ISO/TC 204 - Intelligent transport systems

This document specifies a method for the determination of fuel consumption and resulting CO2 emissions to enable fleet managers to reduce fuel costs and greenhouse gas (GHG) emissions in a sustainable manner. The fuel consumption determination is achieved by extracting trip data and speed profiles from the global navigation satellite system (GNSS) receiver of a nomadic device (ND), by sending it via mobile communication to a database server and by calculating the deviation of the mechanical energy contributions of: a) aerodynamics, b) rolling friction, c) acceleration/braking, d) slope resistance, and e) standstill, relative to a given reference driving cycle in [%]. As the mechanical energy consumption of the reference cycle is known by measurement with a set of static vehicle configuration parameters, the methodology enables drivers, fleet managers or logistics service providers to calculate and analyse fuel consumption and CO2 emissions per trip by simply collecting trip data with a GNSS receiver included in an ND inside a moving vehicle. In addition to the on-trip and post-trip monitoring of energy consumption (fuel, CO2), the solution also provides information about eco-friendly driving behaviour and road conditions for better ex-ante and ex-post trip planning. Therefore, the solution also allows floating cars to evaluate the impact of specific traffic management actions taken by public authorities with the objective of achieving GHG reductions within a given road network. The ND is not aware of the characteristics of the vehicle. The connection between dynamic data collected by the ND and the static vehicle configuration parameters is out of scope of this document. This connection is implementation-dependent for a software or application using the described methodology which includes static vehicle parameters and dynamic speed profiles per second from the ND. Considerations of privacy and data protection of the data collected by a ND are not within the scope of this document, which only describes the methodology based on such data. However, software and application developers using the methodology need to carefully consider those issues. Nowadays, most countries and companies are required to be compliant with strict and transparent local regulations on privacy and to have the corresponding approval boards and certification regulations in force before bringing new products to the market.

This document specifies the data communication concepts applicable to the data requirements of the transport community. It also includes the regulatory authorities related to freight and its intermodal transfer to participate in common reporting. Data communication concepts include information entities (data elements), aggregated/associated information entities (groups of data elements) and messages that comprise information exchanges at transport interfaces along the chain of participants responsible for the delivery of goods from the point of origin through to the final recipient. This includes all transport entities carrying the cargo as well as the documents and information required to facilitate the cargo movement. This document focuses on a single "thread" of the overall end-to-end supply chain. It includes motor transport data needs within the international supply chain to satisfy the requirements of both businesses and governmental organizations on business to business (B2B), business to government (B2G), government to business (G2B) and government to government (G2G) relationships. This document is applicable to shipments that originate in one country and terminate in another. It can also be applied to shipments that originate and terminate in a single country. This document is applicable to freight movements that interface with other modes and incorporates interface requirements set for those other modes. This document is also designed to incorporate the elements of the Govcbr message (a message developed by the World Customs organization, WCO, that can facilitate data exchange but can potentially not apply to all parties throughout the supply chain) and have them apply across the whole supply-chain, on a global basis. This document does not constrain the requirements of customs, regulatory and safety bodies at border crossings but does include the data elements likely to be required by customs authorities and other governmental bodies within a single window environment or within a port community system environment.

This document describes a basic role and functional model of digital infrastructure service for urban intelligent transport system (ITS) service applications. It provides an extension of the information given in ISO/TR 4445. It lays out a paradigm describing: a) a framework for the provision of digital infrastructure for cooperative ITS service application; b) a description of the concept of roles and functional models for such services; c) a conceptual architecture between actors involved in the provision/receipt of digital infrastructure services; d) references for the key documents on which the architecture is based; and e) a taxonomy of the organization of generic procedures.

This document describes the core services and roles and responsibilities models in the "mobility as a service" (MaaS) and "mobility on demand" (MOD) ecosystems. The description is based on a literature review of the references listed in the Bibliography. This document also includes a comparison of the basic services and roles and responsibilities in order to map any similarities that can potentially be used for bridging and merging the two mainstream concepts in integrated mobility, i.e. MaaS and MOD.

A variety of general-purpose data distribution technologies have emerged within the Information and Communications Technologies (ICT) industry. These technologies generally provide services at the Open System Interconnect (OSI) session, presentation and application layers (i.e. layers 5-7). Within Intelligent Transport Systems (ITS), these layers roughly correspond to the facilities layer of the ITS station (ITS-S) reference architecture, as defined within ISO 21217. This document investigates the applicability of these data distribution technologies within the ITS environment.

This document defines terms relating to intelligent transport systems (ITS).

This document specifies: — the interfaces between electronic fee collection (EFC) back-office systems for vehicle-related transport services, e.g. road user charging, parking and access control; — an exchange of information between the back end system of the two roles of service provision and toll charging, e.g.: — charging-related data (toll declarations, billing details), — administrative data, and — confirmation data; — transfer mechanisms and supporting functions; — information objects, data syntax and semantics. This document is applicable for any vehicle-related toll service and any technology used for charging. The data types and associated coding related to the data elements described in Clause 6 are defined in Annex A, using the abstract syntax notation one (ASN.1) according to ISO/IEC 8824‑1. This document specifies basic protocol mechanisms over which implementations can specify and perform complex transfers (transactions). This document does not specify, amongst others: — any communication between toll charger (TC) or toll service provider (TSP) with any other involved party; — any communication between elements of the TC and the TSP that is not part of the back-office communication; — interfaces for EFC systems for public transport; — any complex transfers (transactions), i.e. sequences of inter-related application data units (ADUs) that can possibly involve several application protocol data unit (APDU) exchanges; — processes regarding payments and exchanges of fiscal, commercial or legal accounting documents; and — definitions of service communication channels, protocols and service primitives to transfer the APDUs.

