ISO 15638-24:2021

Intelligent transport systems - Framework for collaborative telematics applications for regulated commercial freight vehicles (TARV) - Part 24: Safety information provisioning

The ISO 15638 series (Parts 1 to 23) define the framework for online fleet management of regulated commercial freight vehicles utilizing data communication between in-vehicle systems and an application service provider via an on-board communication unit interfacing with road monitoring infrastructure and roadside sensors. This document defines an unregulated service architecture framework for freight vehicle safety information provision architecture. This statement does not preclude the regulated service where a jurisdiction requires such a function. The objective of this document is to provide a freight vehicle safety information provision service function/application for non-enforcement applications (and sometimes for regulated application services [RAS]). This is for the road transport safety management purposes of regulated commercial freight vehicle movements. This document intends to reinforce vehicle safety for non-enforcement and other purposes by providing safety advisory information provisions to the freight vehicle drivers/operators transporting heavy goods on freight vehicles. This document defines the framework for remote vehicle safety information provision for non-enforcement and the conceptual operation of other management purpose applications. This document is complementary to, and does not replace, any other documents in the ISO 15638 series. This document is beneficial to vehicle safety management purpose entities and it provides additional use cases for TARV service applications. This document is specifically oriented towards the realization of safer road transport of freight vehicles by providing safety advisory information to the vehicle from the service provider. It utilizes the ISO 15638 series basic architecture framework, as defined in ISO 15638-21. The service provider provides users with safety information such as recommended safety information for that vehicle and gives adequate safety advice messages, as necessary. The various V2X communication paths can be used according to the various use cases.

Systèmes de transport intelligents — Cadre pour applications télématiques coopératives pour véhicules réglementés (TARV) — Partie 24: Fourniture d'informations sur la sécurité

General Information

• Status: Published
• Publication Date: 20-Jun-2021
• ICS: 03.220.20 - Road transport
• ICS: 35.240.60 - IT applications in transport
• Technical Committee: ISO/TC 204 - Intelligent transport systems
• Drafting Committee: ISO/TC 204/WG 7 - General fleet management and commercial/freight
• Current Stage: 6060 - International Standard published
• Start Date: 21-Jun-2021
• Due Date: 21-Apr-2023
• Completion Date: 21-Jun-2021

Overview

ISO 15638-24:2021 - part of the ISO 15638 TARV series - defines a framework for safety information provisioning to regulated commercial freight vehicles. Building on the TARV architecture (ISO 15638-1 and ISO 15638-21), Part 24 standardizes an unregulated service architecture for delivering safety advisory information (non-enforcement, and optionally regulated application services where jurisdictions require them). The goal is safer road transport of heavy freight by providing timely traffic, incident and safety advice to drivers/operators via in-vehicle systems, on-board communication units, and V2X paths that may include roadside sensors.

Key topics and technical requirements

• Framework and architecture: Adopts the ISO 15638 basic TARV architecture for interactions between in-vehicle systems, on-board communication units and application service providers (ASP).
• Service types: Defines unregulated application services using generic vehicle data, and services that combine vehicle data with additional application-specific inputs (including roadside sensors).
• Concept of operations: Goals, policies, stakeholder interactions and operational roles (prime service provider, application service provider, driver/operator roles).
• Sequence of operations: Includes commands and transactions (e.g., GET TARV LDT, CREATE and GET core data) and common sequences for information provisioning.
• Quality of service & testing: Requirements for QoS, test procedures and performance monitoring to ensure reliable safety information delivery.
• Security and data governance: Information security, data access control policies, approval criteria for in-vehicle systems (IVSs), service providers and roadside sensors.
• Data quality & naming: Standards for data content, quality, naming and software engineering quality systems.
• Compliance and conformance: Conformance clauses and guidance on audits, approval and intellectual property declarations.

Practical applications

• Real-time delivery of traffic status, incidents and advisory messages to heavy goods vehicle drivers to improve reaction time and maneuvering safety.
• Fleet safety management systems that provide remote safety advisories without enforcement actions.
• Integration of roadside sensor feeds and V2X communications to enrich vehicle-specific safety advice.
• Use in transport operator control centers, telematics service providers, and ITS deployments to reduce accidents and improve operational safety.

