ISO/FDIS 23098-1

• Abstract:

  This document describes a basic role model of smart city mobility monitoring and services by data sharing platform as a common platform for smart city instantiation. It provides a paradigm describing: a) a framework architecture for the provision of a mobility monitoring service b) a description of the concept of operations, and the role models c) a conceptual architecture between actors involved in the provision/receipt of mobility monitoring service applications d) references for the key documents on which the architecture is based e) a taxonomy of the organization of generic procedures. scope is specialized in defining the requirements of the basic role and functional model of service for the introduction of mobility monitoring services including infrastructure facilities to support mobility in urban and rural areas In-vehicle control system is not in scope of this document. This document is describing the scope limited to the mobility monitoring services using physical and digital infrastructure. The physical infrastructure facilities are, for example, battery charging facility, dynamic charging facility for battery electric vehicle, physical infrastructure markings, physical traffic regulation signs, mobility monitoring facility, emergency responding service support facility, traffic operation control centre facility, fee collection service facility such as road usage fee, battery EV charging facility, online reservation and online mobility usage fee payment facility, other infrastructure platform facility to support mobility monitoring services. This document can contribute to the development of future mobility monitoring service business cases other than system service described within this document.

• Status: Not Published
• ICS: 13.020.20 - Environmental economics. Sustainability
• ICS: 35.240.60 - IT applications in transport
• Technical Committee: ISO/TC 268/SC 2 - Sustainable cities and communities - Sustainable mobility and transportation
• Drafting Committee: ISO/TC 268/SC 2 - Sustainable cities and communities - Sustainable mobility and transportation
• Current Stage: 5020 - FDIS ballot initiated: 2 months. Proof sent to secretariat
• Start Date: 11-Aug-2026
• Completion Date: 11-Aug-2026

Overview

ISO/FDIS 23098-1: Sustainable mobility and transportation - Mobility monitoring and services by data sharing platform - Part 1: Role model is an international standard developed by ISO to guide the implementation and management of mobility monitoring and service platforms within smart cities and rural environments. This document establishes a unified framework architecture and conceptual model for data-driven mobility monitoring services, supporting sustainable and efficient transportation systems. Emphasizing collaboration and interoperability, ISO/FDIS 23098-1 enables cities and communities to leverage both physical and digital infrastructure to enhance their urban mobility solutions, support service evolution, and facilitate better decision-making through data sharing.

Key Topics

• Framework Architecture: Describes an architectural model for implementing mobility monitoring, serving as a common reference for all stakeholders.
• Role Models and Operations: Provides a detailed description of operational concepts, actor roles, and functional interactions in mobility monitoring services.
• Data Sharing Platforms: Explains the importance of integrating diverse data sources-such as sensors, public transport, and user devices-into a unified data sharing platform for improved mobility management.
• Taxonomy and Procedures: Outlines generic procedures and organizational structures relevant to both urban and rural mobility services, supporting future service evolution.
• Physical & Digital Infrastructure: Focuses on supporting facilities including charging stations, regulation signs, traffic control centers, payment platforms, and emergency response that underpin mobility monitoring services.
• Service Evolution: Covers the classification of mobility services and the roadmap from current emerging solutions toward fully connected, automated transportation.

Applications

Adopting ISO/FDIS 23098-1 delivers practical benefits across the mobility ecosystem, specifically for:

• City Planners and Municipalities: Supports the design and deployment of interoperable, scalable smart city mobility solutions by providing a baseline for data integration and service delivery.
• Transport Service Providers: Enables efficient operation and management of multimodal transport systems through seamless data sharing, real-time monitoring, and optimization.
• Technology Vendors: Offers a common standards-based interface for integrating vehicles, infrastructure, and mobility services, accelerating technology adoption and system interoperability.
• Public Agencies and Regulators: Facilitates the supervision, audit, and certification of transport services, infrastructure, and service providers in compliance with international best practices.
• Mobility Users: Enhances the quality and convenience of mobility services, providing accurate information, optimized routes, and reliable service delivery.
• Emergency Services: Strengthens emergency response capabilities via real-time data access and streamlined communication between control centers and first responders.

The standard is applicable in both urban and rural scenarios, ensuring that smart mobility advancements reach communities of all types.

Related Standards

ISO/FDIS 23098-1 works alongside a suite of international standards to deliver comprehensive sustainable mobility frameworks:

• ISO 23098-2: Focuses on unregulated mobility services.
• ISO 23098-3: Covers regulated service aspects.
• ISO 23098-4: Deals with supplementary roles for regulated services.
• ISO/TC 204 & ISO/TR 4445: Reference standards for mobility service architecture, especially in road transport.
• ISO 37156, ISO 37170, ISO/TS 37172: Standards addressing smart city data integration and sustainable infrastructure.
• Open Geospatial Consortium (OGC) Standards: For geospatial information and systems integration relevant to mobility.

Organizations implementing ISO/FDIS 23098-1 are encouraged to consider these related standards for a holistic and interoperable approach to smart urban mobility and data-driven transportation management. By aligning with this family of standards, stakeholders can advance toward fully integrated, efficient, and user-centered mobility ecosystems.

FINAL DRAFT
International
Standard
ISO/TC 268/SC 2
Sustainable mobility and
Secretariat: JISC
transportation — Mobility
Voting begins on:
monitoring and services by data
2026-08-11
sharing platform —
Voting terminates on:
2026-10-06
Part 1:
Role model
Mobilité et transport durable — Suivi de la mobilité et services
par plate-forme de partage de données —
Partie 1: Modèle de rôle
RECIPIENTS OF THIS DRAFT ARE INVITED TO SUBMIT,
WITH THEIR COMMENTS, NOTIFICATION OF ANY
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TO BE CONSIDERED IN THE LIGHT OF THEIR POTENTIAL
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MADE IN NATIONAL REGULATIONS.
Reference number
FINAL DRAFT
International
Standard
ISO/TC 268/SC 2
Sustainable mobility and
Secretariat: JISC
transportation — Mobility
Voting begins on:
monitoring and services by data
sharing platform —
Voting terminates on:
Part 1:
Role model
Mobilité et transport durable — Suivi de la mobilité et services
par plate-forme de partage de données —
Partie 1: Modèle de rôle
RECIPIENTS OF THIS DRAFT ARE INVITED TO SUBMIT,
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ii
Contents Page
Foreword .v
Introduction .vi
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Abbreviated terms . 1
5 Gap and overlap analysis . 2
6 Mobility provisioning service classification and service evolution. 2
6.1 Service classification of mobility service .2
6.2 Service evolution of mobility service .2
7 Mobility monitoring leads to sustainable mobility service provisioning . 3
8 Shared data platform support for mobility service role and functional model . 4
9 Role and function model . 4
9.1 Objective.4
9.2 National variations .5
9.3 Basic role model architecture .5
9.3.1 General .5
9.3.2 Smart city sensor data . . .5
9.3.3 3D HD point cloud map .6
9.3.4 Digital infrastructure .6
9.3.5 Mobility supporting facilities . .6
9.3.6 Physical infrastructure .6
9.3.7 Mobility service provider .7
9.3.8 Communications .7
9.3.9 Mobility users .7
9.4 Application layer role and functional model for mobility system .7
9.4.1 General .7
9.4.2 Role and functional model options .10
9.4.3 Certification of service providers .10
9.5 Mobility service role and functional model .10
9.5.1 General .10
9.5.2 Mobility service control centre .10
9.5.3 Mobility service user with nomadic device .10
9.5.4 Transport provider .11
9.5.5 Service vehicle .11
9.5.6 Service mobility recorder . .11
9.5.7 Service vehicle owner .11
9.5.8 Vehicle inspection and certification authority .11
9.5.9 First responders (police and fire fighters) .11
9.5.10 Service supporting infrastructure facilities (physical and digital) .11
9.5.11 Regulator .11
9.5.12 Regional transport authority . 12
9.5.13 Security credentials management system (SCMS) . 12
9.5.14 Traffic management centre . 12
10 Definition of service domains utilizing the data sharing platform .12
10.1 General . 12
10.2 Referenced target use cases . 12
10.2.1 General . 12
10.2.2 Infrastructure operation management .14
10.2.3 Traffic Management . 15
10.2.4 Road traffic management . 15

