M/453 - Co-operative ITS systems

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.

This document specifies a methodology to define ITS-S communication profiles (ITS-SCPs) based on standardized communication protocols to interconnect trusted devices. These profiles enable secure information exchange between such trusted devices, including secure low-latency information exchange, in different configurations. The present document also normatively specifies some ITS-SCPs based on the methodology, yet without the intent of covering all possible cases, in order to exemplify the methodology.
Configurations of trusted devices for which this document defines ITS-SCPs include:
a) ITS station communication units (ITS-SCU) of the same ITS station unit (ITS-SU), i.e. station-internal communications;
b) an ITS-SU and an external entity such as a sensor and control network (SCN), or a service in the Internet;
c) ITS-SUs.
Other ITS-SCPs can be specified at a later stage.
The specifications given in this document can also be applied to unsecured communications and can be applied to groupcast communications as well.

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, locationbased
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 specifies the fast service announcement protocol (FSAP) for general purposes in ITS.
It references and supports all features of ISO/TS 16460, especially supporting the service response
message (SRM) and related features in addition to the service announcement message (SAM), which
enables only very basic features.
FSAP supports locally advertised ITS services uniquely identified by an ITS application identifier
(ITS-AID).
This document specifies message formats and related basic protocol procedures by reference to
ISO/TS 16460, and further related protocol requirements for operation of FSAP in the context of an ITS
station specified in ISO 21217.
This document illustrates its relations to service announcement protocols specified by ETSI TC ITS
and IEEE.

1.1   General
NeTEx is dedicated to the exchange of scheduled data (network, timetable and fare information). It is based on Transmodel V6 (EN 12896 series) and SIRI (CEN/TS 15531-4/-5 and EN 15531-1/-2/-3) and supports the exchange of information of relevance for passenger information about public transport services and also for running Automated Vehicle Monitoring Systems (AVMS).
NOTE   Many NeTEx concepts are taken directly from Transmodel; the definitions and explanation of these concepts are extracted directly from the respective standard and reused in NeTEx, sometimes with adaptions in order to fit the NeTEx context.
Although the data exchanges targeted by NeTEx are predominantly oriented towards provisioning passenger information systems and AVMS with data from transit scheduling systems, it is not restricted to this purpose and NeTEx can also provide an effective solution to many other use cases for transport data exchange.
1.2   Transport modes
All mass public transport modes are taken into account by NeTEx, including train, bus, coach, metro, tramway, ferry, and their submodes. It is possible to describe airports and air journeys, but there has not been any specific consideration of any additional requirements that apply specifically to air transport.
1.3   Compatibility with existing standards and recommendations
Concepts covered in NeTEx that relate in particular to long-distance train travel include; rail operators and related organizations; stations and related equipment; journey coupling and journey parts; train composition and facilities; planned passing times; timetable versions and validity conditions.
In the case of long distance train the NeTEx takes into account the requirements formulated by the ERA (European Rail Agency) - TAP/TSI (Telematics Applications for Passenger/ Technical Specification for Interoperability, entered into force on 13 May 2011 as the Commission Regulation (EU) No 454/2011), based on UIC directives.
As regards the other exchange protocols, a formal compatibility is ensured with TransXChange (UK), VDV 452 (Germany), NEPTUNE (France), UIC Leaflet, BISON (The Netherlands) and NOPTIS (Nordic Public Transport Interface Standard).
The data exchange is possible either through dedicated web services, through data file exchanges, or using the SIRI exchange protocol as described in part 2 of the SIRI documentation.

