ISO/TR 17783:2024

Intelligent transport systems - Mobility integration - Role and functional model for mobility services using low Earth orbit (LEO) satellite systems

This document describes a basic role and functional model for mobility services using low Earth orbit (LEO) satellite systems for ITS services. This document provides: a) a role and functional model using a LEO satellite system for mobility services; b) a description of the concept of operations (CONOPS), and the relevant role models; c) a conceptual architecture between actors involved; d) references for the key documents on which the architecture is based; e) a mobility service use case summary. In-vehicle control systems are not within the scope of this document. This document scope is limited to mobility services using physical and digital infrastructure. NOTE Physical infrastructure facilities include for example, battery charging facilities, dynamic charging facilities for battery electric vehicles, physical infrastructure markings, physical traffic regulation signs, mobility monitoring facilities, emergency response service support facilities, traffic operation control centre facilities, fee collection service facilities (e.g. road usage fee), battery electric vehicle charging facilities, online reservation and online mobility usage fee payment facilities, and other infrastructure platform facilities that support ITS mobility services.

Systèmes de transport intelligents — Intégration de la mobilité — Rôle et modèle fonctionnel des services de mobilité qui utilisent les systèmes de satellites en orbite terrestre basse (LEO)

General Information

• Status: Published
• Publication Date: 18-Apr-2024
• ICS: 03.220.01 - Transport in general
• ICS: 35.240.60 - IT applications in transport
• Technical Committee: ISO/TC 204 - Intelligent transport systems
• Drafting Committee: ISO/TC 204 - Intelligent transport systems
• Current Stage: 6060 - International Standard published
• Start Date: 19-Apr-2024
• Due Date: 09-May-2025
• Completion Date: 19-Apr-2024

Overview

ISO/TR 17783:2024 - Intelligent transport systems - Mobility integration - Role and functional model for mobility services using low Earth orbit (LEO) satellite systems defines a conceptual framework for integrating LEO satellite communication into Intelligent Transport Systems (ITS). This technical report describes role and functional models, a concept of operations (CONOPS), and a high-level architecture connecting actors involved in mobility services that rely on LEO constellations. The scope is limited to mobility services using physical and digital infrastructure (in-vehicle control systems are excluded).

Key topics and technical focus

• Role and functional models for mobility services using LEO satellites, including digital infrastructure servicers and ITS service providers.
• Concept of operations (CONOPS) and a conceptual architecture that maps actors, data flows and service boundaries.
• Mobility service use cases and service domains (traffic management, infrastructure operation management, enforcement, fee collection, EV charging and reservation, emergency response support, mobility monitoring).
• Communication functions: low latency benefits, multi-device access, moving data between actors, and resilience considerations.
• LEO characteristics: low orbit (< 2 000 km, often < 500 km), large constellations (hundreds to thousands of satellites; potential for much larger deployments), Ka/Ku band ground links, and direct-to-device plans using 5G spectrum.
• Advantages and limitations: lower latency and broader coverage versus weather impacts, lifecycle cost, antenna size and mobility tracking challenges.
• Enabling technologies and considerations: cyber security for ITS applications, network slicing, carrier aggregation, propagation speed differences, RF spectrum sharing, and potential interplay with private 5G/6G and DSRC.

Note: ISO/TR 17783:2024 is a Technical Report and contains no normative references.

Practical applications

• Design and planning of LEO-enabled mobility services (e.g., regional traffic management, remote-area connectivity for EV charging management).
• Architecture and interoperability guidance for service providers, telecommunication operators, and smart city planners evaluating LEO as primary or backup communication.
• Input to business case development for integrating LEO into ITS operations, resilience planning, and contingency communication paths.
• Reference for system integrators implementing digital infrastructure platforms (3D HD maps, sensor fusion, mobility monitoring) that depend on wide-area, low-latency connectivity.