iii
10.2.5 Enforcement .16
10.2.6 The role of service providers.17
Annex A (informative) Mobility monitoring and services by data sharing platform examples .20
Bibliography .23

iv
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,
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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).
ISO draws attention to the possibility that the implementation of this document may involve the use of (a)
patent(s). ISO takes no position concerning the evidence, validity or applicability of any claimed patent
rights in respect thereof. As of the date of publication of this document, ISO had not received notice of (a)
patent(s) which may be required to implement this document. However, implementers are cautioned that
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www.iso.org/patents. ISO shall not be held responsible for identifying any or all such patent rights.
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This document was prepared by Technical Committee ISO/TC 268, Sustainable cities and communities,
Subcommittee SC 2, Sustainable mobility and transportation.
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.

v
Introduction
To achieve sustainable mobility and transportation for smart cities and communities using the International
Standards already developed by ISO, IEC and the Open Geospatial Consortium (OGC), there remain gaps that
need to be addressed through new International Standards on sustainable mobility and transportation.
International standardization of service roles and functional models is essential for the deployment of
comprehensive mobility services supporting users across land, water and air modes. These services facilitate
the movement of people, goods and resources within both urban and rural environments, including roads,
guided ways, waterways and airspaces.
ISO 16499-1 defines the role model for automated mobility.
Although several International Standards address aspects of mobility services, none currently define an
overall service role and functional model. This document aims to describe such a model to guide international
standard users in developing more efficient services without reinventing existing solutions. It aims to help
users understand how their work contributes to addressing challenges across the entire mobility service
ecosystem, leveraging both physical and digital infrastructure in smart cities and communities.
As various business use cases for mobility services continue to emerge and diversify, different methodologies
for presenting role and functional models may be used. Therefore, there is a need for a commonly understood
framework for representing these models. This document provides a common reference for service role and
functional model presentation, which future business cases can adopt as a baseline. It does not constrain the
development of new business models but rather supports and facilitates them.
The ISO 23098 series includes:
— ISO 23098-1
1)
— ISO 23098-2
2)
— ISO 23098-3
3)
— ISO 23098-4
1) Under preparation. Stage at the time of publication: ISO/CD 23098-2:2026.
2) Under preparation. Stage at the time of publication: ISO/DIS 23098-3:2026.
3) Under preparation. Stage at the time of publication: ISO/DIS 23098-4:2026.

vi
FINAL DRAFT International Standard ISO/FDIS 23098-1:2026(en)
Sustainable mobility and transportation — Mobility
monitoring and services by data sharing platform —
Part 1:
Role model
1 Scope
This document describes a basic role model of smart city mobility monitoring and services by data sharing
platform as a common platform for smart city instantiation. It provides a paradigm describing:
a) a framework architecture for the provision of a mobility monitoring service;
b) a description of the concept of operations and the role models;
c) a conceptual architecture between actors involved in the provision or receipt of mobility monitoring
service applications;
d) references for the key documents on which the architecture is based;
e) a taxonomy of the organization of generic procedures. It defines the basic role and functional model
of service for the introduction of mobility monitoring services including infrastructure facilities to
support mobility in urban and rural areas.
In-vehicle control system is not within the scope of this document.
This document is limited to the mobility monitoring services using physical and digital infrastructure.
2 Normative references
There are no normative references in this document.
3 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/
4 Abbreviated terms
AI artificial intelligence
EV electric vehicle
SCMS security credentials management system

5 Gap and overlap analysis
The following International Standards are for mechanisms for data linkage of overall city data. This
document is for regulated and non-regulated services based upon those data linkages. Therefore, there are
no overlaps with those international standards which are complementary to this document.
— ISO 37156
— ISO 37170
— ISO/TS 37172
6 Mobility provisioning service classification and service evolution
The mobility service classification and service evolution vision are described in this clause to explain the
current development and deployment situation of mobility services.
The purpose of these tables is to inform readers about the current development and deployment situation of
mobility services.
6.1 Service classification of mobility service
Service classification suggestions are shown in Table 1 below.
Service covers vast use cases as described in this table, including carrying people and goods, urban and
rural use, normal mobility uses, and emergency mobility use, such as during a pandemic or lockdown, where
human driving mobility cannot be used for moving people and goods.
Table 1 — Service classifications
Mobility Urban use Rural area
Used under
Modes of Mobility for for goods Mobility for use (replac- Used under
pandemic
(Last/first
mobility people (including freight ing ordinal emergency
status
mile use)
services) PT)
Guideway A A A A A A A
Highway A A A A A A A
Water A A A A A A A
Air A A A A A A A
Key
A Applicable
6.2 Service evolution of mobility service
The expected service evolution is shown in Table 2 below. The deployment of the current service is for
limited use as the safety function and emergency case manoeuvring ability are not qualified as sufficiently
safe and reliable. However, the mobility system shall evolve to a fully functional system in the future. As this
is anticipated, the mobility system service role and functional model of the mobility system, which defines
fully automated functions, is described.
Table 2 and Table 3 show where a current mobility service is within the full automation paradigm.