Who should use this standard

• Telematics and ITS application service providers (ASPs)
• Fleet operators and vehicle OEMs integrating in-vehicle systems (IVS)
• Road authorities and jurisdictions designing non-enforcement safety services
• Roadside sensor manufacturers and V2X solution vendors
• Safety management organizations and system integrators

Related standards

• ISO 15638-1 (Framework and architecture)
• ISO 15638-2 (CALM platform parameters)
• ISO 15638-3 (Operating requirements and approval procedures)
• ISO 15638-21 (Basic TARV architecture referenced by Part 24)

Keywords: ISO 15638-24, TARV, safety information provisioning, intelligent transport systems, V2X, fleet management, application service provider, roadside sensors.

Standards Content (Sample)

INTERNATIONAL ISO
STANDARD 15638-24
First edition
2021-06
Intelligent transport systems —
Framework for collaborative
telematics applications for regulated
commercial freight vehicles (TARV) —
Part 24:
Safety information provisioning
Systèmes de transport intelligents — Cadre pour applications
télématiques coopératives pour véhicules réglementés (TARV) —
Partie 24: Fourniture d'informations sur la sécurité
Reference number
©
ISO 2021
© ISO 2021
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
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Published in Switzerland
ii © ISO 2021 – All rights reserved

Contents Page
Foreword .v
Introduction .vi
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 2
4 Abbreviated terms . 2
5 Conformance . 3
6 General overview and framework . 3
7 Basic conceptual operational requirement . 6
7.1 General . 6
7.2 Basic requirement . 7
8 Requirements for services using generic vehicle data . 8
8.1 General . 8
8.1.1 Introduction . 8
8.1.2 Unregulated application services using only generic basic vehicle data . 8
8.1.3 Unregulated application services using both generic vehicle data and
additional application specific data . 9
8.2 Conveyance identifiers . 9
9 Concept of operations for unregulated application services with additional data
requirements including roadside sensors . 9
9.1 General . 9
9.2 Statement of the goals and objectives of the system . 9
9.3 Strategies, tactics, policies and constraints affecting the system .10
9.4 Organizations, activities and interactions among participants and stakeholders .11
9.5 Operational roles and processes for the system .11
9.5.1 Common role of the prime service provider .11
9.5.2 Common role of the application service provider .11
9.5.3 Role of the application service .12
9.5.4 Service requirements definition .12
9.5.5 Common role of user .12
9.5.6 Role of driver .12
9.5.7 Role of operator .12
9.5.8 Framework for operation .13
9.5.9 ROAM ‘app’ library and data pantry .13
10 Sequence of operations for identified unregulated application services with
additional data requirements.14
10.1 Overview .14
10.1.1 General.14
10.1.2 Commands .14
10.1.3 GET TARV LDT.15
10.1.4 CREATE and GET core data .16
10.2 Quality of service requirements .17
10.3 Test requirements .18
10.4 Marking, labelling and packaging .18
11 Common features of unregulated TARV application services .18
11.1 Generic operational processes for the system .18
11.2 Common characteristics for instantiations of unregulated application services .20
11.3 Common sequence of operations for unregulated application services .21
11.4 Quality of service .21
11.5 Information security .21
11.6 Data naming content and quality .21
11.7 Software engineering quality systems .22
11.8 Quality monitoring station .22
11.9 Audits .22
11.10 Data access control policy .22
11.11 Approval of IVSs and service provider .22
11.12 Approval of roadside sensors .22
12 Declaration of patents and intellectual property .22
Annex A (informative) Application examples .23
Bibliography .26
iv © ISO 2021 – All rights reserved

Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www .iso .org/ directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of
any patent rights identified during the development of the document will be in the Introduction and/or
on the ISO list of patent declarations received (see www .iso .org/ patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation of the voluntary nature of standards, the meaning of ISO specific terms and
expressions related to conformity assessment, as well as information about ISO's adherence to the
World Trade Organization (WTO) principles in the Technical Barriers to Trade (TBT), see www .iso .org/
iso/ foreword .html.
This document was prepared by Technical Committee ISO/TC 204, Intelligent Transport Systems.
A list of all parts in the ISO 15638 series can be found on the ISO website.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www .iso .org/ members .html.
Introduction
Freight vehicles are heavy and therefore require longer reducing speed and manoeuvring distance in
comparison to lighter vehicles. To achieve safer freight road transport of freight vehicles, an information
provision service providing traffic status and incident situation well ahead of the freight vehicle is
indispensable. This information provision can increase vehicle safety during freight road transport.
This document standardizes the conceptual operational framework of safety information provision
provided by service providers. The ISO 15638 series of TARV application standards are based on
a triumvirate of vehicle operators with in-vehicle systems, on-board application service providers
and jurisdictions. The basic TARV ISO 15638-1 standard focuses on the transactions between these
parties via ITS-stations and roadside sensors, and using this system architecture, additional safety
information provision services to freight vehicles can be realized. The new means of safe road transport
management and enforcement can be enabled by using this document where jurisdiction requires such
regulated monitoring.
It therefore seems appropriate to include this additional document (Part 24) in the ISO 15638 series to
provide the means for adding safe road transport of freight vehicles.
It is necessary for telematic applications to be able to be integrated into the embedded computing
systems available on the market. The need for interoperability of different solutions is also important
as several actors with different solutions can be involved in information needs. Securing the data
exchanged is also a particularly important point.
NOTE Related to EC regulations, ISO 15638-9 already covers provisions consistent with EC 165/2014.
This document is complementary to and not competitive with ISO 15638-9, and is therefore consistent with EC
165/2014.
vi © ISO 2021 – All rights reserved

INTERNATIONAL STANDARD ISO 15638-24:2021(E)
Intelligent transport systems — Framework for
collaborative telematics applications for regulated
commercial freight vehicles (TARV) —
Part 24:
Safety information provisioning
1 Scope
The ISO 15638 series (Parts 1 to 23) define the framework for online fleet management of regulated
commercial freight vehicles utilizing data communication between in-vehicle systems and an
application service provider via an on-board communication unit interfacing with road monitoring
infrastructure and roadside sensors. This document defines an unregulated service architecture
framework for freight vehicle safety information provision architecture. This statement does not
preclude the regulated service where a jurisdiction requires such a function.
The objective of this document is to provide a freight vehicle safety information provision service
function/application for non-enforcement applications (and sometimes for regulated application
services [RAS]). This is for the road transport safety management purposes of regulated commercial
freight vehicle movements.
This document intends to reinforce vehicle safety for non-enforcement and other purposes by providing
safety advisory information provisions to the freight vehicle drivers/operators transporting heavy
goods on freight vehicles.
This document defines the framework for remote vehicle safety information provision for non-
enforcement and the conceptual operation of other management purpose applications.
This document is complementary to, and does not replace, any other documents in the ISO 15638 series.
This document is beneficial to vehicle safety management purpose entities and it provides additional
use cases for TARV service applications.
This document is specifically oriented towards the realization of safer road transport of freight
vehicles by providing safety advisory information to the vehicle from the service provider. It utilizes
the ISO 15638 series basic architecture framework, as defined in ISO 15638-21. The service provider
provides users with safety information such as recommended safety information for that vehicle and
gives adequate safety advice messages, as necessary. The various V2X communication paths can be
used according to the various use cases.
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.
ISO 15638-1, Intelligent transport systems — Framework for collaborative Telematics Applications for
Regulated commercial freight Vehicles (TARV) — Part 1: Framework and architecture
ISO 15638-2, Intelligent transport systems — Framework for collaborative Telematics Applications for
Regulated commercial freight Vehicles (TARV) — Part 2: Common platform parameters using CALM
ISO 15638-3, Intelligent transport systems — Framework for collaborative telematics applications for
regulated commercial freight vehicles (TARV) — Part 3: Operating requirements, 'Approval Authority'
procedures, and enforcement provisions for the providers of regulated services
ISO/TS 15638-4, Intelligent transport systems — Framework for cooperative telematics applications for
regulated commercial freight vehicles (TARV) — Part 4: System security requirements
ISO 15638-5, Intelligent transport systems — Framework for collaborative Telematics Applications for
Regulated commercial freight Vehicles (TARV) — Part 5: Generic vehicle information
ISO 15638-7:2013, Intelligent transport systems — Framework for collaborative Telematics Applications
for Regulated commercial freight Vehicles (TARV) — Part 7: Other applications
ISO 15638-21, Intelligent transport systems — Framework for cooperative telematics applications for
regulated commercial freight vehicles (TARV) — Part 21: Monitoring of regulated vehicles using roadside
sensors and data collected from the vehicle for enforcement and other purposes
ISO 14816, Road transport and traffic telematics — Automatic vehicle and equipment identification —
Numbering and data structure
ISO 17262, Intelligent transport systems — Automatic vehicle and equipment identification — Numbering
and data structures
ISO 24534-3, Intelligent transport systems — Automatic vehicle and equipment identification — Electronic
registration identification (ERI) for vehicles — Part 3: Vehicle data
ISO 26683-2, Intelligent transport systems — Freight land conveyance content identification and
communication — Part 2: Application interface profiles
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 15638-21 apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at http:// www .electropedia .org/
4 Abbreviated terms
ASD file application service data file
ASP application service provider
CALM communications access for land mobiles
C-ITS cooperative intelligent transport system
CONOPS concept of operations
GNSS global navigation satellite system
ID identity
ITS-S intelligent transport system station
IVS in-vehicle system
LDM local dynamic map
2 © ISO 2021 – All rights reserved