Who should use this standard

• ITS architects and mobility service designers
• Transport authorities and traffic operation centres
• Satellite operators and communication service providers (LEO/terrestrial hybrids)
• Smart city planners and infrastructure owners (EV charging, fee collection, emergency response)
• Telecom planners considering private 5G/6G integration with satellite services

Related guidance

• Prepared by ISO/TC 204 (Intelligent transport systems). Although this TR has no normative references, it complements other ITS architecture and communications guidance developed by ISO/TC 204 and industry stakeholders.

Keywords: ISO/TR 17783:2024, LEO satellite systems, intelligent transport systems, mobility integration, CONOPS, low latency, ITS architecture, mobility services, network slicing, private 5G/6G.

Standards Content (Sample)

Technical
Report
ISO/TR 17783
First edition
Intelligent transport systems —
2024-04
Mobility integration — Role and
functional model for mobility
services using low Earth orbit (LEO)
satellite systems
Systèmes de transport intelligents — Intégration de la mobilité
— Rôle et modèle fonctionnel des services de mobilité qui utilisent
les systèmes de satellites en orbite terrestre basse (LEO)
Reference number
© ISO 2024
All rights reserved. Unless otherwise specified, or required in the context of its implementation, no part of this publication may
be reproduced or utilized otherwise in any form or by any means, electronic or mechanical, including photocopying, or posting on
the internet or an intranet, without prior written permission. Permission can be requested from either ISO at the address below
or ISO’s member body in the country of the requester.
ISO copyright office
CP 401 • Ch. de Blandonnet 8
CH-1214 Vernier, Geneva
Phone: [phone]
Email: [e-mail]
Website: www.iso.org
Published in Switzerland
ii
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Abbreviated terms . 2
5 Advantages of low latency in LEO satellite constellation . 2
6 Disadvantages of using satellites and LEO . 3
7 Private 5G/6G . 3
8 Mobility role model example . 3
9 Definition of service domains suited to utilizing LEO satellite systems . 3
9.1 General .3
9.2 Referenced target use cases .4
9.3 Infrastructure operation management .6
9.4 Traffic management .6
9.5 Road traffic management .6
9.6 Enforcement .7
9.7 The role of service providers .7
10 General communication functions . 9
10.1 Overview .9
10.2 Cyber security in ITS service applications .9
10.3 Moving data between actors .9
10.4 Connected vehicle/device environment.10
10.4.1 General .10
10.4.2 Low latency .10
10.4.3 Multi-device access capability .10
10.4.4 Network slicing .10
10.4.5 Carrier aggregation .10
10.4.6 Propagation speed difference between wired and wireless environment .10
10.4.7 Radio frequency spectrum sharing .11
11 Role and function model of mobility service framework .11
11.1 Objective.11
11.2 National variations .11
11.3 Basic role model architecture .11
11.3.1 General .11
11.3.2 Smart city sensor data (probe data) . 12
11.3.3 3D HD map . 12
11.3.4 Digital infrastructure . 12
11.3.5 Mobility supporting facility . 13
11.3.6 Physical infrastructure platform . 13
11.3.7 ITS service providers . 13
11.3.8 Communication (communication service provider) . 13
11.4 Application layer role and functional model for ITS service application . 13
11.4.1 Overview . 13
11.4.2 Role and functional model options .14
11.4.3 Certification of service providers .14
11.5 Mobility service role and functional model .14
11.5.1 General .14
11.5.2 Role model and functional model of digital infrastructure servicer . 15
Bibliography .16

iii
Foreword
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The procedures used to develop this document and those intended for its further maintenance are described
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of ISO document 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).
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related to conformity assessment, as well as information about ISO's adherence to the World Trade
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This document was prepared by Technical Committee ISO/TC 204, Intelligent transport systems.
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
[13]
Recent implementations of low Earth orbit (LEO) satellite communication systems (e.g. OneWeb,
[19]
Starlink ) offer advantages in terms of large coverage area, large capacity, multi-modal mobility access, low
latency and resilience compared to other available communication service systems. These characteristics
of LEO offer benefits when used for smart city or community mobility integration services. This document
describes a role and functional model of LEO in the context of use cases for intelligent transport systems (ITS).
This document can contribute to the development of mobility service standards using LEO satellite system
business cases.
Background information on LEO is provided in the Bibliography.