This document defines the rules and processes used to assign and manage identifiers to items of interest within the ITS community.

This document defines the requirements of the basic role and functional model of service applications for the introduction of low-speed automated driving system (LSADS) services including infrastructure facilities for supporting mobility in urban and rural areas. This document covers services using LSADS-equipped vehicles only; in-vehicle control systems are outside the scope. Examples of infrastructure facilities and road furniture include driving monitoring platforms, emergency response platforms, operation management platforms, user service platforms (e.g. for online reservations and online payments) and platforms for supporting automated driving systems.

This document defines and specifies component facets supporting the exchange and shared usage of data and information in the field of traffic and travel. The component facets include the framework and context for exchanges, the data content, structure and relationships necessary and the communications specifications, in such a way that they are independent from any defined technical platform. This document establishes specifications for data exchange between any two instances of the following actors: — Traffic information centres (TICs); — Traffic control centres/Traffic management centres (TCCs/TMCs); — Service providers (SPs). This document can also be applied for use by other actors, e.g. car park operators. This document includes the following types of information: — use cases and associated requirements, and features relative to different exchange situations; — different functional exchange profiles; — abstract elements for protocols; — data model for exchange (informational structures, relationships, roles, attributes and associated data types required). In order to set up a new technical exchange framework, it is necessary to associate one functional exchange profile with a technical platform providing an interoperability domain where plug-and-play interoperability at a technical level can be expected. The definition of such interoperability domains is out of scope of this document but can be found in other International Standards or Technical Specifications (e.g. the ISO 14827 series). This document is restricted to data exchange. Definition of payload content models is out of the scope of this document.

Field devices are a key component in intelligent transport systems (ITS). Field devices include traffic signals, message signs, weather stations, traffic sensors, roadside equipment for connected ITS (C-ITS) environments, etc. Field devices often need to exchange information with other external entities. Field devices can be quite complex, necessitating the standardization of many data concepts for exchange. As such, the ISO 22741 series is divided into several individual Parts. This document (Part 1) introduces the ISO 22741 series and provides normative content that applies to the rest of the series.

This document specifies the data structure and data exchange procedure related to micro mobility service applications utilizing a P-ITS-S (i.e. nomadic devices), including car sharing, parcel delivery and first-mile and last-mile connections. In addition, this document delivers related requirements for the development and operation of the service platform between nomadic devices and micro mobility with intelligent transport systems (ITS) technologies. This document defines a data structure and data exchange procedure based on the datasets and messages which are defined in ISO 22085-2.

This document presents methods to establish technical interoperability between the contactless interfaces of NFC mobile devices and those of public transport readers and customer media. It provides information on how to apply these for public transport fare management systems which are using ISO/IEC 14443 and/or ISO/IEC 18092 and/or EMV® Contactless Interface Specification[1] [9] as a basis for contactless communication. This document deals with the application of standards, specifications and certification schemes from other organizations and standards bodies. These organizations and standards bodies are solely responsible for the content and the maintenance of these standards, specifications and certification schemes. This document focuses on the technical interoperability of the contactless interfaces of NFC mobile devices and public transport devices. The goal is to reliably support communication and the exchange of data. Syntactic and semantic interoperability, i.e. the support for a particular public transport fare management application, is not covered by this document. However, practical experience shows that if technical interoperability is established successfully, the adoption of a specific public transport application can typically be achieved by loading the fare management system’s particular application software onto the NFC mobile device. [1] This trade name is provided for reasons of public interest or public safety. This information is given for the convenience of users of this document and does not constitute an endorsement by ISO.

This document specifies performance requirements and test procedures for systems capable of warning the subject vehicle driver of a potential crossing-path collision with other vehicles at intersecting road segments. Vehicle-to-vehicle intersection collision warning systems (VVICW) rely on vehicle-to-vehicle (V2V) communications and relative positioning between the subject vehicle and crossing-path vehicles (remote vehicles). V2V data, such as position, speed and heading are used to evaluate if an intersection collision is imminent between the subject and remote vehicles. The performance requirements laid out in this document specify the warning criteria for these systems. In addition, VVICW operate in specified subject and remote vehicle speed ranges, road intersection geometries and target vehicle types. Moreover, the requirements for the V2V data will be specified. The scope of this document includes operations on intersecting road segments (physically intersecting roads), and motor vehicles including cars, trucks, buses and motorcycles. Responsibility for the safe operation of the vehicle remains with the driver.

This document specifies: personalization interface; physical systems: on-board equipment (OBE), personalization equipment (PE) and integrated circuit(s) cards (ICCs); electronic fee collection (EFC) personalization functions between the PE and the OBE in accordance with ISO/TS 21719-1 when using an ICC; data and security elements that are transferred between the PE and the OBE using the ICC. It is outside the scope of this document to define: conformance procedures and test specifications; setting-up of operating organizations (e.g. toll service provider, personalization agent, trusted third party, etc.); legal issues; the exact commands and security functionality within ISO/IEC 7816-4 used by the PE and the OBE, respectively, to interface an ICC. NOTE Some of the issues that are outside the scope of this document are the subject of separate standards prepared by CEN/TC 278 and ISO/TC 204.

