ISO 21219-17:2023
(Main)Intelligent transport systems — Traffic and travel information via transport protocol experts group, generation 2 (TPEG2) — Part 17: Speed information (TPEG2-SPI)
Intelligent transport systems — Traffic and travel information via transport protocol experts group, generation 2 (TPEG2) — Part 17: Speed information (TPEG2-SPI)
This document defines the TPEG Speed information (SPI) application for reporting speed information for travellers. Speed limits are usually indicated to the driver through roadside signs. Drivers who are aware of the speed limit at all times are more likely to drive safely, which improves road safety. Most speed limit signs are static and remain unchanged for years and are thus available through navigation system map databases. However, there is an increasing number of variable message signs, temporary signing (e.g. for road works) and also changed speed limits which are not yet reflected in the map databases. With the TPEG-SPI application, speed limit information is offered in an accurate way so that different lanes and different vehicle types can be differentiated. TPEG-SPI also allows the drivers to be aware of the current allowed (maximum) speed, by delivering timely information about the current position and values of speed limits to the navigation or driver assistance systems. These data are seen as informational and are intended to be encoded in a compact way to minimize bandwidth consumption. TPEG2-SPI supports direct and indirect speed limits. Direct speed limits are used for signs showing a maximum speed at which a vehicle is allowed to travel. Such speed limit signs can be static or dynamic. Indirect speed limits refer to the speed of other road users. It is primarily the vehicle in front of the own vehicle that is used as a reference.
Systèmes intelligents de transport — Informations sur le trafic et le tourisme via le groupe expert du protocole de transport, génération 2 (TPEG2) — Partie 17: Information de vitesse (TPEG2-SPI)
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INTERNATIONAL ISO
STANDARD 21219-17
First edition
2023-05
Intelligent transport systems — Traffic
and travel information via transport
protocol experts group, generation 2
(TPEG2) —
Part 17:
Speed information (TPEG2-SPI)
Systèmes intelligents de transport — Informations sur le trafic et le
tourisme via le groupe expert du protocole de transport, génération 2
(TPEG2) —
Partie 17: Information de vitesse (TPEG2-SPI)
Reference number
ISO 21219-17:2023(E)
© ISO 2023
---------------------- Page: 1 ----------------------
ISO 21219-17:2023(E)
COPYRIGHT PROTECTED DOCUMENT
© 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: +41 22 749 01 11
Email: copyright@iso.org
Website: www.iso.org
Published in Switzerland
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ISO 21219-17:2023(E)
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 2
4 Abbreviated terms . 2
5 Application specific constraints . .3
5.1 Application identification . 3
5.2 Version number signalling . 3
5.3 Ordered components . . 3
5.4 Extensibility . 3
5.5 TPEG service component frame . 4
6 SPI structure . 4
7 SPI message components .4
7.1 SpeedInformationMessage . 4
7.2 SpeedInformation . 5
7.3 MMCSwitch . 5
7.4 MessageManagementContainerLink . 5
7.5 MMCMasterLink . 6
7.6 MMCPartLink . 6
7.7 LocationReferencingLink . 6
8 SPI datatypes .6
8.1 LaneNumber . 6
8.2 SpeedLimitSegment . 7
9 SPI tables .8
9.1 spi001:SpeedInformationType . 8
9.2 spi002:Context . 9
9.3 spi003:VehicleType . . 10
9.4 spi004:InformationUnit . 11
Annex A (normative) TPEG application, TPEG-binary representation .13
Annex B (normative) TPEG application, tpegML representation.18
Annex C (informative) Speed limit road signs (examples) .24
Annex D (informative) Modelling examples .25
Bibliography .35
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ISO 21219-17:2023(E)
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 21219 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.
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ISO 21219-17:2023(E)
Introduction
0.1 History
TPEG technology was originally proposed by the European Broadcasting Union (EBU) Broadcast
Management Committee, who established the B/TPEG project group in the autumn of 1997 with a brief
to develop, as soon as possible, a new protocol for broadcasting traffic and travel-related information in
the multimedia environment. TPEG technology, its applications and service features were designed to
enable travel-related messages to be coded, decoded, filtered and understood by humans (visually and/
or audibly in the user’s language) and by agent systems. Originally, a byte-oriented data stream format,
which can be carried on almost any digital bearer with an appropriate adaptation layer, was developed.
Hierarchically structured TPEG messages from service providers to end-users were designed to
transfer information from the service provider database to an end-user’s equipment.
One year later, in December 1998, the B/TPEG group produced its first EBU specifications. Two
documents were released. Part 2 (TPEG-SSF, which became ISO/TS 18234-2) described the syntax,
semantics and framing structure which was used for all TPEG applications. Meanwhile, Part 4 (TPEG-
RTM, which became ISO/TS 18234-4) described the first application for road traffic messages.