Table 2 — Mobility service evolution (current)
Shared and personal
Public transport use Integration with
Demand managed
use
Service type other modes of
use
(PT) transport
(Robot taxi)
Mobility for peoples C C C F
Mobility for goods C C C F
Dedicated lane use C C C F
General lane use C C C F
General services pur-
F F F F
poses
Key
C Current emerging status
F Future emerging status: reaching fully connected and automated mobility status
Table 3 — Mobility service evolution (future)
Service type Public trans- Shared and personal Demand managed Integration with
port use use use other modes of
transport
(PT) (Robot taxi)
Mobility for F F F F
people
Mobility for F F F F
goods
Dedicated F F F F
use area or
Mixed use
area
General F F F F
services pur-
poses
Key
F Future emerging status: reaching fully connected and automated mobility status
7 Mobility monitoring leads to sustainable mobility service provisioning
The concept of mobility monitoring for providing mobility services involves the use of a data sharing
platform to gather and analyse data related to transportation and mobility. This platform acts as a central
hub for collecting information from various sources, such as connected vehicles, public transportation
systems, GPS devices, mobile apps and other relevant sources.
This is an overview of how the mobility monitoring concept works:
Data collection: The data sharing platform collects data from different mobility sources, including vehicles,
transportation infrastructure and user devices. These data can include real-time location data, vehicle
speed, traffic conditions, public transportation schedules, user preferences and other relevant information.
Data integration: The collected data are integrated and organized within the platform, ensuring that they
can be easily accessed and analysed. This can involve data cleansing, international standardization and
transformation processes to create a unified data set.
Analysis and insights: The platform utilizes various analytical techniques, such as data mining, machine
learning and statistical modelling, to extract valuable insights from the integrated data. These insights can
help identify patterns, trends, and anomalies related to mobility, allowing for better decision-making and
optimization of services.
Service optimization: Based on the insights gained from the data analysis, mobility providers can optimize
their services. This can include adjusting routes, improving scheduling, enhancing the efficiency of public
transportation systems, or implementing demand-responsive services to better meet the needs of users.
Real-time updates and notifications: The platform enables real-time updates and notifications to users,
providing them with accurate and timely information about their transportation options. This can involve
informing users about traffic congestion, delays in public transportation, availability of alternative routes,
or personalized recommendations based on their preferences and historical travel patterns.
Data privacy and security: As mobility monitoring involves the collection and analysis of sensitive data,
privacy and security measures are crucial. The data sharing platform should be aware of data protection
policy requirements, ensuring the anonymization and encryption of personal information. Access controls
and authentication mechanisms should be in place to prevent unauthorized access or misuse of the data.
Collaborative ecosystem: The mobility monitoring concept promotes collaboration among different
stakeholders, including government agencies, transportation companies, urban planners and technology
providers. By sharing data and insights through the platform, these stakeholders can work together to
improve the overall mobility ecosystem, address transportation challenges and create more efficient and
sustainable transportation systems.
In summary, mobility monitoring through a data sharing platform enables the collection, integration, analysis
and utilization of data to enhance mobility services. By leveraging real-time data and insights, mobility
providers can optimize their operations, improve user experiences and contribute to the development of
smarter and more efficient transportation systems.
8 Shared data platform support for mobility service role and functional model
The mobility service is fully functional with the support from shared data platforms, such as safety
information provisioning, other mode mobility operation interactions, static signs, and dynamical digital
and physical facilities.
— For land use, kerb operation, see ISO TS 4448 series. Low speed automated driving system (LSADS)
can use kerbs for loading and unloading goods and people and the operation environment is carefully
considered for safer operation;
— For land use, management of electronic traffic regulations (METR), see ISO TR 24315-1. For the
efficient and safer operation of mobility systems, the electronic regulation information is given to the
vehicle, together with the safety information from infrastructure facilities, and the vehicle is operated
accordingly.
— V2X communication path between mobility vehicle and infrastructure (LTE, 5G and beyond) is carefully
designed and various communication paths between the mobility system and infrastructure is in line
with relevant International Standards.
— For categorizing land-use mobility system services based on infrastructure support platform utilization,
levels are defined according to level A (highest level: cooperative driving) through level E (basic level:
conventional infrastructure/no AV support), as developed by the EU INFRAMIX project. A technical
report issued by the EU INFRAMIX project proposes that automated mobility operation, according to the
service supporting infrastructure facilities (ISAD) concept, should be carefully studied. Adoption of this
concept is recommended for thorough discussion to classify the levels of support from infrastructure
facilities for automated driving (see Annex A).
9 Role and function model
9.1 Objective
This clause describes a generic role and functional model for the provision of mobility service. It provides
the general concept of role and functional model operations. Clause 10 provides a role and functional model
definition and elaboration of the model at a conceptual level.

9.2 National variations
The definition of what comprises a mobility service application is as an issue for national decision making
and can vary from country to country. The instantiation of interoperable on-board (or nomadic devices,
such as smart phones) platforms for service application with common features is ideal, but it may vary from
country to country, as the provision of services. It is possible that certain countries mandate the use of such
a platform, while others offer it as an option to meet the requirements of the mobility service application
with minimum administration and paperwork (providing a good business case for operators to fit and use
the equipment). Certain countries may implement a single, government operated, controlled, or contracted
service provider which is the single communication manager between the user and the service. Other
countries may provide a market-based solution with multiple service providers competing for the business
of vehicle operators.
9.3 Basic role model architecture
9.3.1 General
The role model concept architecture defined in ISO/TR 4445 is to be referred to as a baseline document.
Figure 1 shows the basic role model for mobility monitoring services for smart cities and communities.

NOTE 1 com: communications
NOTE 2 Smart city sensor includes information (nomadic device) from citizens.
Figure 1 — Basic model architecture for framework
9.3.2 Smart city sensor data
Smart city sensor data are collected by the smart city data aggregator, and it feeds those data to digital
infrastructure. The following are candidates for smart city sensor data:
— vehicle probe data from infrastructure sensors, vehicle onboard sensors;

— traffic counter data;
— weighing in motion (and onboard weighing motion) data and other enforcement data;
— toll data;
— CCTV camera captured video data;
— loop coil data;
— speed data from speed cameras;
— signal timing length and other parameters from central traffic control centre;
— vehicle breakdown data;
— other smart city sensor data.
9.3.3 3D HD point cloud map
Three-dimensional high definition (3D HD) point cloud map is created by the digital map provider in a smart
city, and it feeds those maps to digital infrastructure.
9.3.4 Digital infrastructure
Digital infrastructure: the data sharing platform should be created with public funds and operated by a
public/private partnership. In this role, the smart city sensor data, static, semi-dynamic and dynamic data
are automatically structured and integrated within a 3D HD map with the support of AI and other automated
data aggregation tools. The sensor data collected have different timing, unit, format and, therefore, such
automated tools should be employed. For data accuracy, the location referencing data and clock timing
methodologies, such as global navigation systems, broadcasting data and clock timing are essential. Other
location referencing technologies are available, such as radio frequency identification markings. Digital
infrastructure should be created using an open, internationally standardized application programming
interface (API) platform, so internationally standardized tools can be utilized for easy access by users.
9.3.5 Mobility supporting facilities
Mobility supporting facilities include battery charging facilities, dynamic charging facilities for electric
battery vehicles; physical infrastructure markings; physical traffic regulation signs; mobility monitoring
facilities, emergency responding service support facilities; traffic operation control centre facilities; fee
collection service facilities, such as road usage fee; battery EV charging facilities; online reservation and
online mobility usage fee payment facilities; other infrastructure platform facilities to support automated
mobility services. For the air and waterborne system, an AI traffic control centre is a key facility and each air
and waterborne vehicle needs to broadcast identification signals. For heavy air and water traffic, vehicle-to-
vehicle location data exchange becomes effective.
9.3.6 Physical infrastructure
Physical infrastructure encompasses tangible engineering facilities serving as the foundational carrier for
mobility services, including:
a) mobility space carriers, such as land-based facilities (vehicle parking facilities, passenger boarding/
disembarking facilities, roads, guided ways), water space for mobility, and air space for mobility;
b) mobility supporting facilities as described in 9.3.5;
c) basic support facilities, including power supply facilities, data transmission facilities and maintenance
facilities that ensure stable operation. Physical infrastructure interacts with digital infrastructure. It
provides hardware carriers and data sources for digital infrastructure, while digital infrastructure
enables operational optimization and status monitoring of physical infrastructure through data
analysis.
9.3.7 Mobility service provider
The role of a mobility service provider is to provides mobility service to users in smart cities and
communities. This service can be provided by the up and running digital infrastructure, which is refreshed
and enriched by the digital infrastructure role in the smart cities and communities. AI is an effective tool
for automated mobility data structuring. An enforcement report should be produced and be used by the
enforcement agencies Service user fees are a key factor in ensuring the sustainability of service provider
operations, and a subscription-based business model is therefore recommended.
9.3.8 Communications
Communication is a vital role that connects relevant roles. The emerging 5G technologies are candidates
for the role of smart city communication, which has low latency, high data capacity and multiple access.
Low earth orbit satellite systems and 6G cellular systems are also important candidates for smart city
communication media.
9.3.9 Mobility users
Smart city mobility users are connected physically and digitally with mobility service providers.
9.4 Application layer role and functional model for mobility system
9.4.1 General
The role model concept defined in ISO/TR 4445 is shown in Figure 2 below for reference only. This figure
describes all roles in smart city mobility service.