QoS quality of service
RAS regulated application service
RTM remote tachograph monitoring
TARV telematics applications for regulated vehicles
5 Conformance
Requirements to demonstrate conformance to any of the general provisions or specific application
services described in this document shall be within the requirements defined by the service provider.
Conformance requirements to meet the provisions of this document are therefore deemed to be under
the control of, and to the specification of, the service provider where the application service(s) is/are
instantiated.
6 General overview and framework
This document utilizes the framework and architecture for freight vehicle stability monitoring defined
in ISO 15638-21. The general conceptual operation description of the roles of the actors in "extended"
TARV architecture is defined in ISO 15638-21.
To gain an in-depth understanding of the extended TARV framework, architecture, and detailed
specification of the roles of the actors involved, the user shall consult ISO 15638-1, ISO 15638-7 and
ISO 15638-21.
As a summary, Figure 1 shows the "extended" role model conceptual architecture showing the key
actors and their relationships as defined in ISO 15638-21.
Figure 1 — Extended role model conceptual architecture
The ISO 15638 series provides a suite of deliverables addresses and defines the framework for a range
of cooperative telematics applications for regulated vehicles (such as electronic tachograph monitoring,
driver work records, emergency messaging/eCall, mass monitoring, 'Mass' information for jurisdictional
control and enforcement, speed monitoring, access control, access methods, location monitoring, weigh
in motion, freight vehicle stability monitoring, tyre monitoring, etc.). The overall scope includes the
concept of operation, legal and regulatory issues, and the generic C-ITS service platform. The framework
is based on a (multiple) service provider-oriented approach, including provisions for the certification
and auditing of service providers.
This document is intended for an unregulated service provision application for safe road transport by
freight vehicles, achieved through the safety information provision to the vehicle, such as safe driving
information provision (including information such as recommended safe speed and recommended
driving lane change advice information). Figure 2 shows the architecture from the viewpoint of the
provision of an unregulated (commercial) application service, using the common "extended" TARV
platform defined in ISO 15638-21.
4 © ISO 2021 – All rights reserved

Figure 2 — Role model conceptual architecture unregulated service provisioning
Freight vehicles are heavy and therefore require longer reducing speed and manoeuvring distance
in comparison to lighter vehicles. To achieve safer freight road transport of freight vehicles, an
information provision service providing traffic status and incident situation well ahead of the freight
vehicle is indispensable. The purpose of this document is to realize safe freight vehicle road transport,
in particularly increasing the vehicle safety by maintaining the safe speed and lane change of a freight
vehicle transporting freight and container. The proper recommended speed and lane information given
to the vehicle driver/operator is generated at the service provider; they monitor vehicle speed/lane and
give safety advisory messages to the driver when necessary. This document enables safe freight vehicle
road transport stability realization and efficient freight fleet transport operation of the user vehicles by
avoiding accidents or serious incidents on the roadways.
The freight vehicle information can be obtained from various sources, such as roadside embedded
sensors, freight vehicle on-board equipped sensors. The sensor information is sent to the service
provider to realize real time remote monitoring of freight vehicles and the service provider provides the
safety driving advice for that part of the road for that vehicle. By providing the freight vehicle location
(GNSS) data to the service provider, the service provider can provide adequate safe road transport
driving information for that part of the road and for that vehicle (model).
The service provider provides this application service to/for a user who is an individual or party that
enrols in and operates within an unregulated application service or commercial application service
to meet specific aspects of the requirements of a service provider for the operation of the regulated
vehicle.
Examples of users are a transport operator, driver, freight owner, etc. Most commonly the user is the
transport operator.
For basic TARV information, refer to ISO 15638-1.
This document defines the basic conceptual operational requirement for this application service, the
freight vehicle safety information provision.
It is important to note that where a commercial (unregulated) service can be instantiated using only
the generic vehicle data specified in ISO 15638-5, no further standardization is required. Where a
TARV commercial application is simply instantiated as a commercial application conforming to the
requirements of this document, no further standardization is required so long as conformance to the
requirements of this document can be demonstrated, and service offerings may vary from service
provider to service provider. The service provider provides the application service to/for a ‘user’ who
is an individual or party that enrols and contracts to receive the commercial/civic application service.
7 Basic conceptual operational requirement
7.1 General
The basic conceptual framework is described as shown in Figure 3.
The telematic application generates adequate safety information so that an accident is avoided (tail end
collision, crush, rollover, jack-knifing). This safety information depends on the road characteristic and
the dynamic behaviour of the vehicle configuration.
It is important that dealing with the vehicle model/configuration (power unit and connected trailer(s))
is based on the interaction between the road and the vehicle, because this depends on the vehicle
model/configuration.
Moreover, the quality of the estimated speed is based on the accuracy of the model.
6 © ISO 2021 – All rights reserved