1.1   General
NeTEx is dedicated to the exchange of scheduled data (network, timetable and fare information) based on Transmodel V5.1 (EN 12986), IFOPT (CEN/TS 28701) and SIRI (CEN/TS 15531-4/5 and EN 15531-1/2/3 ) and supports information exchange of relevance to public transport services for passenger information and AVMS systems.
NOTE   Many NeTEx concepts are taken directly from Transmodel and IFOPT; the definitions and explanation of these concepts are extracted directly from the respective standards and reused in NeTEx, sometimes with further adaptions in order to fit the NETEx context.
The data exchanges targeted by NeTEx are predominantly oriented towards passenger information and also for data exchange between transit scheduling systems and AVMS (Automated Vehicle Monitoring Systems). However it is not restricted to these purposes, and NeTEx can provide an effective solution to many other use cases for transport exchange.
1.2   Transport modes
Most public transport modes are taken into account by NeTEx, including train, bus, coach, metro, tram-way, ferry, and their submodes. It is possible to describe airports and air journeys, but there has not been any specific consideration of any additional provisions that apply especially to air transport.
1.3   Compatibility with existing standards and recommendations
The concepts covered in NeTEx that relate in particular to long-distance train travel include; rail operators and related organizations; stations and related equipment; journey coupling and journey parts; train com-position and facilities; planned passing times; timetable versions and validity conditions.
In the case of long distance train the NeTEx takes into account the requirements formulated by the ERA (European Rail Agency) – TAP/TSI (Telematics Applications for Passenger/ Technical Specification for Interoperability, entered into force on 13 May 2011 as the Commission Regulation (EU) No 454/2011), based on UIC directives.
As regards the other exchange protocols, a formal compatibility is ensured with TransXChange (UK), VDV 452 (Germany), NEPTUNE (France), UIC Leaflet, BISON (Netherland) and NOPTIS (Nordic Public Transport Interface Standard).
The data exchange is possible either through dedicated web services, through data file exchanges, or using the SIRI exchange protocol as described in part 2 of the SIRI documentation.

1.1   General
NeTEx is dedicated to the exchange of scheduled data (network, timetable and fare information). It is based on Transmodel V5.1 (EN 12986), IFOPT (EN 28701) and SIRI (CEN/TS 15531-4/5 and EN 15531-1/2/3 ) and supports the exchange of information of relevance for passenger information about public transport services and also for running Automated Vehicle Monitoring Systems (AVMS).
NOTE   NeTEx is a refinement and an implementation of Transmodel and IFOPT; the definitions and explanations of these concepts are extracted directly from the respective standard and reused in NeTEx, sometimes with adaptations in order to fit the NeTEx context. Although the data exchanges targeted by NeTEx are predominantly oriented towards provisioning passenger information systems and AVMS with data from transit scheduling systems, it is not restricted to this purpose and NeTEx can also provide an effective solution to many other use cases for transport data exchange.
1.2   Fares scope
This Part3 of NeTEx, is specifically concerned with the exchange of fare structures and fare data, using data models that relate to the underlying network and timetable models defined in Part1 and Part2 and the Fare Collection data model defined in Transmodel V51. See the use cases below for the overall scope of Part3. In summary, it is concerned with data for the following purposes:
(i)   To describe the many various possible fare structures that arise in public transport (for example, flat fares, zonal fares, time dependent fares, distance-based fares, stage fares, pay as you go fares, season passes, etc., etc.).
(ii)   To describe the fare products that may be purchased having these fare structures and to describe the conditions that may attach to particular fares, for example if restricted to specific groups of users, or subject to temporal restrictions. These conditions may be complex.
(i)   To allow actual price data to be exchanged. Note however that NeTEx does not itself specify pricing algorithms or how fares should be calculated. This is the concern of Fare Management Systems. It may be used may be used to exchange various parameters required for pricing calculations that are needed to explain or justify a fare.
(iii)   To include the attributes and the text descriptions necessary to present fares and their conditions of sale and use to the public.
NeTEx should be regarded as being ‘upstream’ of retail systems and allows fare data to be managed and integrated with journey planning and network data in public facing information systems. It is complementary to and distinct from the ‘downstream’ ticketing and retail systems that sell fares and of the control systems that validate their use. See ‘Excluded Use Cases’ below for further information on the boundaries of NeTEx with Fare Management Systems.
1.3   Transport modes
All mass public transport modes are taken into account by NeTEx, including train, bus, coach, metro, tramway, ferry, and their submodes. It is possible to describe airports, air journeys, and air fares, but there has not been any specific consideration of any additional requirements that apply specifically to air transport.