Figure 2 — Application layer role and functional model architecture using ISO/TR 4445
ISO TR 4445 only deals with road transport, and this document covers land, water, and air transport.
Therefore, the road authority should be read as "road/water/air transport authority", as shown in Figure 3
and 4 below.
Figure 3 — Modified role and functional model architecture
Figure 4 — Mobility system role and functional model architecture

9.4.2 Role and functional model options
For the requirement of the role and functional model, it shall be possible for a mobility service application
user to use the services of different service providers in different geographical areas, or for the provision
of different services within the same geographical area. In these circumstances, where there is a market
of competing service providers, the solution may be expected to be that the users choose a single service
provider, who provides and maintains the service application of a nomadic device (such as a smart phone)
and delivers all services to which the user chooses to subscribe to. Other options are possible, but those
should be able to support the peer conceptual role and functional model.
9.4.3 Certification of service providers
The service provider can be certified by a regional regulator, and so some form of certification authority
(regulatory) role can form part of the role and functional model, but the role can be instantiated differently
by different jurisdictions. The vehicle inspection and certification can be performed by a designated party.
9.5 Mobility service role and functional model
9.5.1 General
This clause considers the roles of the actors and their interrelationship in greater detail, and their
relationship to the provision of the mobility service. Figure 5 below shows the functional model.
Figure 5 — Role and functional model architecture
9.5.2 Mobility service control centre
The service control centre is the body that monitors and takes emergency service controls on the vehicle
through service mobility recorder. The service user uses the service, through a service control centre, for
booking. External (outside of service) data sharing can be done through this service control centre. The
emergency support request can be issued from this centre to first responders. The cyber security measures
shall be used for security provision. The transport providers report service operation to this control centre.
9.5.3 Mobility service user with nomadic device
The user is the body that uses the mobility service. Booking and payment can be done through the service
control centre by using the nomadic device, which is carried by the user.

9.5.4 Transport provider
The transport provider is the body that provides mobility service, and it operates and maintains service
vehicles. Operational reports can be reported to the control centre. The transport providers can be selected
and audited by an inspection/certification authority, and the service vehicles can be frequently inspected
by that authority for safety operation. The corresponding authority can examine detailed procedures and
regulations of transport space operation. The service vehicle can use the transport space with a permit
issued by the regulator (municipalities) for picking up, loading people and goods, and getting off/unloading
people and goods.
9.5.5 Service vehicle
The system service vehicle is a component that provides service rides. The system service vehicles can be
property of the service vehicle owner, who provides the service vehicle for the service ride. The service
vehicle can be equipped with a service mobility recorder. In an emergency case, the service vehicle can be
treated by first responders. The system service vehicle can be operated with infrastructure support through
service infrastructure facilities that are appropriate for designated levels defined in the rules created and
regulated by the corresponding road authority. The interaction between the infrastructure and service
vehicle is essential for safe service. The support can include road signs, road markings, V2X communication-
based information, providing facilities, transport space-embedded supporting facilities, such as road
embedded electronic guided wires and air traffic control facilities.
9.5.6 Service mobility recorder
The service mobility recorder is a component that is equipped and installed or attached to the service
vehicle, and it provides operational support from the service control centre. The control centre monitors
vehicle operation and controls, as needed, for emergency cases.
9.5.7 Service vehicle owner
The service vehicle owner is a body that owns the service vehicles and provides them for service by lending
vehicles to the transport provider.
9.5.8 Vehicle inspection and certification authority
The vehicle inspection and certification authority can be a body that appoints and audits the system
transport provider. This authority can perform the safety facility/measure inspection of the service vehicle.
The regional managing authority can appoint this authority.
9.5.9 First responders (police and fire fighters)
The first responders (police and fire fighters) are a body that supports service in case of emergency upon
request from the service control centre.
9.5.10 Service supporting infrastructure facilities (physical and digital)
The service supporting infrastructure facilities (ISAD) (physical and digital) are components that support
service vehicles from infrastructure. The physical service supporting infrastructure include transport
space signs, markings and transport space embedded devices. Digital service supporting infrastructure
include information provisioning services, such as METR, a digital infrastructure database created, owned
and maintained by the regional transport authority and traffic management centre. The regional transport
authority and traffic management centre interact to ensure the safe operation of transport vehicles by
providing safety information through V2I communication facilities installed in infrastructure side.
9.5.11 Regulator
The regulator can be an entity that maintains transport operations, including the adjacent space where the
space is used by service vehicles for loading and unloading people and goods. This use can be operated and

maintained, and the use of this space can be permitted only for designated vehicles. Permits can be issued to
the transport provider.
9.5.12 Regional transport authority
The regional transport authority can be an entity that maintains safe transport operation and appoints
and audits vehicle inspection and the certification authority. It can own, operate and maintain service
supporting infrastructure facilities. Interaction with traffic management is anticipated, and it provides
efficient infrastructure support for mobility services.
9.5.13 Security credentials management system (SCMS)
The SCMS is a component that provides security provisioning for mobility services. The SCMS for service can
be created by the regional transport authority, and the SCMS service can be provided to the service control
centre. The security certificate issued by the SCMS can be installed in vehicles at the manufacturing factory
and refreshed frequently during operation through control centre using over-the-air update functions.
9.5.14 Traffic management centre
The traffic management centre is a body that owns, operates and maintains the mobility service supporting
infrastructure facilities. It interacts with the regional transport authority.
10 Definition of service domains utilizing the data sharing platform
10.1 General
The data sharing platform should support the implementation of mobility service applications needed for
smart cities and communities. For example, data sharing can be implemented to assess infrastructure needs
and improve safety within cities.
Possible service applications can include:
— critical safety information provision: regulated service;
— safety driving support: unregulated service;
— infrastructure planning: regulated service;
— dynamic traffic management: regulated service;
— traffic rule enforcement: regulated service;
— dynamic map updates: unregulated service.
— emergency evacuation support: unregulated service;
— public transport user information service.
Where applicable, the definitions of regulated and unregulated services are those already established by
local authorities.
For deployment, further research or development of data sharing are recommended.
10.2 Referenced target use cases
10.2.1 General
Mobility service applications largely rely upon the data sharing platform. Data collected through the
mobility applications and services consist of smart city data that are held and maintained by the smart city
data management entity. Those mobility services can be grouped into two categories: the regulated services
...