NOTE 1 Vehicle sensor information: braking, steering, turn signals, etc.
NOTE 2 Road sensor information: traffic volume, speed, road works, accidents, ice, snow, stationary vehicles,
obstacles, etc.
Figure 3 — Basic conceptual framework for vehicle safety information provisioning service
7.2 Basic requirement
The basic requirements are as follows:
a) The vehicle shall be equipped with vehicle safety monitoring sensors and such data shall be sent
to the service provider through on-board unit ITS communication media connected with the
service provider. If the vehicle does not have such sensors, only roadside sensor data is used, and
continuous data acquisition is not possible.
b) An on-board safety sensor shall monitor vehicle safety continuously and shall detect driving status.
A roadside sensor shall detect similar status when a freight vehicle passes through it.
c) Vehicle location data shall be sent to the service provider so that service provider is able to track
and trace the vehicle on the LDM and the vehicle location can be utilized to provide adequate safety
advice for that vehicle.
d) The service provider shall obtain LDM map data from the map data service provider when such
data are required for that service provision.
e) The service provider shall perform data fusion processes for vehicle stability monitoring by
combining sensor data, location data and LDM map data, as necessary.
f) The service provider shall provide safety information to the vehicle operator when necessary and
the information described below as examples shall be given:
— Merging traffic support: “merging traffic ahead”
: meaning “make space for merging vehicle”
— Road incident alert: “road incident ahead”
: meaning “slow down and prepare for stop”
— Lane closure alert: “this lane closed ahead”
: meaning “change lane”
— Lane closure pre-information: “this lane will be closed after xx min”
: meaning “prepare for change lane”
— Detour alert: “detour ahead”
: meaning “slow down and prepare for detour”
— Merging traffic support for entering vehicle: “platooning fleet in main lane”
: meaning “hold entering until platooning fleet passes”
— Traffic incident alert: “platooning fleet ahead”
: meaning “slow down and prepare for lane change”
— Other safety driving supports
NOTE This document defines a framework and does not define safety message details; these are defined by
other standards and take into consideration regional regulations applicable to the freight vehicles.
8 Requirements for services using generic vehicle data
8.1 General
8.1.1 Introduction
The means by which the access commands for generic vehicle information specified in ISO 15638-7 can
be used to provide all or part of the data required to support a regulated application service shall be as
defined in ISO 15638-7.
This clause provides means by which the access commands for generic vehicle information specified
in ISO 15638-5 can be used to provide all or part of the data required to support an unregulated
application service. This clause also defines general requirements to assure data interoperability.
8.1.2 Unregulated application services using only generic basic vehicle data
Where all the required data can be obtained via the access commands for generic ‘essential vehicle
information’ as specified in ISO 15638-5, the access methods defined in ISO 15638-5 shall be used
consistently to obtain the values for the TARV LDT and C-ITS LDT data concepts. No further international
8 © ISO 2021 – All rights reserved