This document provides information and requirements for identifying cost-effective technologies and related standards required to deploy, manage and operate sustainable “green” ITS technologies in surface transportations with eco-mobility. These ITS technologies can increase operational efficiencies and unlock enhanced transportation safety and eco-mobility applications. The ISO 20529 series builds on the existing standards and best practices of transport operation and management systems, as well as ITS applications, and aims to accommodate the specific needs of eco-mobility. G-ITS standards are expected to focus on the use of data exchange interface standards to enable the deployment of cloud-based multi-modal mobility solutions using wireless networks and nomadic devices. These forward-looking solutions are “infrastructure light” and can thus impact developing regions with little or no legacy transportation infrastructure. This document is intended to provide mobility information according to user preference on demand, utilizing a variety of existing apps on nomadic devices related to various means of transport. An integrated mobility information platform is defined in this document as a service methodology to be integrated with a variety of mobile apps with respect to different modes of transport. The framework described in this document includes: — Identification of implementation aspects of related standards by means of use case. — Identification of the multi-modal transport information necessary to support G-ITS. — Eco-friendly route guidance according to user preference. — Smart modal choice service based on carbon footprint, fuel efficiency and carbon-free zones for G-ITS.

This document describes a basic role model of smart city intelligent transport systems (ITS) service applications as a common platform for smart city instantiation, directly communicating via secure ITS interfaces. It provides a paradigm describing: a) a framework for the provision of a cooperative ITS service application; b) a description of the concept of operations, regulatory aspects and options, and the role models; c) a conceptual architecture between actors involved in the provision/receipt of ITS service applications; d) references for the key documents on which the architecture is based; e) a taxonomy of the organization of generic procedures.

This document describes [motor] vehicle driving automation systems that perform part or all of the dynamic driving task (DDT) on a sustained basis. It provides a taxonomy with detailed definitions for six levels of driving automation, ranging from no driving automation (Level 0) to full driving automation (Level 5), in the context of [motor] vehicles (hereafter also referred to as “vehicle” or “vehicles”) and their operation on roadways: Level 0: No Driving Automation Level 1: Driver Assistance Level 2: Partial Driving Automation Level 3: Conditional Driving Automation Level 4: High Driving Automation Level 5: Full Driving Automation These level definitions, along with additional supporting terms and definitions provided herein, can be used to describe the full range of driving automation features equipped on [motor] vehicles in a functionally consistent and coherent manner. “On‑road” refers to publicly accessible roadways (including parking areas and private campuses that permit public access) that collectively serve all road users, including cyclists, pedestrians, and users of vehicles with and without driving automation features. The levels apply to the driving automation feature(s) that are engaged in any given instance of on-road operation of an equipped vehicle. As such, although a given vehicle may be equipped with a driving automation system that is capable of delivering multiple driving automation features that perform at different levels, the level of driving automation exhibited in any given instance is determined by the feature(s) that are engaged. This document also refers to three primary actors in driving: the (human) user, the driving automation system, and other vehicle systems and components. These other vehicle systems and components (or the vehicle in general terms) do not include the driving automation system in this model, even though as a practical matter a driving automation system may actually share hardware and software components with other vehicle systems, such as a processing module(s) or operating code. The levels of driving automation are defined by reference to the specific role played by each of the three primary actors in performance of the DDT and/or DDT fallback. “Role” in this context refers to the expected role of a given primary actor, based on the design of the driving automation system in question and not necessarily to the actual performance of a given primary actor. For example, a driver who fails to monitor the roadway during engagement of a Level 1 adaptive cruise control (ACC) system still has the role of driver, even while s/he is neglecting it. Active safety systems, such as electronic stability control (ESC) and automatic emergency braking (AEB), and certain types of driver assistance systems, such as lane keeping assistance (LKA), are excluded from the scope of this driving automation taxonomy because they do not perform part or all of the DDT on a sustained basis, but rather provide momentary intervention during potentially hazardous situations. Due to the momentary nature of the actions of active safety systems, their intervention does not change or eliminate the role of the driver in performing part or all of the DDT, and thus are not considered to be driving automation, even though they perform automated functions. In addition, systems that inform, alert, or warn the driver about hazards in the driving environment are also outside the scope of this driving automation taxonomy, as they neither automate part or all of the DDT, nor change the driver’s role in performance of the DDT (see 8.13). It should be noted, however, that crash avoidance features, including intervention-type active safety systems, may be included in vehicles equipped with driving automation systems at any level. For automated driving system (ADS) features (i.e., Levels 3 to 5) that perform the complete DDT, crash mitigation and avoidance capability is part of ADS functionality (see also 8.13).

This document specifies the syntax and semantics of data objects in the field of electronic fee collection (EFC). The definitions of data types and assignment of values are provided in accordance with the abstract syntax notation one (ASN.1) technique, as specified in ISO/IEC 8824‑1. This document defines: — ASN.1 (data) types within the fields of EFC; — ASN.1 (data) types of a more general use that are used more specifically in standards related to EFC. This document does not seek to define ASN.1 (data) types that are primarily related to other fields that operate in conjunction with EFC, such as cooperative intelligent transport systems (C-ITS), the financial sector, etc.