Subsequently, in March 1999, CEN/TC 278, in conjunction with ISO/TC 204, established a group
comprising members of the former EBU B/TPEG and this working group continued development
work. Further parts were developed to make the initial set of four parts, enabling the implementation
of a consistent service. Part 3 (TPEG-SNI, later ISO/TS 18234-3) described the service and network
information application used by all service implementations to ensure appropriate referencing from
one service source to another.
Part 1 (TPEG-INV, later ISO/TS 18234-1) completed the series by describing the other parts and their
relationship; it also contained the application IDs used within the other parts. Additionally, Part 5, the
public transport information application (TPEG-PTI, later ISO/TS 18234-5), was developed. The so-
called TPEG-LOC location referencing method, which enabled both map-based TPEG-decoders and non-
map-based ones to deliver either map-based location referencing or human-readable text information,
was issued as ISO/TS 18234-6 to be used in association with the other applications of parts of the
ISO 18234 series to provide location referencing.
The ISO 18234 series has become known as TPEG Generation 1.
0.2 TPEG Generation 2
When the Traveller Information Services Association (TISA), derived from former forums, was
inaugurated in December 2007, TPEG development was taken over by TISA and continued in the TPEG
applications working group.
It was about this time that the (then) new Unified Modelling Language (UML) was seen as having major
advantages for the development of new TPEG applications in communities who would not necessarily
have the binary physical format skills required to extend the original TPEG TS work. It was also realized
that the XML format for TPEG described within the ISO 24530 series (now superseded) had a greater
significance than previously foreseen, especially in the content-generation segment, and that keeping
two physical formats in synchronism, in different standards series, would be rather difficult.
As a result, TISA set about the development of a new TPEG structure that would be UML-based. This has
subsequently become known as TPEG Generation 2 (TPEG2).
TPEG2 is embodied in the ISO 21219 series and it comprises many parts that cover an introduction,
rules, toolkit and application components. TPEG2 is built around UML modelling and has a core of
rules that contain the modelling strategy covered in ISO 21219-2, ISO 21219-3 and ISO 21219-4 and the
conversion to two current physical formats: binary (see Annex A) and XML (see Annex B); others can
be added in the future. TISA uses an automated tool to convert from the agreed UML model XMI file
directly into an MS Word document file, to minimize drafting errors; this file forms the annex for each
physical format.
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ISO 21219-17:2023(E)
TPEG2 has a three-container conceptual structure: message management (ISO 21219-6), application
(several parts) and location referencing (ISO/TS 21219-7). This structure has flexible capability and
can accommodate many differing use cases that have been proposed within the TTI sector and wider
for hierarchical message content.
TPEG2 also has many location referencing options as required by the service provider community, any
of which may be delivered by vectoring data included in the location referencing container.
The following classification provides a helpful grouping of the different TPEG2 parts according to their
intended purpose. Note that the list below is potentially incomplete, as there is the possibility that new
TPEG2 parts will be introduced after the publication of this document.
— Toolkit parts: TPEG2-INV (ISO 21219-1), TPEG2-UML (ISO 21219-2), TPEG2-UBCR (ISO 21219-3),
TPEG2-UXCR (ISO 21219-4), TPEG2-SFW (ISO 21219-5), TPEG2-MMC (ISO 21219-6), TPEG2-LRC
(ISO/TS 21219-7).
— Special applications: TPEG2-SNI (ISO 21219-9), TPEG2-CAI (ISO 21219-10), TPEG2-LTE
(ISO/TS 21219-24).
— Location referencing: TPEG2-OLR (ISO/TS 21219-22), TPEG2-GLR (ISO/TS 21219-21), TPEG2-TLR
(ISO 17572-2), TPEG2-DLR (ISO 17572-3).
— Applications: TPEG2-PKI (ISO 21219-14), TPEG2-TEC (ISO 21219-15), TPEG2-FPI (ISO 21219-16),
TPEG2-SPI (ISO 21219-17 - this document), TPEG2-TFP (ISO 21219-18), TPEG2-WEA (ISO 21219-19),
TPEG2-RMR (ISO/TS 21219-23), TPEG2-EMI (ISO/TS 21219-25), TPEG2-VLI (ISO/TS 21219-26).
TPEG2 has been developed to be broadly (but not totally) backward compatible with TPEG1 to assist in
transitions from earlier implementations, while not hindering the TPEG2 innovative approach and being
able to support many new features, such as dealing with applications with both long-term, unchanging
content and highly dynamic content, such as parking information.
This document is based on the TISA specification technical/editorial version reference:
SP19005/1.0/001.