ISO/TC 268/SC 2
Secretariat: JISC
Sustainable mobility and transportation — Mobility monitoring and
services by data sharing platform —
Part 1:
Role model
Mobilité et transport durable — Suivi de la mobilité et services par plate-forme de partage de données —
Partie 1: Modèle de rôle
FDIS stage
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
E-mail: [e-mail]
Website: www.iso.org
Published in Switzerland
ii
Contents
Foreword . iv
Introduction . v
1 Scope . ii
2 Normative references . 1
3 Terms and definitions . 1
4 Abbreviated terms . 1
5 Gap and overlap analysis . 1
6 Mobility provisioning service classification and service evolution . 2
6.1 Service classification of mobility service . 2
6.2 Service evolution of mobility service . 2
7 Mobility monitoring leads to sustainable mobility service provisioning . 4
8 Shared data platform support for mobility service role and functional model . 5
9 Role and function model . 5
9.1 Objective . 5
9.2 National variations . 5
9.3 Basic role model architecture . 6
9.4 Application layer role and functional model for mobility system . 9
9.5 Mobility service role and functional model . 14
10 Definition of service domains utilizing the data sharing platform . 17
10.1 General . 17
10.2 Referenced target use cases . 18
Annex A (informative) Mobility monitoring and services by data sharing platform examples . 30
Bibliography . 33

iii
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).
ISO draws attention to the possibility that the implementation of this document may involve the use of (a)
patent(s). ISO takes no position concerning the evidence, validity or applicability of any claimed patent rights
in respect thereof. As of the date of publication of this document, ISO had not received notice of (a) patent(s)
which may be required to implement this document. However, implementers are cautioned that this may not
represent the latest information, which may be obtained from the patent database available at
www.iso.org/patents. ISO shall not be held responsible for identifying any or all such patent rights.
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 268, Sustainable cities and communities,
Subcommittee SC 2, Sustainable mobility and transportation.
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
Introduction
The role of ISO/TC 268/SC 2 is to develop the necessary international standards for the creation,
implementation, management, operation, and maintenance of efficient and sustainable mobility and
transportation systems for smart cities and communities. These efforts make use of existing international
standards developed by ISO/TC 22, TC 204, TC 211, TC 269, IEC/TC 9, TC 69, and the Open Geospatial
Consortium (OGC).
The international standards developed by TC 268/SC 2 do not duplicate those established by the committees;
rather, they are intended to complement and integrate with them.

To achieve sustainable mobility and transportation for smart cities and communities using the international
standardsInternational Standards already developed by ISO, IEC, and the Open Geospatial Consortium (OGC,),
there remain gaps that mustneed to be addressed through the new international standards created by TC
268/SC 2.International Standards on sustainable mobility and transportation.
International standardization of service roles and functional models is essential for the deployment of
comprehensive mobility services supporting users across land, water, and air modes. These services facilitate
the movement of people, goods, and resources within both urban and rural environments, including roads,
guided ways, waterways, and airspaces.

For automated mobility, ISO 16499-1 (Part 1) is published and defines the role model for automated mobility.
Although several international standardsInternational Standards address aspects of mobility services, none
currently define an overall service role and functional model. This document aims to describe such a model to
guide international standard users in developing more efficient services without reinventing existing
solutions. It helpsaims to help users understand how their work contributes to addressing challenges across
the entire mobility service ecosystem, leveraging both physical and digital infrastructure in smart cities and
communities.
As various business use cases for mobility services continue to emerge and diversify, different methodologies
for presenting role and functional models may be used. Therefore, there is a need for a commonly understood
framework for representing these models. This document provides a common reference for service role and
functional model presentation, which future business cases can adopt as a baseline. It does not constrain the
development of new business models but rather supports and facilitates them.
The ISO 23098 series of international standards includeincludes:

— —ISO 23098-1:
1)
— ISO 23098-2
1)
Under preparation. Stage at the time of publication: ISO/CD 23098-2:2026.

v
2)
— ISO 23098-3
3)
— ISO 23098-4
2)
Under preparation. Stage at the time of publication: ISO/DIS 23098-3:2026.

3)
Under preparation. Stage at the time of publication: ISO/DIS 23098-4:2026.

vi
ISO/DIS 23098-1:2025(E)
Sustainable mobility and transportation — Mobility monitoring
and services by data sharing platform —
Part 1:
Role model
—ISO 23098-2: Unregulated service
—ISO 23098-3: Regulated service
—ISO 23098-4: Supplementary role for regulated service