This document describes various use cases for the sharing of probe vehicle data as a common platform for smart city instantiation. When modernizing a city towards a smart city, it is necessary for information flows across various fields, such as transportation, healthcare, energy, water and other government services, to be effectively managed and shared. Despite efforts from many cities, integrating all databases related to all services has proven to be a cumbersome task. One challenge is the lack of a systematic way that can be modelled for data sharing. The ITS data sharing model for vehicle probe data can serve as the basis for instigating this type of work. To elaborate how vehicle probe data work can be applied to achieve this objective, this document: — gathers use cases and examples of vehicle probe data sharing around the world, and — provides use cases for data sharing that are appropriate for smart city ITS mobility solutions. By examining these use cases and current and planned data sharing practices around the world, this document demonstrates how this mechanism can help implement many smart city applications. This document also shows that by combining the vehicle probe data with roadside sensor data, and other important public and private data sources, the services can be operated more effectively. Data collection methods and data or information provisioning are beyond the scope this document. Specifically, this document does not describe items related to the vehicle probe data collection nor the vehicle probe data provision activities as specified by other existing standards such as ISO 19414.

This document specifies communication requirements in support of the Smart Digital Tachograph (SDT) as identified by Regulation 2016/799 of the European Union[23]. The specification covers: — the physical layer at 5,8 GHz for SDT communications (SDTC); — the data link layer (DLL) of SDTC; — the application layer of SDTC; — SDTC profiles which provide coherent sets of communication tools for applications based on SDTC. This document provides further information beneficial for the design and development of SDTC equipment.

This document provides definitions of functional requirements for connectivity among nomadic devices, cloud servers and micro mobility during pre-trip, post-trip and while driving, which is defined in ISO/TR 22085-1, and datasets for providing seamless mobility service. In addition, it also delivers related standards required to develop and operate the service platform between a nomadic device and micro mobility with intelligent transport systems (ITS) technologies. The functional requirements and the datasets can be used as a measure of exchanging information required to promote micro mobility as a new type of urban and rural transport mode, and so increase the possibility of being included in an integrated mobility and parcel delivery system. This document defines functional requirements and messages set by use case and a dataset of each message to provide services for use cases, which are defined in ISO/TR 22085-1 as follows: — Pre-trip (Use case 1.1-1.5) — En-route (Use case 2.1-2.7) — Post-trip (Use case 3.1-3.4)

This document specifies: — requirements for the operational design domain, — system requirements, — minimum performance requirements, and — performance test procedures for the safe operation of low-speed automated driving (LSAD) systems for operation on predefined routes. LSAD systems are designed to operate at Level 4 automation (see ISO/SAE PAS 22736), within specific operational design domains (ODD). This document applies to automated driving system-dedicated vehicles (ADS-DVs) and can also be utilized by dual-mode vehicles (see ISO/SAE PAS 22736). This document does not specify sensor technology present in vehicles driven by LSAD systems.

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

Field devices are a key component in intelligent transport systems (ITS). Field devices include traffic signals, message signs, weather stations, traffic sensors, roadside equipment for connected ITS (C-ITS) environments, etc. Field devices often need to exchange information with other external entities (managers). Field devices can be quite complex necessitating the standardization of many data concepts for exchange. As such, the ISO 20684 series is divided into several individual parts. This part of the ISO 20684 series identifies basic user needs for the management of virtually any field device and traces these needs to interoperable designs. This includes the ability to identify the device, its capabilities, and its status. NOTE This document is similar to portions of NTCIP 1103 v03 and NTCIP 1201 v03. ISO 20684-1 provides additional details about how the ISO 20684 series relates to the overall ITS architecture.

Field devices are a key component in intelligent transport systems (ITS). Field devices include traffic signals, message signs, weather stations, traffic sensors, roadside equipment for connected ITS (C-ITS) environments, etc. The ISO 20684 series defines data that can be used when field devices need to exchange information with other external entities (called “managers” in this document, even if they are other field devices). Field devices can be quite complex, necessitating the standardization of many data concepts for exchange. As such, the ISO 20684 series is divided into several individual parts. This document (Part 1) introduces the ISO 20684 series and provides normative content that applies to all subsequent parts.

This document specifies: — the Localized Message (LM) format: an NPDU of a networking & transport layer protocol that does not support routing of a packet through a network; — the Service Advertisement Message (SAM): an APDU to be transported in an LM, for example; — the Service Response Message (SRM): an APDU acknowledging a SAM that offered a service based on an ITS application class[2] to be transported in an LM, for example; — related basic requirements for procedures. Specifications are partly done by normative references to IEEE 1609.3(TM)-2016. NOTE These message format specifications and basic procedures need to be complemented by complete procedures and SAP specifications according to the context of usage, i.e. an ITS station specified in ISO 21217, or a WAVE device specified in IEEE 1609.0[13] or any other context.