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INTERNATIONAL STANDARD ISO 21219-17:2023(E)
Intelligent transport systems — Traffic and travel
information via transport protocol experts group,
generation 2 (TPEG2) —
Part 17:
Speed information (TPEG2-SPI)
1 Scope
This document defines the TPEG Speed information (SPI) application for reporting speed information
for travellers. Speed limits are usually indicated to the driver through roadside signs. Drivers who are
aware of the speed limit at all times are more likely to drive safely, which improves road safety. Most
speed limit signs are static and remain unchanged for years and are thus available through navigation
system map databases. However, there is an increasing number of variable message signs, temporary
signing (e.g. for road works) and also changed speed limits which are not yet reflected in the map
databases.
With the TPEG-SPI application, speed limit information is offered in an accurate way so that different
lanes and different vehicle types can be differentiated. TPEG-SPI also allows the drivers to be aware
of the current allowed (maximum) speed, by delivering timely information about the current position
and values of speed limits to the navigation or driver assistance systems. These data are seen as
informational and are intended to be encoded in a compact way to minimize bandwidth consumption.
TPEG2-SPI supports direct and indirect speed limits. Direct speed limits are used for signs showing a
maximum speed at which a vehicle is allowed to travel. Such speed limit signs can be static or dynamic.
Indirect speed limits refer to the speed of other road users. It is primarily the vehicle in front of the own
vehicle that is used as a reference.
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 21219-1, Intelligent transport systems — Traffic and travel information (TTI) via transport protocol
experts group, generation 2 (TPEG2) — Part 1: Introduction, numbering and versions (TPEG2-INV)
ISO 21219-3, Intelligent transport systems — Traffic and travel information (TTI) via transport protocol
experts group, generation 2 (TPEG2) — Part 3: UML to binary conversion rules (TPEG2-UBCR)
ISO 21219-4, Intelligent transport systems — Traffic and travel information (TTI) via transport protocol
experts group, generation 2 (TPEG2) — Part 4: UML to XML conversion rules
ISO 21219-5, Intelligent transport systems — Traffic and travel information (TTI) via transport protocol
experts group, generation 2 (TPEG2) — Part 5: Service framework (TPEG2-SFW)
ISO 21219-9, Intelligent transport systems — Traffic and travel information (TTI) via transport protocol
experts group, generation 2 (TPEG2) — Part 9: Service and network information (TPEG2-SNI)
ISO 21219-15, Intelligent transport systems — Traffic and travel information (TTI) via transport protocol
experts group, generation 2 (TPEG2) — Part 15: Traffic event compact (TPEG2-TEC)
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ISO 21219-17:2023(E)
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
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/
3.1
speed limit
maximum (or, in some cases, minimum) speed at which road vehicles may legally travel on particular
stretches of road
4 Abbreviated terms
For the purposes of this document, the abbreviated terms given in ISO 21219-1, ISO 21219-9,
ISO 21219-15 and the following apply.
ADC application data container
AID application identification
CEN Comité Européen de Normalisation
EBU European Broadcasting Union
ISO International Organization for Standardization
ITS intelligent transport systems
LRC location referencing container
MMC message management container
OSI open systems interconnection
SID TPEG service ID
SFW TPEG service framework
SNI service and network information
TISA traveller information services association
TPEG transport protocol expert group
TMC traffic message channel
TTI traffic and traveller information
UML unified modelling language
XML extensible markup language
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ISO 21219-17:2023(E)
5 Application specific constraints
5.1 Application identification
The word “application” is used in the TPEG specifications to describe specific subsets of the TPEG
structure. An application defines a limited vocabulary for a certain type of messages, for example,
parking information or road traffic information. Each TPEG application is assigned a unique number,
called the application identity (AID). An AID number is defined in ISO 21219-1 whenever a new
application is developed.
The AID number is used within the TPEG2-SNI application (ISO 21219-9) to indicate how to process
TPEG content. It facilitates the routing of information to the appropriate application decoder.
5.2 Version number signalling
Version numbering is used to track the separate versions of an application through its development and
deployment. The differences between these versions can have an impact on client devices.
The version numbering principle is defined in ISO 21219-1.
Table 1 shows the current version numbers for signalling SPI within the SNI application.
Table 1 — Current version numbers for signalling of SPI
major version number 1
minor version number 1
5.3 Ordered components
TPEG2-SPI requires a fixed order of TPEG components. The order for the SPI message component
is shown in Figure 1. The first component shall be the MMC. This shall be the only component if the
message is a cancellation message. Otherwise, the MMC component shall be followed by the one or more
ADC component(s) which includes the application-specific information.
Figure 1 — Composition of TPEG messages
5.4 Extensibility
The requirement of a fixed component order does not affect the extension of TPEG2-SPI. Future
application extensions may insert new components or may replace existing components by new
ones without losing backward compatibility, i.e. a TPEG2-SPI decoder shall be able to detect and skip
unknown components.
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ISO 21219-17:2023(E)
5.5 TPEG service component frame
TPEG2-SPI shall use the "service component frame with dataCRC and messageCount" conforming to
ISO 21219-5.