1.1   General
NeTEx is dedicated to the exchange of scheduled data (network, timetable and fare information). It is based on Transmodel V5.1 (EN 12986), IFOPT (EN 28701) and SIRI (CEN/TS 15531-4/5 and EN 15531-1/2/3 ) and supports the exchange of information of relevance for passenger information about public transport services and also for running Automated Vehicle Monitoring Systems (AVMS).
NOTE   NeTEx is a refinement and an implementation of Transmodel and IFOPT; the definitions and explanations of these concepts are extracted directly from the respective standard and reused in NeTEx, sometimes with adaptations in order to fit the NeTEx context. Although the data exchanges targeted by NeTEx are predominantly oriented towards provisioning passenger information systems and AVMS with data from transit scheduling systems, it is not restricted to this purpose and NeTEx can also provide an effective solution to many other use cases for transport data exchange.
1.2   Fares scope
This Part3 of NeTEx, is specifically concerned with the exchange of fare structures and fare data, using data models that relate to the underlying network and timetable models defined in Part1 and Part2 and the Fare Collection data model defined in Transmodel V51. See the use cases below for the overall scope of Part3. In summary, it is concerned with data for the following purposes:
(i)   To describe the many various possible fare structures that arise in public transport (for example, flat fares, zonal fares, time dependent fares, distance-based fares, stage fares, pay as you go fares, season passes, etc., etc.).
(ii)   To describe the fare products that may be purchased having these fare structures and to describe the conditions that may attach to particular fares, for example if restricted to specific groups of users, or subject to temporal restrictions. These conditions may be complex.
(i)   To allow actual price data to be exchanged. Note however that NeTEx does not itself specify pricing algorithms or how fares should be calculated. This is the concern of Fare Management Systems. It may be used may be used to exchange various parameters required for pricing calculations that are needed to explain or justify a fare.
(iii)   To include the attributes and the text descriptions necessary to present fares and their conditions of sale and use to the public.
NeTEx should be regarded as being ‘upstream’ of retail systems and allows fare data to be managed and integrated with journey planning and network data in public facing information systems. It is complementary to and distinct from the ‘downstream’ ticketing and retail systems that sell fares and of the control systems that validate their use. See ‘Excluded Use Cases’ below for further information on the boundaries of NeTEx with Fare Management Systems.
1.3   Transport modes
All mass public transport modes are taken into account by NeTEx, including train, bus, coach, metro, tramway, ferry, and their submodes. It is possible to describe airports, air journeys, and air fares, but there has not been any specific consideration of any additional requirements that apply specifically to air transport.

This document contains specifications for a set of ITS station security services required to ensure the authenticity of the source and integrity of information exchanged between trusted entities:
— devices operated as bounded secured managed entities, i.e. "ITS Station Communication Units" (ITS-SCU) and "ITS station units" (ITS-SU) specified in ISO 21217, and
— between ITS-SUs (composed of one or several ITS-SCUs) and external trusted entities such as sensor and control networks.
These services include authentication and secure session establishment which are required to exchange information in a trusted and secure manner.
These services are essential for many ITS applications and services including time-critical safety applications, automated driving, remote management of ITS stations (ISO 24102-2[5]), and roadside/infrastructure related services.

This document defines the message, data structures, and data elements to support exchanges between
the roadside equipment and vehicles to address applications to improve safety, mobility and
environmental efficiency. In order to verify that the defined messages will satisfy these applications, a
systems engineering process has been employed that traces use cases to requirements and
requirements to messages and data concepts.
This document consists of a single document that contains the base specification and a series of
annexes. The base specification lists the derived information requirements (labelled informative) and
references to other standards for message definitions where available. Annex A contains descriptions of
the use cases addressed by this document. Annexes B and C contain traceability matrices that relate use
cases to requirements and requirements to the message definitions (i.e. data frames and data elements).
The next annexes list the base message requirements and application-oriented specific requirements
(requirements traceability matrix) that map to the message and data concepts to be implemented. As
such, an implementation consists of the base plus an additional group of extensions within this
document.
Details on information requirements, for other than SPaT, MAP, SSM, and SRM messages are provided in
other International Standards. The focus of this document is to specify the details of the SPaT, MAP,
SSM, and SRM supporting the use cases defined in this document. Adoption of these messages varies by
region and their adoption can occur over a significant time period.
This document covers the interface between roadside equipment and vehicles. Applications, their
internal algorithms, and the logical distribution of application functionality over any specific system
architecture are outside the scope of this document.