v
Technical Report ISO/TR 17783:2024(en)
Intelligent transport systems — Mobility integration — Role
and functional model for mobility services using low Earth
orbit (LEO) satellite systems
1 Scope
This document describes a basic role and functional model for mobility services using low Earth orbit (LEO)
satellite systems for ITS services. This document provides:
a) a role and functional model using a LEO satellite system for mobility services;
b) a description of the concept of operations (CONOPS), and the relevant role models;
c) a conceptual architecture between actors involved;
d) references for the key documents on which the architecture is based;
e) a mobility service use case summary.
In-vehicle control systems are not within the scope of this document.
This document scope is limited to mobility services using physical and digital infrastructure.
NOTE Physical infrastructure facilities include for example, battery charging facilities, dynamic charging
facilities for battery electric vehicles, physical infrastructure markings, physical traffic regulation signs, mobility
monitoring facilities, emergency response service support facilities, traffic operation control centre facilities, fee
collection service facilities (e.g. road usage fee), battery electric vehicle charging facilities, online reservation and
online mobility usage fee payment facilities, and other infrastructure platform facilities that support ITS mobility
services.
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
3D HD three-dimensional high definition
AI artificial intelligence
AM automated mobility
CCTV close circuit television
CONOPS concept of operations
DSRC dedicated short-range communications
EFC electronic fee collection
EV electric vehicle
FCV fuel cell vehicle
LEO low Earth orbit
QoS quality of service
WIM weigh in motion
5 Advantages of low latency in LEO satellite constellation
— LEO (<2 000 km, but often <500 km orbit) satellite constellations promise lower latency than traditional
satellite systems because signals need to travel less distance than that required by ordinal geosynchronous
orbiting satellites (geosynchronous orbits are 36 000 km altitude).
— It is planned that these constellations will use hundreds (OneWeb) or thousands (Starlink) of satellites
with future upgrades to potentially include more than 30 000 satellites.
— Starlink plans to use a laser-based inter-satellite communication path when communicating parties
access the network through different satellites. This will take advantage of the superior speed of laser
signals in a vacuum, compared to fibre-optic links that are typically used between ground stations.
— LEO satellites connect with ground stations with radio wave paths such as Ka (12 GHz) or Ku (24 GHz)
bands as a gateway to the ground network.
— There are plans for direct communication from LEO to handheld nomadic devices using the 5G frequency
spectrum. This would eliminate the need for a cellular base station on the ground.
— There is a plan to use the current cellular frequency spectrum for direct connection to mobile phones on
the ground.
— Devices on the ground connect to the LEO service through a terrestrial network to the ground station, or
directly to the LEO satellite using a constellation-specific satellite antenna.
— Mobility service providers can provide services through LEO satellites in addition to conventional
ground communication media, if necessary, as backup.
— A few satellites can provide service to an entire region without creating un-serviced zones; additional
satellites can serve an increased user density and expand geographic coverage.
— Compared to terrestrial wired networks, LEO constellations can more readily provide low latency, high
capacity to remote and rural locations.
— LEO constellations offer a resilience advantage over other communication techniques which rely on a
single point through which all data flows.