6 SPI structure
The structure of SPI messages is shown in Figure 2. Annex A and Annex B specify respectively the
binary format and XML format of the TPEG2-SPI application for use in transmission.
Annex C provides examples for speed limit signs and Annex D provides modelling examples for the SPI
application.
Figure 2 — SPI message structure
7 SPI message components
7.1 SpeedInformationMessage
A SpeedInformationMessage includes the message management container with management
information related to the overall message. To transfer the actual payload, a simple speed information
data container is provided. This container includes all speed information related to a location which is
provided in a dedicated location referencing container.
Table 2 defines the SpeedInformationMessage component.
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ISO 21219-17:2023(E)
Table 2 — SpeedInformationMessage
Name Type Multiplic- Description
ity
Ordered components
mmt MMCSwitch 1 Message management container.
speedInfo SpeedInformation 0.1 Describes the speed information.
location LocationReferencingLink 0.1 Location referencing container (always included
except for cancellation of a message and partial
updates).
7.2 SpeedInformation
The speed information component provides information on the speed information type and additional
attributes. It contains more detailed information about the limit itself and the affected parts of the
location.
Speed limits can have start and stop time. Context and information about the source of the information
may be provided on the background of the speed limit information.
Table 3 defines the SpeedInformation component.
Table 3 — SpeedInformation
Name Type Multiplic- Description
ity
spiType spi001: SpeedInformationType 1 The speed information type shall provide
information on the general sort of a speed
limit message.
speedLimitSegment SpeedLimitSegment 1.* SpeedLimitSegments should be ordered with
an increasing speedLimitStartOffset and in
case of the same start offset the order should
consider increased lane numbers.
informationUnit s pi 0 0 4 : I n f or m a t ionUn i t 0.1 The information unit provides the unit in
which the speed limit information provided
in this message is dimensioned.
The information unit may be omitted for the
end of a speed limit.
startTime DateTime 0.1 n.a.
stopTime DateTime 0.1 n.a.
source ShortString 0.* Information about the source of this speed
limit. The source may be a “C-ITS authority
[3]
data set” (see ISO/TS 17426).
context spi002: Context 0.1 The context can provide additional infor-
mation to the driver for understanding the
reason for this restriction.
7.3 MMCSwitch
The MMCSwitch component is a placeholder for the MessageManagementContainerLink,
MMCMasterLink and MMCPartLink.
7.4 MessageManagementContainerLink
The MMCLink component is used only if all information of a SpeedInformationMessage is transmitted
within one complete message.
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ISO 21219-17:2023(E)
7.5 MMCMasterLink
The MMCMasterLink component is used in combination with MMCPartLink components to link static
and dynamic parts of a message that are transmitted independently.
7.6 MMCPartLink
MMCPartLink components are used in combination with an MMCMasterLink component to link static
and dynamic parts of a message that are transmitted independently.
7.7 LocationReferencingLink
The LocationReferenceLink component is a placeholder for the LocationReferencingContainer (LRC).
It assigns the SPI application a specific local component ID for the LRC container. All component IDs
within the LRC container are local to the LRC toolkit.
The component contains all information describing the location where the speed limit values are
valid. It specifies a starting point and a route to which the SpeedInformation refers by giving offsets to
indicate the exact position of a speed limit gantry along such a route.
It is allowed to use a flag indicating that both sides of the route are affected (both directions) in case
the LRM supports it and the speed information provided in the ADC is identical for both directions. An
example of how such a case can be encoded is provided in the modelling examples in Annex D.
8 SPI datatypes
8.1 LaneNumber
Lane numbering is a way to address each lane of a road stretch individually. It assigns each lane a
unique number until the physical road layout changes. A physical road layout changes in cases where
new lanes start or existing lanes end.
The lane numbering schema should follow these rules.
a) Lanes are numbered from the curb to the middle of the road. Right-hand traffic lanes are therefore
numbered from the right to the left relating to the driving direction. Left-hand traffic lanes are
numbered from left to right relating to the driving direction.
b) The lowest possible number is 0 and only consecutive integer numbers are used.
c) The hard shoulder is always number 0:
1) this is the leftmost lane in case of left-hand driving (if exists);
2) this is the rightmost lane in case of right-hand driving (if exists);
3) additional hard shoulders are numbered consecutively (also applicable for hard shoulders next
to the divider).
d) The first drivable lane for vehicles is number 1. This is applicable in case of no hard shoulder or just
one hard shoulder.
e) All lanes which are physically available, count.
f) Lanes which are temporarily closed or opened keep their original number.
g) If the physical layout changes then the location shall be split.
h) Lane numbers are per driving direction.
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ISO 21219-17:2023(E)
i) In case of overlapping lanes (3 lanes with the middle lane drivable from both directions, or a single
physical lane drivable from both directions) the lane which is drivable from both directions counts
from both directions.