Variable message signs (VMSs) are installed in areas where traffic managers identify a frequent need to convey information to the travelling public, such as upstream from interchanges to alert the public to downstream congestion in time for them to alter their routes. This allows traffic managers to improve the efficiency, safety, and quality of traveller journeys. In order to manage the operation of a VMS and the messages displayed, information exchange between the management systems and the VMS is needed. This document identifies basic user needs for the management of light-emitting diode (LED) matrix VMSs and traces these needs to interoperable designs. This includes the ability to identify the device, its capabilities, and its status. NOTE 1 This document is similar to portions of NTCIP 1203 v03, which defines how to manage VMSs using an older version of SNMP and is a normative reference in this document. NOTE 2 ISO 20684-1 provides additional details about how this series of standards relates to the overall ITS architecture.

This document describes tests which verify on-board unit (OBU) conformance of functions and data structures implementations, as defined in the implementation conformance statement (ICS) based on ISO 14906 for EFC applications. This document defines tests for assessing OBU conformance in terms of : — basic dedicated short-range communication (DSRC) L7 functionality, — EFC application functions, — EFC attributes (i.e. EFC application information), — the addressing procedures of EFC attributes and (hardware) components, — the EFC transaction model, which defines the common elements and steps of any EFC transaction, and — the behaviour of the interface so as to support interoperability on an EFC-DSRC application interface level. After the tests of isolated data items and functions (C.2 to C.4), an example is given for testing a complete EFC transaction (C.3). Although this document defines examples of test cases for DSRC and EFC functionality (see Annex C), it does not intend to specify a complete test suite for a certain implementation. To compose a test suite for a specific EFC implementation, the test cases can be modified and new test cases can be defined and added in order for the conformance test suite to be complete. It can be useful to consider the following when defining a complete test suite: — small range: "exhaustive testing" of critical interoperability/compatibility features, — large range: testing of boundaries and random values, and — composite types: testing of individual items in sequence or parallel. This document does not define tests which assess: — performance, — robustness, and — reliability of an implementation. NOTE 1 ISO 14907‑1 defines test procedures that are aimed at assessing performance, robustness and reliability of EFC equipment and systems. NOTE 2 The ISO/IEC 10373 series defines test methods for proximity, vicinity, integrated circuit(s) cards and related devices that can be relevant for OBUs which support such cards. Annex D provides an informative overview of Japanese on-board equipment (OBE) conformance tests which are based on the ISO 14907 series, in order to illustrate how these can be applied in practice.

The ALERT-C protocol is designed to provide mostly event-oriented road end-user information messages. This document specifies the messages which are presented to the user in accordance with a set of general requirements. It defines the message structure and content and its presentation to the end-user. The message management component of this document describes the message management functions of RDS-TMC. The ALERT-C protocol distinguishes between user messages and system messages. User messages are those potentially made known to the end-user, as defined in Clause 5. System messages are of use only to the RDS-TMC terminal, for message management purposes. RDS-TMC information comprises both ?system information' and ?user messages'. System information relates to the TMC service and details the parameters that the terminal needs to be able to find, identify and decode the TMC information. System information is transmitted in type 3A groups and in type 8A groups. User messages contain the details of the traffic events; these may use one or more type 8A groups. Most messages may be transmitted using a single type 8A group, however messages with more detail (e.g. diversion advice) may use up to a total of five, type 8A groups. The transmission component of this document conveys the messages over-air. The ALERT-C protocol, used by RDS-TMC, has the fundamental approach of aiming to code most messages entirely within a single RDS group. The ALERT-C Event List, which contains all event descriptions, is described in ISO 14819‑2.

This document specifies a global transport data management (GTDM) framework composed of — global transport basic data model, — global transport access control data model, — global transport function monitor data model, and — sensor and control network data model to support data exchange between applications. This document defines standardized data classes in a Global Transport Data Format (GTDF), and the means to manage them. Application and role-based access control to resources in GTDF are specified in accordance with IEEE 1609.2 certificates. This document specifies GTDM as an ITS-S capability which is an optional feature (ITS-capabilities are specified in ISO 24102-6). The GT access control (GTAC) data model specifies access permissions to data and function control by defining role-based mechanisms. The GT function monitor (GTFM) data model specifies a configuration method to generate a flow logic for monitoring purposes, e.g. observing data parameters with respect of a defined limit.

ISO 14819-1 describes the ALERT-C protocol concept and message structure used to achieve densely coded messages to be carried in the RDS-TMC feature. This document specifies the `Events List' to be used in coding those messages.

This document specifies location referencing rules to address the specific requirements of Traffic Message Channel (TMC) systems, which use abbreviated coding formats to provide traffic and travel information (TTI) messages over mobile bearers (e.g. GMS, DAB) or via exchange protocols like DATEX II. In particular, the rules address the Radio Data System-Traffic Message Channel (RDS-TMC), a means of providing digitally-coded TTI to travellers using a silent data channel on FM radio stations, based on the ALERT-C protocol.

This document provides guidelines on security applicable in Intelligent Transport Systems (ITS) related to communications and data access. In particular, this document provides analyses and best practice content for secure ITS connectivity using ISO/TS 21177. This document analyses and identifies issues related to application security, access control, device security and PKI for a secure ITS ecosystem.

This document serves as a guideline explaining the concept of hybrid communications and support functionalities for Cooperative ITS services deployed in conformance with the ITS station architecture and related Cooperative ITS standards.