This Technical Specification provides the Protocol Implementation Conformance Statement (PICS) pro forma for Conformance test specification for the Contextual Speed Information Service as defined in CEN ISO/TS 17426:2016 in compliance with the relevant requirements and in accordance with the relevant guidance given in ISO/IEC 9646-7.

This document defines the message, data structures, and data elements to support exchanges between the roadside equipment and vehicles to address applications to improve safety, mobility and environmental efficiency. In order to verify that the defined messages will satisfy these applications, a systems engineering process has been employed that traces use cases to requirements and requirements to messages and data concepts.
This document consists of a single document that contains the base specification and a series of annexes. The base specification lists the derived information requirements (labelled informative) and references to other standards for message definitions where available. Annex A contains descriptions of the use cases addressed by this document. Annexes B and C contain traceability matrices that relate use cases to requirements and requirements to the message definitions (i.e. data frames and data elements). The next annexes list the base message requirements and application-oriented specific requirements (requirements traceability matrix) that map to the message and data concepts to be implemented. As such, an implementation consists of the base plus an additional group of extensions within this document.
Details on information requirements, for other than SPaT, MAP, SSM, and SRM messages are provided in other International Standards. The focus of this document is to specify the details of the SPaT, MAP, SSM, and SRM supporting the use cases defined in this document. Adoption of these messages varies by region and their adoption can occur over a significant time period.
This document covers the interface between roadside equipment and vehicles. Applications, their internal algorithms, and the logical distribution of application functionality over any specific system architecture are outside the scope of this document.

This document provides the Protocol Implementation Conformance Statement (PICS) pro forma for conformance test specification for the Contextual Speed Information Service as defined in ISO/TS 17426:2016 in accordance with the relevant requirements and in accordance with the relevant guidance given in ISO/IEC 9646-7.

This document contains a detailed description of the (actor invariant) roles (3.22) and responsibilities
(3.21) required to deploy and operate Cooperative-ITS (C-ITS) (3.8). The organization/organization
of actors / roles described in this document are designed to be appropriate for any fully operational
system that uses the C-ITS concepts and techniques in order to achieve its service provision. This
document is presented in terms of an organizational or enterprise viewpoint (3.10) as defined in ISO/
IEC 10746-1.
This document is for all types of road traffic of all classes, and for any other actors involved in the
provision of applications and services which use C-ITS techniques to achieve service provision. The
description of roles is technology agnostic and, in terms of C-ITS, agnostic in respect of communication
modes and embraces vehicle-vehicle communications, vehicle-infrastructure communications and
infrastructure-infrastructure communications.
This document provides a methodology for the identification of service specific roles and their
corresponding responsibilities based on a process oriented approach. Additionally, the methodology
is used to identify the roles and responsibilities for C-ITS in general. Both the methodology as well
as the roles and responsibilities for C-ITS are deduced from ISO/IEC 10746-1, ISO/IEC 10746-2, ISO/
IEC 10746-3, the reference model of Open Distributed Processing. Open Distributed Processing offers
five viewpoints of which the enterprise viewpoint corresponds with the organizational architecture and
its roles and responsibilities.
To limit the scope of the document to the core of C-ITS, the roles are separated into external and internal.
Considered to be internal are all roles that are highly relevant for the purpose of achieving service
provision by means of C-ITS. Considered to be external are all roles involved in C-ITS, but not set up only
for the purpose of C-ITS.
This document provides a description of a high-level architectural viewpoint on C-ITS. It is designed
to be used as a blueprint when implementing service provision systems that use C-ITS, and the
corresponding organizational structures. The characteristics of C-ITS entail a huge number of data/
information exchanges. Therefore the implementation stringently respects privacy and data protection
as it is defined in ISO/TR 12859 and in national laws and regulations (where instantiated). Privacy and
data protection affects all roles defined in this document due to these character

This document:
— describes the functionality of a "Local Dynamic Map" (LDM) in the context of the "Bounded Secured
Managed Domain" (BSMD);
— specifies:
— general characteristics of LDM Data Objects (LDM-DOs) that may be stored in an LDM, i.e.
information on real objects such as vehicles, road works sections, slow traffic sections, special
weather condition sections, etc. which are as a minimum requirement location-referenced and
time-referenced;
— service access point functions providing interfaces in an ITS station (ITS-S) to access an LDM for:
— secure add, update and delete access for ITS-S application processes;
— secure read access (query) for ITS-S application processes;
— secure notifications (upon subscription) to ITS-S application processes;
— management access:
— secure registration, de-registration and revocation of ITS-S application processes at
LDM;
— secure subscription and cancellation of subscriptions of ITS-S application processes;
— procedures in an LDM considering:
— means to maintain the content and integrity of the data store;
— mechanisms supporting several LDMs in a single ITS station unit.