Table 4 defines the LaneNumber datatype.
Table 4 — LaneNumber
Name Type Multiplic- Description
ity
a
hardShoulder Boolean 1 true, if the hard shoulder exists and is selected .
lane1 Boolean 1 true, if t
...
DRAFT INTERNATIONAL STANDARD
ISO/DIS 21219-17
ISO/TC 204 Secretariat: ANSI
Voting begins on: Voting terminates on:
2022-05-02 2022-07-25
Intelligent transport systems — Traffic and travel
information via transport protocol experts group,
generation 2 (TPEG2) —
Part 17:
Speed information (TPEG2-SPI)
Systèmes intelligents de transport — Informations sur le trafic et le tourisme via le groupe expert du
protocole de transport, génération 2 (TPEG2) —
Partie 17: Information de vitesse (TPEG2-SPI)
ICS: 35.240.60; 03.220.01; 03.220.20
THIS DOCUMENT IS A DRAFT CIRCULATED
FOR COMMENT AND APPROVAL. IT IS
THEREFORE SUBJECT TO CHANGE AND MAY
This document is circulated as received from the committee secretariat.
NOT BE REFERRED TO AS AN INTERNATIONAL
STANDARD UNTIL PUBLISHED AS SUCH.
IN ADDITION TO THEIR EVALUATION AS
BEING ACCEPTABLE FOR INDUSTRIAL,
TECHNOLOGICAL, COMMERCIAL AND
USER PURPOSES, DRAFT INTERNATIONAL
STANDARDS MAY ON OCCASION HAVE TO
BE CONSIDERED IN THE LIGHT OF THEIR
POTENTIAL TO BECOME STANDARDS TO
WHICH REFERENCE MAY BE MADE IN
Reference number
NATIONAL REGULATIONS.
ISO/DIS 21219-17:2022(E)
RECIPIENTS OF THIS DRAFT ARE INVITED
TO SUBMIT, WITH THEIR COMMENTS,
NOTIFICATION OF ANY RELEVANT PATENT
RIGHTS OF WHICH THEY ARE AWARE AND TO
PROVIDE SUPPORTING DOCUMENTATION. © ISO 2022
---------------------- Page: 1 ----------------------
ISO/DIS 21219-17:2022(E)
COPYRIGHT PROTECTED DOCUMENT
© ISO 2022
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: +41 22 749 01 11
Email: copyright@iso.org
Website: www.iso.org
Published in Switzerland
ii
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ISO/DIS 21219-17:2022(E)
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Terms and Definitions .2
4 Abbreviated Terms . 2
5 Application specific constraints . .2
5.1 Application identification . 2
5.2 Version number signalling . 3
5.3 Ordered Components . 3
5.4 Extensibility . 3
5.5 TPEG Service Component Frame . 3
6 SPI Structure . 4
7 SPI Message components . .4
7.1 SpeedInformationMessage . 4
7.2 SpeedInformation . 5
7.3 MMCSwitch . 5
7.4 MessageManagementContainerLink . 5
7.5 MMCMasterLink . 5
7.6 MMCPartLink . 5
7.7 LocationReferencingLink . 6
8 SPI Datatypes .6
8.1 LaneNumber . 6
8.2 SpeedLimitSegment . 7
9 SPI Tables .8
9.1 spi001:SpeedInformationType . 8
9.2 spi002:Context . 9
9.3 spi003:VehicleType . . 10
9.4 spi004:InformationUnit . 11
Annex A (normative) TPEG application, TPEG-Binary Representation .13
Annex B (normative) TPEG application, tpegML Representation .18
Annex C (informative) Speed limit road signs (examples) .24
Annex D (informative) Modelling examples .25
Bibliography .33
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ISO/DIS 21219-17:2022(E)
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 21219 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.
iv
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ISO/DIS 21219-17:2022(E)
Introduction
0.1 History
TPEG technology was originally proposed by the European Broadcasting Union (EBU) Broadcast
Management Committee, who established the B/TPEG project group in the autumn of 1997 with a brief
to develop, as soon as possible, a new protocol for broadcasting traffic and travel-related information
in the multimedia environment. TPEG technology, its applications and service features were designed
to enable travel-related messages to be coded, decoded, filtered and understood by humans (visually
and/or audibly in the user’s language) and by agent systems. Originally, a byte-oriented data stream
format, which may be carried on almost any digital bearer with an appropriate adaptation layer,
was developed. Hierarchically structured TPEG messages from service providers to end-users were
designed to transfer information from the service provider database to an end-user’s equipment.
One year later, in December 1998, the B/TPEG group produced its first EBU specifications. Two
documents were released. Part 2 (TPEG-SSF, which became ISO/TS 18234-2) described the syntax,
semantics and framing structure, which was used for all TPEG applications. Meanwhile, Part 4 (TPEG-
RTM, which became ISO/TS 18234-4) described the first application for road traffic messages.