ii © ISO 2025 – All rights reserved

Sustainable mobility and transportation – Mobility monitoring and services
by data sharing platform Part1: Role model
1 Scope
This document describes a basic role model of smart city mobility monitoring and services by data sharing
platform as a common platform for smart city instantiation. It provides a paradigm describing:
a) a framework architecture for the provision of a mobility monitoring service;
b) a description of the concept of operations and the role models;
c) a conceptual architecture between actors involved in the provision or receipt of mobility monitoring
service applications;
d) references for the key documents on which the architecture is based;
e) a taxonomy of the organization of generic procedures. scope is specialized in defining the requirements
ofIt defines the basic role and functional model of service for the introduction of mobility monitoring
services including infrastructure facilities to support mobility in urban and rural areas.
In-vehicle control system is not inwithin the scope of this document.
This document is limited to the mobility monitoring services using physical and digital infrastructure.
2 Normative references
NoThere are no normative references are included forin this document.
3 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/
4 Abbreviated terms
AI artificial intelligence
EV electric vehicle
SCMS security credentials management system
5 Gap and overlap analysis
The currently published following international standards created by TC 268International Standards are for
mechanisms for data linkage of overall city data. This document is for regulated and non-regulated services
ISO/DIS FDIS 23098-1:2025(E2026(en)
based upon those data linkages. Therefore, there are no overlaps with those international standards which
are complementary to this document.
— ISO 37156:2020
— ISO 37170:2022
— ISO/TS 37172:2022
6 Mobility provisioning service classification and service evolution
The mobility service classification and service evolution vision are described atin this clause to make it
understandableexplain the current development and deployment situation of mobility serviceservices.
The purpose of these tables is forto inform readers to understandabout the current development and
deployment situation of mobility services.
6.1 Service classification of mobility service
Service classification suggestion issuggestions are shown in Table 1the Table 1 below.
Service covers vast use cases as described in this table, including carrying people and goods, urban and rural
use, normal mobility uses, and emergency mobility use, such as during a pandemic/ or lockdown, where
human driving mobility can notcannot be usableused for moving peoplespeople and goods.
Table 1 — Service classifications
Mobility for Urban use
Rural area
Mobility for goods Used under
Modes of Mobility for use Used under
peoplespeo (including pandemic
(Last/first
mobility freight (replacing emergency
ple for status
mile use)
ordinal PT)
services)
Guideway A A A A A A A
Highway A A A A A A A
Water A A A A A A A
Air A A A A A A A
A: applicable.
Key
A Applicable
6.2 Service evolution of mobility service
The expected service evolution expected is shown in Table 2Table 2 below. The deployment of the current
service is for the use limited use as the safety function and emergency case manoeuvring ability are not
qualified as sufficient as safely sufficiently safe and reliable service, however. However, the mobility system
shall be evolvedevolve to a fully functional system in the future. As this is anticipated, the mobility system
service role and functional model defining and coveringof the mobility system, which defines fully automated
functions, is described, as necessary.
Table 2Table 2 and Table 3Table 3 show where a current mobility service sits in fullyis within the full
automation paradigm.
ISO/DISFDIS 23098-1:20252026(en)
Table 2 — Mobility service evolution (Currentcurrent)
Public transport Integration
Shared and
use Demand managed with other
personal use
Service type
use modemodes
(Robot taxi)
(PT) of transport
Mobility for peoples C C C F
Mobility for goods C C C F
Dedicated lane use C C C F
General lane use C C C F
General services
F F F F
purposes
C: current emerging status
F: future emerging status --> reaching to fully connected and automated mobility status
Table 3 — Mobility service evolution (Future)
Shared and personal use
(Robot taxi)Key
C Current emerging status
F Future emerging status: reaching fully connected and automated mobility status
Mobility F F F F
for peoples
Mobility F F F F
for goods
Dedicated F F F F
use area or
Mixed use
area
General F F F F
services
purposes
F: future emerging status --> reaching to fully connected and automated mobility status
Table 3 — Mobility service evolution (future)
Service type Public Shared and personal Demand managed Integration with
transport use use other modes of
use transport
(Robot taxi)
(PT)
Mobility for F F F F
people
Mobility for F F F F
goods
ISO/DIS FDIS 23098-1:2025(E2026(en)
Service type Public Shared and personal Demand managed Integration with
transport use use other modes of
use transport
(Robot taxi)
(PT)
Dedicated use F F F F
area or
Mixed use
area
General F F F F
services
purposes
Key
F Future emerging status: reaching fully connected and automated mobility status
7 Mobility monitoring ledleads to sustainable mobility service provisioning
The concept of mobility monitoring for mobility providing mobility services involves the use of a data sharing
platform to gather and analyse data related to transportation and mobility. This platform acts as a central hub
for collecting information from various sources, such as connected vehicles, public transportation systems,
GPS devices, mobile apps, and other relevant sources.
This is an overview of how the mobility monitoring concept works:
Data Collectioncollection: The data sharing platform collects data from different mobility sources, including
vehicles, transportation infrastructure, and user devices. ThisThese data can include real-time location data,
vehicle speed, traffic conditions, public transportation schedules, user preferences, and other relevant
information.
Data Integrationintegration: The collected data isare integrated and organized within the platform, ensuring
that itthey can be easily accessed and analysed. This maycan involve data cleansing, international
standardization, and transformation processes to create a unified datasetdata set.
Analysis and Insightsinsights: The platform utilizes various analytical techniques, such as data mining,
machine learning, and statistical modelling, to extract valuable insights from the integrated data. These
insights can help identify patterns, trends, and anomalies related to mobility, allowing for better decision-
making and optimization of services.
Service Optimizationoptimization: Based on the insights gained from the data analysis, mobility providers can
optimize their services. This couldcan include adjusting routes, improving scheduling, enhancing the efficiency
of public transportation systems, or implementing demand-responsive services to better meet the needs of
users.
Real-time Updatesupdates and Notificationsnotifications: The platform enables real-time updates and
notifications to users, providing them with accurate and timely information about their transportation
options. This couldcan involve informing users about traffic congestion, delays in public transportation,
availability of alternative routes, or personalized recommendations based on their preferences and historical
travel patterns.
Data Privacyprivacy and Securitysecurity: As mobility monitoring involves the collection and analysis of
sensitive data, privacy and security measures are crucial. The data sharing platform should adhere to strictbe
aware of data protection regulationspolicy requirements, ensuring the anonymization and encryption of
personal information. Access controls and authentication mechanisms should be in place to prevent
unauthorized access or misuse of the data.
ISO/DISFDIS 23098-1:20252026(en)
Collaborative Ecosystemecosystem: The mobility monitoring concept promotes collaboration among different
stakeholders, including government agencies, transportation companies, urban planners, and technology
providers. By sharing data and insights through the platform, these stakeholders can work together to
improve the overall mobility ecosystem, address transportation challenges, and create more efficient and
sustainable transportation systems.
In summary, mobility monitoring through a data sharing platform enables the collection, integration, analysis,
and utilization of data to enhance mobility services. By leveraging real-time data and insights, mobility
providers can optimize their operations, improve user experiences, and contribute to the development of
smarter and more efficient transportation systems.
8 Shared data platform support for mobility service role and functional model
The mobility service is fully functional with the support from shared data platformplatforms, such as safety
information provisioning, other mode mobility operation interactions, static signs, and dynamical digital and
physical facilities.
— For example, for land use, Kerbkerb operation international standards series of , see ISO TS 4448: LSADS
series. Low speed automated driving system (LSADS) can use kerbkerbs for loading, and unloading goods
and peoplespeople and the operation environment is to be carefully considered for the safer operation
according to this international standard.;
— For example, for land use, management of electronic traffic regulations (METR), see ISO TR 24315-1:. For
the efficient and safer operation of mobility system,systems, the electronic regulation information is to be
given to the vehicle, together with the safety information provisioning given from infrastructure facilities,
and the vehicle is to be operated accordingly.
— V2X communication path between mobility vehicle and infrastructure (LTE, 5G and beyond) is to be
carefully designed and various communication paths between the mobility system and infrastructure is to
be according to in line with relevant international standardsInternational Standards.
— For categorizing land-use mobility system service categorization perservices based on infrastructure
support platform utilization, levels is to beare defined according to the Levellevel A (highest level:
cooperative driving) tothrough level E (basic level: conventional infrastructure/no AV support)), as
developed by the EU INFRAMIX project. There is aA technical report issued by the EU INFRAMIX project
and it is proposingproposes that AM (automated mobility ) operation, according to the service supporting
infrastructure facilities (ISAD) concept is to, should be carefully studied, and adoption. Adoption of this
concept is recommended to be thoroughly discussed for classifyingfor thorough discussion to classify the
levels for automated driving for supportsof support from infrastructure facilities for automated driving
(see Annex A).
9 Role and function model
9.1 Objective
This clause describes a generic role and functional model for the provision of mobility service. It provides the
general concept of role and functional model operations. Clause 10Following clause provide provides a role
and functional model definition and elaboration of the model at a conceptual level.
9.2 National variations
The definition of what comprises a mobility service application is as an issue for national decision making and
can vary from country to country. The instantiation of interoperable on-board (or nomadic devicedevices,
such as smart phonephones) platforms for service application with common features is ideal, but it may vary
from country to country, as the provision of services. It is possible that certain countries mandate the use of
ISO/DIS FDIS 23098-1:2025(E2026(en)
such a platform, while others offer it as an option to meet the requirements of the mobility service application
with minimum administration and paperwork (providing a good business case for operators to fit and use the
equipment). Certain countries may implement a single, government operated, controlled, or contracted
service provider which is the single communication manager between the user and the service. Other
countries may provide a market-based solution with multiple service providers competing for the business of
vehicle operators.
9.3 Basic role model architecture
9.3.1 General
The role model concept architecture defined in ISO/TR 4445 created by ISO TC 204 is to be consideredreferred
to as a baseline international standard. Figure 1document. Figure 1 shows the basic role model for mobility
monitoring serviceservices for smart cities and communities.