This document gives guidelines for the development of multi-operator/multi-service interoperable public surface (including subways) transport fare management systems (IFMSs) on a national and international level. This document is applicable to bodies in public transport and related services which agree that their systems need to interoperate. This document defines a conceptual framework which is independent of organizational and physical implementation. Any reference within this document to organizational or physical implementation is purely informative. This document defines a reference functional architecture for IFMSs and establishes the requirements that are relevant for ensuring interoperability between several actors in the context of the use of electronic tickets. The IFMS includes all the functions involved in the fare management process, such as: — management of media, — management of applications, — management of products, — security management, and — certification, registration, and identification. This document defines the following main elements: — identification of the different sets of functions in relation to the overall IFMS and services and media from non-transport systems which interact with fare management systems; — a generic model of an IFMS describing the logical and functional architecture and the interfaces within the system, with other IFMSs and with services and media from non-transport systems; — use cases describing the interactions and data flows between the different sets of functions; — security requirements. In its annexes, this document provides a framework for mobility platforms that integrate fare management and travel information for inter- and multimodal travel (see Annex A). It also elaborates on specific subjects covered in document and offers some national examples with regard to IFMS implementations (see Annex B, Annex C, Annex D and Annex E). This document does not define: — the technical aspects of the interface between the medium and the medium access device; — the data exchanges between the medium and the medium access device; NOTE The data exchanges between the medium and the medium access device are proposed by other standardization committees. — the financial aspects of fare management systems (e.g. customer payments, method of payment, settlement, apportionment, reconciliation).

This document — describes standardization activities related to C-ITS on a global level by major standard development organizations (SDOs); — explains the various purposes of deliverables from SDOs and introduces a classification scheme of such documents; — describes methods on how C-ITS services are presented and performed; — identifies an approach for C-ITS releases and exemplifies this approach; — presents a list of standards (Bibliography) with special relevance for C-ITS.

This document describes the communications reference architecture of nodes called "ITS station units" designed for deployment in intelligent transport systems (ITS) communication networks. The ITS station reference architecture is described in an abstract manner. While this document describes a number of ITS station elements, whether or not a particular element is implemented in an ITS station unit depends on the specific communication requirements of the implementation. This document also describes the various communication modes for peer-to-peer communications over various networks between ITS communication nodes. These nodes can be ITS station units as described in this document or any other reachable nodes. This document specifies the minimum set of normative requirements for a physical instantiation of the ITS station based on the principles of a bounded secured managed domain.

This document defines the use cases and general requirements for supporting emergency services via P-ITS-S. Any automotive-related service providers can refer to this document for developing eCall service systems into eCall non-supportive vehicles. The P-ITS-S acts as a monitoring and data transmitting device which gathers a vehicle's speed, impact and airbag deployment signal to assess the accident occurrence and type of accident. Once gathered data has been determined as an accident, accident related information is sent to an emergency service centre. Only notable events, such as an airbag-deployed event, rollover and stationary accident, are concerned by this document. In addition, the vehicle data gathering device requirement and implementation methodology for the emergency service are not applicable to this document.

This document specifies the conceptual and logical data model in addition to the physical encoding formats for geographic databases for Intelligent Transport Systems (ITS) applications and services. This document includes a specification of potential contents of such databases (data dictionaries for Features, Attributes and Relationships), a specification of how these contents are to be represented, and how relevant information about the database itself can be specified (metadata). This document further defines map data used in automated driving systems, Cooperative-ITS, and Multi-modal transport. The focus of this document is firstly on emerging ITS applications and services, such as Cooperative-ITS and automated driving systems, and it emphasizes road, lane and relevant information on road and lane. However, ITS applications and services also require other information in addition to road and road-related information, which are provided as external databases to connect with GDF and to complement each other. Highly defined public transport databases, for instance, are indispensable in multi-modal transport applications and services in particular. Thus, this document focuses secondly on an expansion of the specification to connect with externally existing databases. It is particularly designed to connect a Transmodel (EN 12896-1 and EN 12896-2) conformant public transport database. Typical ITS applications and services targeted by this document are in-vehicle or portable navigation systems, traffic management centres, or services linked with road management systems, including public transport systems. The conceptual data model specified here has a broader focus than ITS applications and services. It is application independent, allowing for future harmonization of this model with other geographic database standards.

This document gives guidelines for providing mobility information according to user preference on demand, utilizing a variety of existing applications on nomadic devices related to different means of transport. This document defines an integrated mobility information platform as a service methodology to be integrated with a variety of mobile apps with respect to different transport modes. This document defines the following urban mobility applications: — guidance documents to facilitate the practical implementation of identified standards in the transportation planning process, including related use cases; — provision of urban mobility information integrated with a variety of mobile apps on nomadic devices by multiple transport modes for collecting trip production and attraction data; — modal choice data based on time effectiveness, cost effectiveness, and eco-effectiveness in the trip distribution from origins to destinations.

This document specifies the test suite structure (TSS) and test purposes (TPs) for evaluating the conformity of on-board equipment (OBE) and roadside equipment (RSE) to ISO 12813. It provides a basis for conformance tests for dedicated short-range communication (DSRC) OBE and RSE to support interoperability between different equipment supplied by different manufacturers. ISO 12813 defines requirements on the compliance check communication (CCC) interface level, but not for the RSE or OBE internal functional behaviour. Consequently, tests regarding OBE and/or RSE functional behaviour remain outside the scope of this document.