Subsequently, in March 1999, CEN/TC 278, in conjunction with ISO/TC 204, established a group
comprising members of the former EBU B/TPEG and this working group continued development work.
Further parts were developed to make the initial set of four parts, enabling the implementation of a
consistent service. Part 3 (TPEG-SNI, ISO/TS 18234-3) described the service and network information
application used by all service implementations to ensure appropriate referencing from one service
source to another.
Part 1 (TPEG-INV, ISO/TS 18234-1) completed the series by describing the other parts and their
relationship; it also contained the application IDs used within the other parts. Additionally, Part 5, the
public transport information application (TPEG-PTI, ISO/TS 18234-5), was developed. The so-called
TPEG-LOC location referencing method, which enabled both map-based TPEG-decoders and non-map-
based ones to deliver either map-based location referencing or human readable text information, was
issued as ISO/TS 18234-6 to be used in association with the other applications parts of the ISO/TS 18234
series to provide location referencing.
The ISO/TS 18234 series has become known as TPEG Generation 1.
0.2 TPEG Generation 2
When the Traveller Information Services Association (TISA), derived from former forums, was
inaugurated in December 2007, TPEG development was taken over by TISA and continued in the TPEG
applications working group.
It was about this time that the (then) new Unified Modelling Language (UML) was seen as having major
advantages for the development of new TPEG applications in communities who would not necessarily
have binary physical format skills required to extend the original TPEG TS work. It was also realized
that the XML format for TPEG described within the ISO/TS 24530 series (now superseded) had a greater
significance than previously foreseen, especially in the content-generation segment and that keeping
two physical formats in synchronism, in different standards series, would be rather difficult.
As a result, TISA set about the development of a new TPEG structure that would be UML based. This has
subsequently become known as TPEG Generation 2.
TPEG2 is embodied in the ISO/TS 21219 series and it comprises many parts that cover introduction,
rules, toolkit and application components. TPEG2 is built around UML modelling and has a core of rules
that contain the modelling strategy covered in ISO/TS 21219-2, ISO/TS 21219-3 and ISO/TS 21219-4
and the conversion to two current physical formats: binary and XML; others could be added in the
future. TISA uses an automated tool to convert from the agreed UML model XMI file directly into an MS
Word document file, to minimize drafting errors, that forms the annex for each physical format.
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TPEG2 has a three container conceptual structure: message management (ISO/TS 21219-6), application
(several parts) and location referencing (ISO/TS 21219-7). This structure has flexible capability and
can accommodate many differing use cases that have been proposed within the TTI sector and wider
for hierarchical message content.
TPEG2 also has many location referencing options as required by the service provider community, any
of which may be delivered by vectoring data included in the location referencing container.
The following classification provides a helpful grouping of the different TPEG2 parts according to their
intended purpose.
— Toolkit parts: TPEG2-INV (ISO/TS 21219-1), TPEG2-UML (ISO 21219-2), TPEG2-UBCR (ISO 21219-3),
TPEG2-UXCR (ISO 21219-4), TPEG2-SFW (ISO 21219-5), TPEG2-MMC (ISO 21219-6), TPEG2-LRC
(ISO/TS 21219-7), TPEG2-LTE (ISO/TS 21219-24).
— Special applications: TPEG2-SNI (ISO/TS 21219-9), TPEG2-CAI (ISO/TS 21219-10).
— Location referencing: TPEG2-GLR (ISO/TS 21219-21), TPEG2-OLR (ISO/TS 21219-22).
— Applications: TPEG2-PKI (ISO/TS 21219-14), TPEG2-TEC (ISO/TS 21219-15), TPEG2-FPI
(ISO/TS 21219-16), TPEG2-SPI (ISO 21219-17 this document), TPEG2-TFP (ISO 21219-18), TPEG2-
WEA (ISO/TS 21219-19), TPEG2-RMR (ISO/TS 21219-23), TPEG2-EMI (ISO/TS 21219-25), TPEG2-
VLI (ISO/TS 21219-26).
TPEG2 has been developed to be broadly (but not totally) backward compatible with TPEG1 to assist
in transitions from earlier implementations, while not hindering the TPEG2 innovative approach and
being able to support many new features, such as dealing with applications having both long-term,
unchanging content and highly dynamic content, such as parking information.
This document is based on the TISA specification technical/editorial version reference:
SP19005/1.0/001.
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DRAFT INTERNATIONAL STANDARD ISO/DIS 21219-17:2022(E)
Intelligent transport systems — Traffic and travel
information via transport protocol experts group,
generation 2 (TPEG2) —
Part 17:
Speed information (TPEG2-SPI)
1 Scope
Speed limits are usually indicated to the driver through roadside signs. Drivers who are aware of the
speed limit at all times are more likely to drive safely, which improves road safety. Most speed limit
signs are static and remain for years and are thus available through navigation system map databases.