standardization is required, and jurisdictions, subject to the privacy regulations pertaining within
that jurisdiction, can develop, operate, and update their services according to local design with
international interoperability being maintained through the provisions of ISO 15638-5 (TARV Generic
vehicle information). All vehicles that are equipped to support the ISO 15638 series are generally able to
support such service provision. ISO 15638-5:2013, Clause 7 defines the following relevant commands:
a) GET TARV LDT (local data tree) data
b) GET C-ITS (co-operative intelligent transport systems) LDT data
See ISO 15638-5 for details of these commands.
8.1.3 Unregulated application services using both generic vehicle data and additional
application specific data
See ISO 15638-7:2013, 7.1.2 for the generic sequence of operations for unregulated application services
using both generic vehicle data and additional application specific data.
8.2 Conveyance identifiers
The regulated vehicle conveyance type shall be identified in accordance with ISO 26683-2, ISO 14816
ISO 17262, and ISO 24534-3.
9 Concept of operations for unregulated application services with additional
data requirements including roadside sensors
9.1 General
This clause describes the characteristics of a proposed system from the viewpoint of a user who
will employ that system. Its objective is to communicate the quantitative and qualitative system
characteristics to all stakeholders.
This clause defines the general concept of operations for commercial/civic provision using the TARV
platform and an application service provider for TARV commercial/civics that require data in addition
to that available from the basic vehicle data. It also provides the generic modus operandi for the
provision of commercial/civic (unregulated) application services defined in the subsequent clauses of
this document which relate to provisions for unregulated application services.
A ‘concept of operations’ (CONOPS) generally evolves from a concept and is a description of how a set of
capabilities may be employed to achieve desired objectives.
This document enables data from roadside sensors to supplement data collected from within the
vehicle.
9.2 Statement of the goals and objectives of the system
The overall objective of TARV commercial/civic application services with additional data requirements
is to use a common telematics platform (which was most probably installed to meet a regulatory
requirement for the control of regulated commercial freights) to provide additional commercial/civic
application services. Those services that require only the basic vehicle data defined in ISO 15638-5 do
not require further standardization measures, so this document is focused on meeting the requirements
for commercial/civic provision in circumstances where data is required in addition to that provided by
the basic vehicle data concept.
It is an underlying concept (described in ISO 15638-1) that these services are provided by agreement
with the user and using an approved service provider to meet the requirements of the jurisdiction
via an in-vehicle system (IVS) with communications capability between the vehicle and the service
provider, and access to relevant data from the regulated commercial freight.
It is an underlying assumption that the vehicle is equipped with the means to acquire and provide the
data (additional to the basic vehicle data), required by the specific application service. The requirements
for specific additional data are not defined in this document, which standardizes only the general
framework for commercial/civic provision using TARV. This means that the instantiation of services of
the same title or description may be implemented differently by different application service providers,
and therefore are most frequently not interoperable. Such differences provide product differentiation,
and where the service is discrete, enable a commercial market to flourish with competing product
offerings. However, there can be cases where, although the service is not required by regulation, there
is benefit in standardizing some or all aspects and data exchanges of the service. Such services require
a further standardization deliverable, which refers to this document as the baseline standard for the
provision of commercial/civic application services using TARV and needs to specify only the additional
aspects that require standardization.
As with provisions for regulated application service provision using TARV, the actual equipment to be
installed to provide that data provision functionality is not standardized and is a commercial decision
of the application service provider, unless it is specified by the jurisdiction.
This document determines the nature of the data and how it is to be sent and received by the IVS but
does not standardize the equipment used to obtain the data, nor the definition of the actual service
features received.
9.3 Strategies, tactics, policies and constraints affecting the system
The services that are regulated as mandatory or optionally supported can vary from jurisdiction to
jurisdiction. So, it is possible that a service that is mandatory in one jurisdiction will not be required by
another jurisdiction, but will instead be offered as a commercial/civic service within that domain. If the
requirements are met within the service definition in ISO 15638-6, or require only basic vehicle data,
no further standardization is required.
Modern trends in computing have moved away from the insular standalone solution where the demands
for the provision of the service are entirely met by local capability, towards a ‘cloud’ computing
conceptual architecture, where the bulk of the data processing and service provision is provided
elsewhere within or behind the ‘cloud’, where it can be performed more efficiently and economically,
and enabling simplification of the terminal equipment. It is a feature of TARV that the actual service
provision takes place at and within the systems of the application service provider, and that the on-
board equipment therefore largely serves only to collect and provide data to enable that service
provision, and in some cases, to receive a result.
This fundamentally simplifies the capabilities required by the TARV on-board platform, enables practical
instantiation of a similar service using different wireless media, and enables early implementation and
deployment of such systems.
In respect of standardization, it means that the commercial/civic application services that are supported
by this document require only the standardization of the data to be collected, its organization within
on-board memory to meet the requirements of ISO 15638-1, and the means and frequency of its
collation, and possibly, but not always (indeed probably infrequently) the download back to the vehicle
of the result of the service provision.
A service that requires complex on-board processing, or intensive bidirectional communication,
is outside the scope of TARV, although it may use TARV to forward its data to its service provider or
receive data from its service provider.
A core strategy of this document is to ensure that an ‘app’ is only loaded legitimately, and that this prior
loaded ‘app’ contains the destination address for the core application data. Instigating a ‘GET TARVLDT’
or ‘GET CoreData’ command only results in that data being sent to the previously determined destination
address, and not to a spoof enquirer. While this has the advantage of security, and economy in/of use, it
does mean that TARV is probably not the appropriate means for highly interactive ‘on-line' services (for
example collision avoidance). However, because TARV uses the same CALM communications platforms,
the same on-board equipment can be used to support other ‘cooperative vehicle systems’(C-ITS). See
ISO 15638-1, ISO 15638-2, ISO 15638-3 and ISO 15638-5.
10 © ISO 2021 – All rights reserved