ISO/DISFDIS 23098-1:20252026(en)

Note to the figure NOTE 1 .
Note1: com: communications
Note2: smartNOTE 2 Smart city sensor includes information (nomadic device) from citizens.
Figure 1 — Basic model architecture for framework
9.3.2 Smart city sensor data
Smart city sensor data are collected by the smart city data aggregator, and it feeds those data to digital
infrastructure. FollowingThe following are the candidates for smart city sensor data:
— vehicle probe data from infrastructure sensors, vehicle onboard sensors;
— traffic counter data;
— weighing in motion (and onboard weighing motion) data and other enforcement data;
— toll data;
— CCTV camera captured video data;
— loop coil data;
— speed data from speed cameras;
— signal timing length and other parameters from central traffic control centercentre;
— vehicle breakdown data;
— — Otherother smart city sensor data.
ISO/DIS FDIS 23098-1:2025(E2026(en)
9.3.3 3D HD point cloud map
Three-dimensional high definition (3D HD) point cloud map is created by the digital map provider in a smart
city, and it feeds those maps to digital infrastructure.
9.3.4 Digital infrastructure
Digital infrastructure,: the data sharing platform should be created bywith public funds and operated by a
public/private partnership. AtIn this role, the smart city sensor data, static, semi-dynamic and dynamic, data
are automatically structured ontoand integrated within a 3D HD map bywith the support of AI and other
automated data aggregation tools. The sensor data collected have different timing, unit, format, and, therefore,
such automated tools are suggested toshould be employed. For data accuracy, the location referencing data
and clock timing methodologies, such as global navigation systems, broadcasting data and clock timing are
essential. Other location referencing technologies are available, such as radio frequency identification
markings. Digital infrastructure is needed toshould be created by using an open, internationally standardized
application programming interface international standard digital(API) platform, so internationally
standardized tools can be utilized foefor easy access by users.
9.3.5 Mobility supporting facilities
Mobility supporting facilities areinclude battery charging facilityfacilities, dynamic charging facilityfacilities
for battery electric vehicle,battery vehicles; physical infrastructure markings,; physical traffic regulation
signs,; mobility monitoring facilityfacilities, emergency responding service support facility,facilities; traffic
operation control centre facility,facilities; fee collection service facilityfacilities, such as road usage fee,;
battery EV charging facility,facilities; online reservation and online mobility usage fee payment
facility,facilities; other infrastructure platform facilityfacilities to support automated mobility services. For the
air/water born and waterborne system, an AI traffic control centre is a key facility and each air/water born
and waterborne vehicle is neededneeds to broadcast identification signals. For heavy air/ and water traffic,
vehicle-to-vehicle location data exchange becomes effective.
9.3.6 Physical infrastructure
Physical infrastructure encompasses tangible engineering facilities serving as the foundational carrier for
mobility services, including:
a) mobility space carriers, such as land-based facilities (vehicle parking facilities, passenger
boarding/disembarking facilities, roads, guided ways), water space for mobility, and air space for
mobility;
b) mobility supporting facilities as described in 9.3.5b) mobility supporting facilities, namely battery
charging facilities, dynamic charging facilities for battery electric vehicles, physical infrastructure
markings, physical traffic regulation signs, mobility monitoring facilities, emergency responding service
support facilities, traffic operation control centre facilities, fee collection service facilities, battery EV
charging facilities, online reservation and online mobility usage fee payment facilities, and other
infrastructure platform facilities supporting automated mobility services—for air/water-borne systems,
AI traffic control centres are key facilities, with each air/water-borne vehicle required to broadcast
identification signals, and vehicle-to-vehicle location data exchange being effective in heavy traffic; c)
basic support facilities;
a)c) basic support facilities, including power supply facilities, data transmission facilities and maintenance
facilities that ensure stable operation. Physical infrastructure interacts with digital infrastructure: it. It
provides hardware carriers and data sources for digital infrastructure, while digital infrastructure enables
operational optimization and status monitoring of physical infrastructure through data analysis.
ISO/DISFDIS 23098-1:20252026(en)
9.3.7 Mobility service provider
MobilityThe role of a mobility service provider is a role to provideprovides mobility service to users in the
smart cities and communities. This service can be provided by the up and running digital infrastructure, which
is refreshed and enriched by the digital infrastructure role in the smart cities and communities. The AI is an
effective tool to be used for automated mobility data structuring. An enforcement report is suggested toshould
be produced for enforcingand be used by the enforcement agencies use. TheService user fees are a key factor
in ensuring the sustainability of service provider operation, service user fee is a key factor and operations, and
a subscription type-based business model is suggestedtherefore recommended.
9.3.8 Communications
Communication is a vital role that connects relevant roles. The recent emerging 5G technologies is a
candidateare candidates for the role of smart city communication role, which has low latency, high data
capacity and multiple access. Low earth orbit satellite systemsystems and 6G cellular systemsystems are also
an important candidatecandidates for smart city communication media.
9.3.9 Mobility users
Smart city mobility users are connected physically and digitally with mobility service providers.
9.4 Application layer role and functional model for mobility system
9.4.1 General
The role model concept defined in ISO/TR 4445 is shown in Figure 2 below for reference only. This figure
describes all roles in smart city mobility service.

ISO/DIS FDIS 23098-1:2025(E2026(en)

Figure 2 — Application layer role and functional model architecture using ISO/ TR4445
TR 4445 created by TC 204
ISO TR 4445 only deals with road transport, and this document covers land, water, and air transport and
therefore. Therefore, the road authority should be read as "road/water/air transport authority", as shown in
Figure 3 and 44 below.
ISO/DISFDIS 23098-1:20252026(en)

ISO/DIS FDIS 23098-1:2025(E2026(en)

Figure 3 — Modified role and functional model architecture
ISO/DISFDIS 23098-1:20252026(en)

Figure 4 — — Mobility system role and functional model architecture
9.4.2 Role and functional model options
For the requirement of the role and functional model, it needs toshall be possible for a mobility service
application user to use the services of different service providers in different geographical areas, or for the
provision of different services within the same geographical area. In these circumstances, where there is a
market of competing service providers, the solution may be expected to be that the users choose a single
service providersprovider, who provideprovides and maintainmaintains the service application intoof a
nomadic device (such as a smart phone) and deliverdelivers all services that the user to which the user chooses
ISO/DIS FDIS 23098-1:2025(E2026(en)
to subscribe to. Other options are possible, but itthose should be able to support the peer conceptual role and
functional model.
9.4.3 Certification of service providers
As determined by the regulator, theThe service provider shallcan be certified by thea regional regulator, and
so some form of Certification Authoritycertification authority (regulatory) role forms an essentialcan form
part of the role and functional model, but the role may and can be instantiated differently by different
jurisdictions. The vehicle inspection and certification can be performed by certain party per regional authority
defined regulationsa designated party.
9.5 Mobility service role and functional model
9.5.1 General
This clause considers the roles of the actors and their interrelationship in greater detail, and their relationship
to the provision of the mobility service. Figure 5Figure 5 below shows the functional model.
ISO/DISFDIS 23098-1:20252026(en)