However, there is an increasing number of variable message signs, temporary signing (e.g. for road
works) and also changed speed limits which are not reflected in the map databases yet. Speed limit
information is offered in an accurate way so that different lanes and different vehicle types can be
differentiated.
TPEG Speed Information allows the drivers to be aware of the current allowed (maximum) speed, by
delivering timely information about the current position and values of speed limits to the navigation or
driver assistance systems. The data is seen as informational and will be encoded in a compact way to
minimize bandwidth consumption.
TPEG2-SPI supports direct and indirect speed limits. Direct speed limits are used for signs showing a
maximum speed a vehicle is allowed to travel. Such speed limit signs can be static or dynamic. Indirect
speed limits are referring to the speed of other road users. Mostly the vehicle in front of the own vehicle
is used as a reference.
2 Normative references
The following referenced documents are indispensable for the application 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/TS 21219-1, Intelligent transport systems — Traffic and travel information (TTI) via transport protocol
experts group, generation 2 (TPEG2) — Part 1: Introduction, numbering and versions (TPEG2-INV)
ISO/TS 21219-3, Intelligent transport systems (ITS)- Traffic and travel information (TTI) via transport
protocol experts group, generation 2 (TPEG2) - Part 3: UML to binary conversion rules (TPEG2-UBCR)
ISO/TS 21219-4, Intelligent transport systems (ITS)- Traffic and travel information (TTI) via transport
protocol experts group, generation 2 (TPEG2) - Part 4: UML to XML conversion rules (TPEG2-UXCR)
ISO/TS 21219-5, Traffic and travel information (TTI) via transport protocol experts group, generation 2
(TPEG2) - Part 5:TPEG service framework (TPEG2-SFW)
ISO/TS 21219-9, Intelligent transport systems — Traffic and travel information (TTI) via transport
protocol experts group, generation 2 (TPEG2) — Part 9: Service and network information (TPEG2-SNI)
CEN ISO/TS 17426:2016 Intelligent transport systems - Cooperative systems - Contextual speeds
ISO 3833:1977, Road vehicles — Types — Terms and definitions
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3 Terms and Definitions
For the purposes of this document, the following terms and definitions apply.
3.1
speed limit
Maximum (or minimum in some cases) speed at which road vehicles may legally travel on particular
stretches of road
4 Abbreviated Terms
ACID Application and Content Identifier
ADC Application Data Container
AID Application IDentification
CEN Comité Européen de Normalisation
EBU European Broadcasting Union
ISO International Organization for Standardization
ITS Intelligent Transport Systems
LRC Location Referencing Container
MMC Message Management Container
OSI Open Systems Interconnection
SID TPEG Service ID
SFW TPEG Service Framework
SNI Service and Network Information
TISA Traveller Information Services Association
TPEG Transport Protocol Expert Group
TMC Traffic Message Channel
TTI Traffic and Traveller Information
UML Unified Modeling Language
XML eXtensible Markup Language
5 Application specific constraints
5.1 Application identification
The word 'application' is used in the TPEG specifications to describe specific subsets of the TPEG
structure. An application defines a limited vocabulary for a certain type of messages, for example
parking information or road traffic information. Each TPEG application is assigned a unique number,
called the Application IDentification (AID). An AID is defined whenever a new application is developed
and these are all listed in ISO/TS 21219-1.
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The application identification number is used within the TPEG2-SNI application (ISO/TS 21219-9) to
indicate how to process TPEG content and facilitates the routing of information to the appropriate
application decoder.
5.2 Version number signalling
Version numbering is used to track the separate versions of an application through its development and
deployment. The differences between these versions may have an impact on client devices.
The version numbering principle is defined in ISO/TS 21219-1.
Table 1 shows the current version numbers for signalling SPI within the SNI application:
Table 1 — Current version numbers for signalling of SPI
major version number 1
minor version number 1
5.3 Ordered Components
TPEG2-SPI requires a fixed order of TPEG components. The order for the SPI message component is
shown in Figure 1; the first component shall be the Message Management Container. This shall be the
only component if the message is a cancellation message. Otherwise, the MMC component shall be
followed by the one or more Application Data Container component(s) which includes the application-
specific information.
Figure 1 — Composition of TPEG messages
5.4 Extensibility
The requirement of a fixed component order does not affect the extension of TPEG2-SPI. Future
application extensions may insert new components or may replace existing components by new
ones without losing backward compatibility, i.e. a TPEG2-SPI decoder shall be able to detect and skip
unknown components.
5.5 TPEG Service Component Frame
TPEG2-SPI makes use of the "Service Component Frame with dataCRC and messageCount" according to
ISO 21219-5.