9.4 Organizations, activities and interactions among participants and stakeholders
The classes, attributes and key relationships are described in ISO 15638-1 and ISO 15638-7, with the
addition of the ability to collect data from roadside sensors.
9.5 Operational roles and processes for the system
9.5.1 Common role of the prime service provider
To facilitate the correct installation and monitoring of TARV IVS, a prime service provider has been
contracted by the user. See ISO 15638-1 (TARV Framework and architecture). The prime service
provider is the technical expert of their system and shall be responsible for its installation, maintenance,
and (as necessary) upgrade, but unless also appointed as an application service provider for a particular
service, it is not responsible for the operation of application service software.
The prime service provider shall be responsible for ensuring that the multiple applications operate
properly and do not adversely impact each other.
It is envisaged that the IVS operating systems can require updating from time to time to improve
functionality, fix software ‘bugs’ or update the protection from electronic threats such as software
viruses. It shall be the responsibility of the prime service provider to undertake such tasks, possibly in
collaboration with application service providers.
The role of the prime service provider shall be to ensure that the IVS performs during day-to-day
operation in the same manner as it did when it was approved. The prime service provider shall put in
place a regime to the satisfaction of the approval authority which shall periodically monitor the IVS via
several means including receiving test data files generated by the on-board ‘app’ for that application
service. The prime service provider shall be responsible for determining the IVS operational state,
performing any necessary enhancements and efficiently dealing with malfunctions when they occur.
The prime service provider shall report any malfunctions to the driver and application service provider
as appropriate, and as technically possible (for example it may not be possible, during a working session,
to advise the driver if the IVS has failed entirely, and such advice would have to be by post event ‘offline’
means).
The prime service provider shall work closely with the application service provider and vehicle operator
to permit and enable the prompt repair and rectification of any malfunction with a TARV IVS.
9.5.2 Common role of the application service provider
The application service provider is the actor who is responsible for providing and operating the
application service system.
The application service provider shall offer to provide to users the specific application service defined
in the specification for that application service. This document specifies the format for key provisions
of application service provision but does not define any specific application service.
The application service provider is normally envisaged to be a commercial entity, but they can also be a
road users association or department of the jurisdiction providing a civic service to road users.
The application service provider shall be responsible for ensuring that the application service system
is correctly installed and performs during day-to-day operation in the same manner as it did when it
was approved. The application service provider shall monitor the operation of the application service
system and shall report malfunctions to the driver, the prime service provider, and if required, to the
jurisdiction. The application service provider shall maintain operational knowledge of the system
to determine its operational state, perform any necessary enhancements and deal efficiently with
malfunctions if they occur.
Where physical maintenance of the IVS is required, the application service provider shall notify
the prime service provider and they shall jointly rectify the problem according to their defined
responsibilities.
It is envisaged that the regulated application servic
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