disabilities. These documents and
classification categories are listed in the following subclauses. They provide the foundation for creating
“profiles” to detect and identify several types of VRUs.
4.3.3.2 Classification for micromobility vehicles (MMVs)
ISO 7176-2 includes a taxonomy for powered and human-powered vehicles. The classification scheme
parameters consist of curb weight, vehicle width, top speed and power source. See Table 1.
Table 1 — Classification system for powered micromobility vehicles
Name Code Description
Curb weight
Ultra lightweight WT1 Curb weight ≤ 50 pounds (23 kg)
Lightweight WT2 50 pounds (23 kg) < curb weight ≤ 100 pounds (45 kg)
Midweight WT3 100 pounds (45 kg) < curb weight ≤ 200 pounds (91 kg)
Midweight plus WT4 200 pounds (91 kg) < curb weight ≤ 500 pounds (227 kg)
Vehicle width
Standard-width WD1 Vehicle width ≤ 3 feet (0,9 m)
Wide WD2 3 feet (0,9 m) < vehicle width ≤ 4 feet (1,2 m)
Extra-wide WD3 4 feet (1,2 m) < vehicle width ≤ 5 feet (1,5 m)
Top speed
Ultra low-speed SP1 Top speed ≤ 8 mph (13 km/h)
Low-speed SP2 8 mph (13 km/h) < top speed ≤ 20 mph (32 km/h)
Medium-speed SP3 20 mph (32 km/h) < top speed ≤ 30 mph (48 km/h)
Power source
Electric E Powered by an electric motor
Combustion C Powered by an internal combustion engine
[21]
SOURCE: SAE J3194:2 019.
The purpose of the MMV taxonomy does not fully accommodate the requirement for building profiles for
VRUs, even the human- and low-powered vehicles classes. Missing from the classification are categories
inclusive of animals and mobility devices like wheelchairs and connected assistive technologies for
people with disabilities.
4.3.3.3 Classification for VRU conveyance
Reference [40] includes the footprints (length, width, weight, turning radius) for mobility devices
excluded from the MMV taxonomy. The wheelchair categories correspond to ISO 7176-21. The
classification system is listed below.
— Wheelchairs
— Manual wheelchair
— Sports chair
— Power chair
— Power chair with special features (tilt)
— Mobility Scooters (w/o front and rear accessories)
— 4-wheel scooter (regular / oversized)
— 3-wheel scooter (regular / oversized)
— Segway (w and w/o seat)
— Person with guide dog
— Person with a walker
— Manual walker
— Wheeled walker
— Person with crutches
— Stroller plus person
— Single
— Single jogger
— Twin side by side
— Twin tandem
— Triple side by side
— Triple tandem
Standards that describe wheelchair and mobility scooter classes include ISO 7176-5 and ISO 7176-26.
Both documents describe the terms and vocabulary associated with wheelchairs and scooters, as well
as how to measure “full overall length”, “ground clearance”, “pivot width”, “ramp transition angle”,
“required corridor width for side opening” and other concepts that enable a safe and unobstructed trip
to people with ambulatory disabilities.
The definition of VRU devices and conveyances are not complete without including assistive devices
used by people with mobility disabilities.
4.3.3.4 Classification of VRU device
A class of VRU devices are emerging that support VRU communications within the C-ITS environment.
These have several names:
[4]
— Personal ITS-station
[4]
— Nomadic devices
[19]
— Personal safety devices
— Mobile unit (MU) to mirror the OBU/RSU nomenclature.
In addition, additional devices that are either connected to a mobile device or connected to a cloud
through one of a myriad of communication technologies are deployed or under test. For example,
a bike helmet alert sensor activated when a cyclist crashes; a vest or hard hat worn by a work zone
worker; a medallion worn by a person with disabilities; smart watch; glasses; or other nomadic devices.
These do not yet play a major role in the C-ITS environment, but the popularity of these devices, the
inconsistencies in their naming, and their absence from C-ITS architectures and use cases represents a
gap in the current body of standards.
4.3.4 Profiles related
...