This document specifies the in-vehicle information (IVI) data structures that are required by different intelligent transport system (ITS) services for exchanging information between ITS Stations (ITS-S). A general, extensible data structure is specified, which is split into structures called containers to accommodate current-day information. Transmitted information includes IVI such as contextual speed, road works warnings, vehicle restrictions, lane restrictions, road hazard warnings, location-based services, re-routing. The information in the containers is organized in sub-structures called data frames and data elements, which are described in terms of its content and its syntax. The data structures are specified as communications agnostic. This document does not provide the communication protocols. This document provides scenarios for usage of the data structure, e.g. in case of real time, short-range communications.

This document specifies a generic position, velocity and time (PVT) service. It further specifies the PVT service within the ITS station (ITS-S) facilities layer (ISO 21217) and its interface to other functionalities in an ITS-S such as: — ITS-S application processes (ITS-S-APs), defined in ISO 21217; — the generic facilities service handler (FSH) functionality of the ITS station facilities layer, defined in ISO/TS 17429. This document specifies: — a PVT service which, dependent on a specific implementation, uses a variety of positioning-related sources such as global navigation satellite systems (GNSSs, e.g. GALILEO, GLONASS and GPS), roadside infrastructure, cellular infrastructure, kinematic state sensors, vision sensors; — a PVT service which merges data from the above-mentioned positioning-related sources and provides the PVT output parameters (carrying the PVT information) including the associated quality (e.g. accuracy); — how the PVT service is integrated as an ITS-S capability of the ITS station facilities layer; — the interface function calls and responses (Service Access Point ? service primitives) between the PVT ITS-S capability and other functionalities of the ITS station architecture; — optionally, the PVT service as a capability of the ITS-S facilities layer; see ISO 24102-6; — an ASN.1 module C-itsPvt, providing ASN.1 type and value definitions (in Annex A); — an implementation conformance statement proforma (in Annex B), as a basis for assessment of conformity to this document. NOTE It is outside the scope of this document to define the associated conformance evaluation test procedures.

This document addresses the provision of ?Remote Digital Tachograph Monitoring' and specifies the form and content of the transmission of such data required to support such systems, and access methods to that data. This document provides specifications for common communications and data exchange aspects of the application service remote digital tachograph monitoring that a jurisdiction regulator can elect to require or support as an option, including: a) High level definition of the service that a service provider provides. The service definition describes common service elements but does not define the detail of how such an application service is instantiated, nor the acceptable value ranges of the data concepts defined. b) Means to realize the service. c) Application data naming, content and quality that an IVS delivers, including a number of profiles for data (noting that requirements and constraints of what can/cannot be transmitted over the air can vary between jurisdictions). d) Support for a number of defined communication profiles to enable remote inspection. This document is not applicable for analogue tachograph equipment/systems. This document provides specifications for the following communication profiles: — Communication Profile C1: Roadside inspection using a short-range wireless communication interrogator instigating a physical roadside inspection (masterslave) Profile C1a: via a hand aimed or temporary roadside mounted and aimed interrogator Profile C1b: via a vehicle mounted and directed interrogator Profile C1c: via a permanent or semi-permanent roadside or overhead gantry — Communication Profile C2: Roadside inspection using a short-range wireless communication interrogator instigating a download of data to an application service provider via an ITS-station communication (masterslave + peerpeer) Profile C2a: via a hand aimed or temporary roadside mounted and aimed interrogator Profile C2b: via a vehicle mounted and directed interrogator Profile C2c: via a permanent or semi-permanent roadside or overhead gantry — Communication Profile C3: Remote inspection addressed via an ITS-station instigating a download of data to an application service provider via a wireless communications interface (as defined in ISO 15638‑2). It is possible that subsequent versions of this document will support additional communication profiles. NOTE 1 The definition of what comprises a ?regulated' service is regarded as an issue for national decision and can vary from jurisdiction to jurisdiction. This document does not impose any requirements on nations in respect of which services for regulated vehicles jurisdictions will require, or support as an option, but provides standardized sets of requirements descriptions for identified services to enable consistent and cost-efficient implementations where instantiated. NOTE 2 The ISO 15638 series has been developed for use in the context of regulated commercial freight vehicles (hereinafter referred to as ?regulated vehicles'). However, there is nothing to prevent a jurisdiction from extending or adapting the scope to include other types of regulated vehicles, as it deems appropriate.

This document defines an information security framework for all organizational and technical entities of an EFC scheme and for the related interfaces, based on the system architecture defined in ISO 17573-1. The security framework describes a set of security requirements and associated security measures. Annex D contains a list of potential threats to EFC systems and a possible relation to the defined security requirements. These threats can be used for a threat analysis to identify the relevant security requirements for an EFC system. The relevant security measures to secure EFC systems can then be derived from the identified security requirements.