6 Disadvantages of using satellites and LEO
There are still unknown factors related to LEO operations that can impact ITS, such as:
— the effects of severe weather on Ku/Ka transmissions;
— life cycle cost impact;
— use of LEO constellations by moving vehicles, i.e. how hard is it for a moving vehicle to track the satellite;
— how large is the antenna, and can it be mounted on a personal device.
7 Private 5G/6G
For ITS V2X use cases, one potential tool for achieving cost effective service in next generation mobility
services is private 5G/6G, which could be used in conjunction with LEO. This statement is speculative, and
further analysis is needed of how LEO use can potentially be leveraged by projections of cellular evolution.
Such speculation includes considering whether LEO is part of 6G or an alternative. Satellite communication
can also be complemented by wireless local access networks and DSRC 802.11p/bd in the transport sector.
8 Mobility role model example
Figure 1 shows an example of a mobility service role model for mobility integration. In this example, mobility
service users are connected to service providers through satellite(s) or private 5G/6G through ground
network/satellite(s).
NOTE Conventional DSRC and private 4G/5G/6G cellular network could potentially be utilized in addition to LEO.
Figure 1 — LEO satellite system use example
9 Definition of service domains suited to utilizing LEO satellite systems
9.1 General
It is possible that LEO satellite systems will support ITS service implementations. However, such scenarios
ought to be assessed taking into account physical infrastructure needs. Further, they ought to be predicated
on LEO offering improvements in safety or mobility over other communications technologies. While LEO

offers broad and flexible coverage, the urban environment is not ideal for LEO systems. First, cities are dense
and have many potential users that can saturate satellite communications links. Second, urban canyons and
other occlusions can block access to the satellite network. Third, cities are not a suitable target for satellites
because cities include users close to one another, who would be better served by terrestrial communications.
Service applications using LEO can include, but are not limited to:
— critical safety information provision (low latency in receiving service is key to implementation);
— safety driving support (low latency in receiving service is key to implementation);
— infrastructure planning (latency is not important);
— dynamic traffic management (latency is not important);
— traffic rule enforcement (latency is not important);
— dynamic map updates (latency is not important);
— emergency evacuation support (latency is not important);
— curb-side management; service robots (latency is not important).
Where applicable, mobility services already defined by the local authority can be applicable.
Further research or development of digital infrastructure is needed for efficient use of LEO in ITS.
9.2 Referenced target use cases
Mobility service applications rely upon data collected through applications. In many cases, these are large
volumes of data. Service quality depends upon the quality and quantity of data held and maintained by
the relevant operating entity, e.g. a smart city data manager. Mobility services can be grouped into two
categories: services provided by the authority/jurisdiction or road operator; and services provided by public
and private service providers. The applications offered and managed by the authority/jurisdiction or road
operator can be further classified into four groups:
1) infrastructure operation management;
2) traffic management;
3) road traffic operation management;
4) enforcement.
The applications provided by the service providers can be offered through public or private sectors.
Many of the use cases in this document presume an urban environment. This is not necessarily the best
use for LEO. Expected use cases of LEO will potentially focus on transportation safety concerns unique to
environments that do not typically have access to terrestrial communications, e.g. locations that are in a
remote and rural environment.
The number of emerging mobility service applications for smart city deployment have grown rapidly in
recent years. The following list provides examples of such applications:
— avalanche and falling rock warnings;
— disaster information provisioning systems for safer and more timely evacuation activities, emphasizing
the widespread dissemination;
— tachograph monitoring over remote areas (such as the long drives road trains take in Australia);
— other services unique to remote and rural environments;
— traffic management applications to ease traffic congestion and maintain safety in urban areas;