Note This service is only advisory. In all circumstances, drivers are obliged to adhere to applicable legal
regulations. e.g. in some countries, altered speed limits apply in different environmental conditions.
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6 SPI Structure
The structure of SPI messages is shown in Figure 2.
Figure 2 — SPI message structure
7 SPI Message components
7.1 SpeedInformationMessage
A SpeedInformationMessage includes the message management container with management
information related to the overall message. To transfer the actual payload a simple speed information
data container is provided. This container includes all speed information related to a location which is
provided in a dedicated location referencing container.
Table 2 defines the SpeedInformationMessage component.
Table 2 — SpeedInformationMessage
Name Type Multiplic- Description
ity
Ordered Components
mmt MMCSwitch 1 Message Management Container
speedInfo SpeedInformation 0.1 Describes the speed information.
location LocationReferencingLink 0.1 Location Referencing Container (always included
except for cancellation of a message and partial
updates)
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7.2 SpeedInformation
The speed information component provides information on the speed information type and additional
attributes. It contains more detailed information about the limit itself and the affected parts of the
location.
Speed limits may have start and stop time. A context and information about the source of the information
may be provided on the background of the speed limit information.
Table 3 defines the SpeedInformation component.
Table 3 — SpeedInformation
Name Type Multiplic- Description
ity
spiType spi001: SpeedInformationType 1 The speed information type shall provide
information on the general sort of a speed
limit message.
speedLimitSegment SpeedLimitSegment 1.* SpeedLimitSegments should be ordered with
an increasing speedLimitStartOffset and in
case of the same start offset the order should
consider increased lane numbers.
informationUnit s pi 0 0 4 : I n f or m a t ionUn i t 0.1 The information unit provides the unit in
which the speed limit information provided
in this message is dimensioned.
The information unit may be omitted for the
end of a speed limit.
startTime DateTime 0.1 n.a.
stopTime DateTime 0.1 n.a.
source ShortString 0.* Information about the source of this speed
limit. The source may be a “C-ITS authority
data set” (see CEN ISO/TS 17426:2016)
context spi002: Context 0.1 The context may provide additional informa-
tion to the driver to understand the reason-
ing of this restriction.
7.3 MMCSwitch
The MMCSwitch component is a placeholder for the MessageManagementContainerLink,
MMCMasterLink and MMCPartLink.
7.4 MessageManagementContainerLink
The MMCLink component is used only if all information of a SpeedInformationMessage is transmitted
within one complete message.
7.5 MMCMasterLink
The MMCMasterLink component is used in combination with MMCPartLink components to link static
and dynamic parts of a message that are transmitted independently.
7.6 MMCPartLink
MMCPartLink components are used in combination with an MMCMasterLink component to link static
and dynamic parts of a message that are transmitted independently.
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7.7 LocationReferencingLink
The LocationReferenceLink component is a placeholder for the LocationReferencingContainer (LRC).
It assigns the SPI application a specific local component ID for the LRC container. All component IDs
within the LRC container are local to the LRC toolkit.
The component contains all information describing the location where the speed limit values are valid.
It specifies a starting point and a route to which the SpeedInformation refers to by giving offsets to
indicate the exact position of a speed limit gantry along such a route.
It is allowed to use a flag indicating that both sides of the route are affected (both directions) in case
the LRM supports it and the speed information provided in the ADC is identical for both directions. An
example how such a case might be encoded is provided in modelling examples.
8 SPI Datatypes
8.1 LaneNumber
Lane numbering is a way to address each lane of a road stretch individually and assigns each lane a
unique number until the physical road layout changes. A physical road layout changes in cases where
new lanes start or existing lanes end.
The lane numbering schema should follow these rules:
Rule 1. Lanes are numbered from the curb to the middle of the road.
Right hand traffic lanes are therefore numbered from the right to the left relating to the
driving direction. Left hand traffic lanes are numbered from left to right relating to the
driving direction.
Rule 2. The lowest possible number is 0 and only consecutive integer numbers are used.
Rule 3. Hard shoulder is always number 0
a. Leftmost lane in case of left hand driving (if exists)
b. Rightmost lane in case of right hand driving (if exists)
c. Additional hard shoulders are numbered consecutively (also applicable for hard shoul-
ders next to the divider)
Rule 4. First drivable lane for vehicles is number 1
Applicable in case of no hard shoulder or just one hard shoulder
Rule 5. All lanes which are physically available, count
Rule 6. Lanes, which are temporarily closed or opened, keep their original number
Rule 7. If physical layout changes then the location must be split.
Rule 8. Lane numbers are per driving direction.
Rule 9. In case of overlapping lanes (3 lanes with the middle lane drivable from both directions, or
a single physical lane drivable from both directions) the lane which is drivable from both
directions counts from both directions.
Table 4 defines the LaneNumber datatype.
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Table 4 — Lane
...
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