This document provides specification on the ITS-Station (ITS-S) access layer for a communication interface (CI) named "ITS-LTE-D2D". This specification is appropriate in the context of LTE-D2D communications that are being used for the dissemination of ITS information from an ITS-SU to other ITS-SUs, where these ITS-SUs can be either vehicle ITS-SUs, roadside ITS-SUs, or personal ITS-SUs, as specified in ISO 21217. It provides a combination of options from relevant ETSI/3GPP releases and ITS-station management standards in ISO 24102 to enable and achieve this objective. ITS-LTE-D2D CIs are based on the evolved-universal terrestrial radio access network (E-UTRAN) device-to-device (LTE-D2D) technology standardized at 3GPP Release 13. This document enables the use of the LTE-D2D technology as an ITS access technology in an ITS station by reference to respective specifications from 3GPP, and by specifying details of the Communication Adaptation Layer (CAL) and the Management Adaptation Entity (MAE) of CIs specified in ISO 21218.

This document specifies OCC (Optical Camera Communication) as an access technology for localized communications applicable in ITS stations conforming with ISO 21217. OCC access technology is specified for the implementation context of ISO 21218. This document provides specifications of a communication interface (CI) named "ITS-OCC". This document specifies the additions to and deviations from IEEE 802.15.7:2018 which are required in order to make ITS-OCC CIs compatible with: — the ITS station and communication architecture specified in ISO 21217, and — the hybrid communications support specified in ISO 21218. This document specifies: — an OCC profile of IEEE 802.15.7:2018 for usage in C-ITS; — details of CAL (ISO 21218); and — details of MAE (ISO 21218, ISO 24102-3). NOTE Considering safety-related services involving communications between a vehicle and a roadside station being performed on the basis of OCC, it is noted that, due to shadowing, communications can be interrupted or blocked for a significantly long time.

This document describes the characteristics of a Common Transport Service Account System (CTSA). It presents the common transport service account framework and associated use cases. The objective of the CTSA role model is to cover relevant transport services, the payment methods, the account types where the user of the service is charged for the service and that requires a more overall role and responsibilities model. The model also defines external stakeholders that impact and border the model, that is, the general financial (banking) system. The framework assumes an account-based system where charges for services are calculated and charged in the account system. The main idea behind the CTSA framework is to provide a transport service user with the benefit of seamless acquisition of access rights to multiple transport services by multiple service / operator managers through a common transport account. This framework assumes a technology-agnostic front end with respect to the payment media and reading equipment. The focus of this framework is the back-office / account management system as a vehicle to integrate multiple transport services and managers. A new set of terms are introduced in this document to distinguish the convergence of a common approach for payment for transportation services from more traditional models using "smart cards" or electronic tickets. The model describes a move towards common or linked mobility accounts for all traveller payment needs, whether for parking, tolls, public transport and other disruptive mode options (e.g., bikeshare, carshare, microtransit, micromobility), inclusive of commercial payment and benefit models.

This document addresses the provision of ?weigh-in-motion monitoring' and specifies the form and content of the transmission of such data required to support such systems, and access methods to that data. This document provides specifications for both on-board weighing (WIM-O) systems and in-road "weigh-in-motion" (WIM-R) systems, and provides a profile where the vehicle weight measured is recorded on-board using equipment already installed for "Remote Tachograph Monitoring". This document provides specifications for common communications and data exchange aspects of the application service weigh-in-motion monitoring (WIM-O and WIM-R) that a jurisdiction regulator can elect to require or support as an option, including: a) High level definition of the service that a service provider has to provide (the service definition describes common service elements, but does not define the detail of how such an application service is instantiated, nor the acceptable value ranges of the data concepts defined); b) Means to realize the service; c) Application data naming, content and quality that an IVS has to deliver, including a number of profiles for data (noting that requirements and constraints of what can/cannot be transmitted over the air can vary between jurisdictions); d) Support for a number of defined communication profiles to enable remote inspection. The present version of this document provides specifications for the following application profiles: — Application Profile A1: Vehicle weight measurement from "On-Board Weighing" systems (WIM-O); — Application Profile A2: Vehicle weight measurement from in-road ?weigh-in-motion' systems where data is transferred to the IVS (WIM-R). NOTE 1 Vehicle weight measurement from in-road ?weigh-in-motion' systems where data is linked to a specific vehicle by ANPR or other techniques and sent via landline or cellular communications to a processing centre is also a viable and alternate option, but as it does not include carrying data on-board the vehicle is not a TARV use case. The present version of this document provides specifications for the following communication profiles: — Communication Profile 1: Roadside inspection using a short range wireless communication interrogator instigating a physical roadside inspection (master-:-slave): — Profile C1a: via a hand aimed or temporary roadside mounted and aimed interrogator; — Profile C1b: via a vehicle mounted and directed interrogator; — Profile C1c: via a permanent or semi-permanent roadside or overhead gantry. — Communication Profile 2: Roadside inspection using a short range wireless communication interrogator instigating a download of data to an application service provider via an ITS-station communication (master-:-slave + peer-:-peer): — Profile C2a: via a hand aimed or temporary roadside mounted and aimed interrogator; — Profile C2b: via a vehicle mounted and directed interrogator; — Profile C2c: via a permanent or semi-permanent roadside or overhead gantry. — Communication Profile 3: Remote inspection addressed via an ITS-station instigating a download of data to an application service provider via a wireless communications interface (as defined in ISO 15638-2). Subsequent versions of this document can support additional communication profiles. NOTE 2 The ISO 15638 series of standards has been developed for use in the context of regulated commercial freight vehicles (hereinafter referred to as ?regulated vehicles'). There is nothing, however, to prevent a jurisdiction from extending or adapting the scope to include other types of regulated vehicles, as it deems appropriate.