Figure 5 — Role and functional model architecture
9.5.2 Mobility service control centre
The service control centre is the body thosethat monitors, and takes emergency service controls serviceon the
vehicle through service mobility recorder. The service user uses the service, through a service control centre,
for booking. External (outside of service) data sharing can be done through this service control centre. The
emergency support request can be issued from this centre to first responders. The SCMS cancyber security
measures shall be functioned through this centre to entire serviceused for security provisioningprovision. The
transport providers report service operation to this control centre.
9.5.3 Mobility service user with nomadic device
The user is the body that uses the mobility service. Booking and payment can be done through the service
control centre by using the nomadic device, which is carried by the user.
ISO/DIS FDIS 23098-1:2025(E2026(en)
9.5.4 Transport provider
The transport provider is the body that provides mobility service, and it operates and maintains service
vehicles. Operational reports can be reported to the control centre. The transport providers arecan be selected
and audited by an inspection/certification authority, and the service vehicles can be frequently inspected by
thisthat authority for safety operation. The corresponding authority can examine detailed
procedureprocedures and regulations of transport space operation. The service vehicle can use the transport
space with a permit issued by the regulator (municipalsmunicipalities) for picking up/, loading
peoples/people and goods, and getting off/unloading peoples/people and goods.
9.5.5 Service vehicle
The system service vehicle is a component that provides service rides. The system service vehicles can be
property of the service vehicle owner, who provides the service vehicle tofor the ride service ride. The service
vehicle can equipbe equipped with a service mobility recorder. In an emergency case, the service vehicle can
be treated by first responders. The system service vehicle can be operated with infrastructure support through
service infrastructure facilities that isare appropriate for designated levels defined in the rules created and
regulated by the corresponding road authority. InteractionThe interaction between the infrastructure and
service vehicle is essential for safe service. The support can include road signs, road markings, V2X
communicationscommunication-based information, providing facilities, transport space-embedded
supporting facilities, such as road embedded electronic guided wires and air traffic control facilities.
9.5.6 Service mobility recorder
The service mobility recorder is a component that is equipped/ and installed or attached to the service vehicle,
and it provides operational supportssupport from the service control centre. ControlThe control centre
monitors vehicle operation and controls, as needed, for emergency cases.
9.5.7 Service vehicle owner
The service vehicle owner is a body that owns the service vehicles and provides them for service by lending
vehicles to the transport provider.
9.5.8 Vehicle inspection/ and certification authority
The vehicle inspection/ and certification authority iscan be a body that appoints, and audits the system
transport provider. This authority can perform the safety facility/measure inspection of the service vehicle.
RegionalThe regional managing authority can appoint this authority.
9.5.9 First responders (Police/police and fire fighters)
The first responders (Police/police and fire fighters) are a body that supports service in case of emergency
upon request from the service control centre.
9.5.10 Service supporting infrastructure facilities (Physicalphysical and digital)
The service supporting infrastructure facilities (ISAD) (Physicalphysical and digital) is a componentare
components that supportssupport service vehicles from infrastructure. Physical one isThe physical service
supporting infrastructure include transport space signs, markings, and transport space embedded devices.
Digital ones are service supporting infrastructure include information provisioning services, such as METR,
Management for Electronic Traffic Regulations, a digital infrastructure data basedatabase created, owned, and
maintained by the regional transport authority and traffic management centre. The regional transport
authority and traffic management centre interactsinteract to accomplishensure the safe operation of transport
vehicles by providing safety information through V2I communication facilities installed in infrastructure side.
ISO/DISFDIS 23098-1:20252026(en)
9.5.11 Regulator
The Regulator is regulator can be an entity that maintains transport operations, including the adjacent space
where the space is used by service vehicles for loading and unloading peoplespeople and goods. This use can
be operated/ and maintained, and the use of this space can be permitted only for designated vehicles regulated
by regulator and permits. Permits can be issued to the transport provider.
9.5.12 Regional transport authority
The regional transport authority iscan be an entity that maintains safe transport operation and appoints/ and
audits vehicle inspection and the certification authority. It also owns, operates,can own, operate and
maintainsmaintain service supporting infrastructure facilities. Interaction with traffic management is
anticipated, and it is required to provide provides efficient infrastructure support for mobility serviceservices.
9.5.13 SCMS (Security credentialcredentials management system (SCMS)
The SCMS (Security credential management system) is a component that provides security provisioning for
mobility service. services. The SCMS for service can be created by the regional transport authority, and the
SCMS service can be provided to the service control centre. The security certificate issued by the SCMS can be
installed in the vehicles at the manufacturing factory and refreshed frequently while use for theduring
operation through control centre by using over-the-air updatingupdate functions.
9.5.14 Traffic management centre
The traffic management centre is a body that owns, operates, and maintains the mobility service supporting
infrastructure facilities. It interacts with the regional transport authority.
10 Definition of service domains utilizing the data sharing platform
10.1.11.1.1 General
10.1 DataGeneral
The data sharing platform should support the implementation of mobility service applications needed for
smart citycities and communities. For example, data sharing could eventuallycan be implemented to satisfy
assess infrastructure needs and improve safety within cities.
Possible service applications can include:
— critical safety information provision: regulated service;
— safety driving support: un-regulatedunregulated service;
— infrastructure planning: regulated service;
— dynamic traffic management: regulated service;
— traffic rule enforcement: regulated service;
— dynamic map updates: unregulated service.
— emergency evacuation support: un-regulatedunregulated service;
— public transport user information service.
ISO/DIS FDIS 23098-1:2025(E2026(en)
Where applicable, the definitions of regulated, and un-regulatedunregulated services definitionare those
already definedestablished by local authority should be utilizedauthorities.
For deployment, further research or development of data sharing are recommendablerecommended.
10.2 Referenced target use cases
10.2.1 General
10.2.1 General
Mobility service applications largely rely upon the data sharing platform. Data collected through the mobility
applications and services consist of a smart city data that are held and maintained by the smart city data
management entity. Those mobility services can be grouped into two categories: the regulated services
provided by jurisdiction or the road operator;, and the un-regulatedunregulated services by the public and
private service providers. The applications offered and managed by the jurisdiction, or the road operator, can
be classified in four groups as “including: infrastructure operation management,” “, traffic management,” “,
road traffic operation management,” and “enforcement.”. The applications provided by the service providers
can be offered through public or private sectors. The classification of a service and applications can beis shown
in Figure 6Figure 6 below.
ISO/DISFDIS 23098-1:20252026(en)

Figure 6 — Classification of Smartsmart city intelligence transport system (ITS) service and its
applications
Numerous emerging mobility service applications for a smart city deployment are growing rapidly. The
following list below provides examples of those mobility applications.:
— — Traffictraffic management applications to ease traffic congestions and maintain safety in urban area
— — Roadroad traffic operation applications to realize efficient and safer use of infrastructure
— — electronic fee collection (EFC) support for Urban-urban ITS traffic management to realize dynamic road
pricing
— — Weighweigh in motion to ease heavy good transport vehicles
— — Dangerousdangerous goods/ or hazardous materials transport management to enforce geo-
fencinggeofencing
— — Disasterdisaster information provisioning systems for safer and timely evacuation activities
ISO/DIS FDIS 23098-1:2025(E2026(en)
— — Infrastructureinfrastructure services applications for efficient and automated maintenance works
— — Accessaccess control in urban areaareas to enhance vehicle entry to certain area
— — Traffictraffic signal (SPaT-MAP): signal phase and timing and road topology messages information
provisioning for safer and efficient traffic flow in the urban area
— — Lawlaw enforcement applications to regulated freight
...