— road traffic operation applications to realize efficient and safer use of infrastructure;
— electronic fee collection (EFC) support for urban-ITS traffic management to realize dynamic road pricing.
— weigh in motion (WIM) to ease heavy good transport vehicles;
— dangerous goods/hazardous materials transport management to enforce geo-fencing;
— infrastructure service applications for efficient and automated maintenance works;
— access control in urban areas to enhance vehicle entry to certain areas;
— traffic signal (SPaT-MAP): information provisioning of signal phase and timing and road topology
messages for safer and efficient traffic flow in the urban area;
— law enforcement applications for regulated freight vehicles such as overloaded vehicle shut out from
certain urban areas;
— remote digital tachograph monitoring to maintain safe freight transport vehicle movement;
— heavy vehicle air quality controls and geo-fencing in certain urban areas;
— emission control of vehicles entering certain urban areas to enforce geo-fencing in certain areas of the
smart city;
— autonomous vehicle applications such as monitoring, emergency controls, override command, regulated
information provisioning;
— urban/suburban/expressways mobility mode-specific safety information provisioning and traffic
monitoring;
— dynamic map management including probe data collection, data aggregation, managing digital twin in
the cloud and provisioning of safety information;
— EFC from services such as parking, event admission and car sharing;
— vehicle remote maintenance applications such as over the air software updates;
— freight vehicle management applications supporting efficient and safer transport fleet operations;
— electric vehicle charging applications such as booking, monitoring, fee collections with security
management;
— fuel cell vehicle charging applications;
— intelligent parking such as automated valet parking supporting systems;
— car sharing management including booking, matchmaking between user and driver, safety information
provisioning;
— public transit information provisioning to users in timely and dynamic real-time basis;
— taxi fleet management applications such as booking, matchmaking between users and drivers, safety
information provisioning;
— dynamic map-utilizing service applications for automated driving buses, shuttles and freight vehicles for
more efficient and safer operations;
— tourist information/advice provisioning service applications for inbound users;
— bicycle/motor cyclists' ITS service applications such as vulnerable road user safety information provision
services;
— curb-side management (service robots).

Major use cases and business cases for smart city mobility service applications (those currently available and
future ones) are provided here for information only. Further applications can be expected to be developed in
the future depending on how the smart city mobility regulators can implement their initiative with the local
government.
9.3 Infrastructure operation management
The use cases that fall into the “infrastructure operation management” category are infrastructure service
applications focusing on service vehicle operational efficiency and automated maintenance.
Infrastructure operation management service applications are effective for efficient and automated
maintenance works.
In this case, road maintenance services such as a snowplough dispatching and monitoring can become safer
and more efficient with proper monitoring and controlling; LEO enables more comprehensive monitoring of
such vehicles in remote locations, if it can support moving vehicles.
9.4 Traffic management
The “traffic management” use case can be applied to all vehicles, but especially to freight vehicles and
automated vehicles.
For all vehicles, traffic management applications to ease traffic congestion and maintain safety in urban
areas can be effective.
For automated vehicles, automated driving vehicle support applications such as monitoring, emergency
control, override command and regulated information provisioning can be effective.
EFC support for urban-ITS traffic management can be effective for realizing dynamic road pricing.
The use cases include:
a) traffic management applications to ease traffic congestion and maintain safety in urban areas, in which
the smart city ITS traffic centre monitors traffic conditions and controls both signals and road signs to
ease traffic congestion;
b) EFC support for smart city ITS traffic management to realize dynamic road pricing, in which the smart
city traffic centre controls traffic by changing toll fees dynamically to divert traffic flows to other road
networks. In such cases, the traffic centre also provides feedback to the toll operator to adjust toll fees
to maintain the quality of service (QoS) of the toll road operations;
c) automated vehicle support applications, to monitor road conditions, assist with emergency control,
respond to override command and update regulated information provisioning. Generally, the automated
vehicle relies on its own sensor data, but the safety level can be increased with the support from the
infrastructure.
9.5 Road traffic management
In the "road traffic management" use case, road traffic operation applications can improve efficiency and
make it safer to use the infrastructure by allowing the road authority to control the traffic volume of the
road more easily, especially on the expressways.
Road traffic operation management applications can be effective for realizing more efficient and safer use of
infrastructure.
Road traffic operation management applications are usually implemented by controlling the volume of
vehicles entering the road with ramp metering.

9.6 Enforcement
"Enforcement" is a broad subject which can be divided into two categories: enforcement for all vehicles and
enforcement for freight vehicles.
For all vehicles, access control in urban areas to enforce vehicle entry to certain areas can be effective.
For freight vehicles, WIM to enforce heavy goods transport vehicles, dangerous goods/hazardous materials
transport manag
...