This document
— describes and specifies globally unique addresses and identifiers (ITS-S object identifiers) which
are both internal and external to ITS stations and are used for ITS station management,
— describes how ITS-S object identifiers and related technical parameters are used for classification,
registration and management of ITS applications and ITS application classes,
— describes how ITS-S object identifiers are used in the ITS communication protocol stack,
— introduces an organizational framework for registration and management of ITS-S objects,
— defines and specifies management procedures at a high functional level,
— is based on the architecture of an ITS station specified in ISO 21217:2014 as a Bounded Secured
Managed Domain (BSMD),
— specifies an ASN.1 module for the identifiers, addresses, and registry records identified in this
document, and
— specifies an ASN.1 module for a C-ITS Data Dictionary containing ASN.1 type definitions of general
interest.

This document contains a detailed description of the (actor invariant) roles (3.22) and responsibilities (3.21) required to deploy and operate Cooperative-ITS (C-ITS) (3.8). The organization/organization of actors / roles described in this document are designed to be appropriate for any fully operational system that uses the C-ITS concepts and techniques in order to achieve its service provision. This document is presented in terms of an organizational or enterprise viewpoint (3.10) as defined in ISO/IEC 10746-1.
This document is for all types of road traffic of all classes, and for any other actors involved in the provision of applications and services which use C-ITS techniques to achieve service provision. The description of roles is technology agnostic and, in terms of C-ITS, agnostic in respect of communication modes and embraces vehicle-vehicle communications, vehicle-infrastructure communications and infrastructure-infrastructure communications.
This document provides a methodology for the identification of service specific roles and their corresponding responsibilities based on a process oriented approach. Additionally, the methodology is used to identify the roles and responsibilities for C-ITS in general. Both the methodology as well as the roles and responsibilities for C-ITS are deduced from ISO/IEC 10746-1, ISO/IEC 10746-2, ISO/IEC 10746-3, the reference model of Open Distributed Processing. Open Distributed Processing offers five viewpoints of which the enterprise viewpoint corresponds with the organizational architecture and its roles and responsibilities.
To limit the scope of the document to the core of C-ITS, the roles are separated into external and internal. Considered to be internal are all roles that are highly relevant for the purpose of achieving service provision by means of C-ITS. Considered to be external are all roles involved in C-ITS, but not set up only for the purpose of C-ITS.
This document provides a description of a high-level architectural viewpoint on C-ITS. It is designed to be used as a blueprint when implementing service provision systems that use C-ITS, and the corresponding organizational structures. The characteristics of C-ITS entail a huge number of data/ information exchanges. Therefore the implementation stringently respects privacy and data protection as it is defined in ISO/TR 12859 and in national laws and regulations (where instantiated). Privacy and data protection affects all roles defined in this document due to these characteristics and all actors occupying roles in C-ITS respects the corresponding standards and regulations.

This document
— specifies communication service parameters presented by ITS station (ITS-S) application processes
to the ITS-S management in support of automatic selection of ITS-S communication profiles in an
ITS station unit (ITS-SU),
— specifies related procedures for the static and dynamic ITS-S communication profile selection
processes at a high functional level,
— provides an illustration of objectives used to estimate an optimum ITS-S communication profile.

This document:
— describes the functionality of a "Local Dynamic Map" (LDM) in the context of the "Bounded Secured Managed Domain" (BSMD);
— specifies:
— general characteristics of LDM Data Objects (LDM-DOs) that may be stored in an LDM, i.e. information on real objects such as vehicles, road works sections, slow traffic sections, special weather condition sections, etc. which are as a minimum requirement location-referenced and time-referenced;
— service access point functions providing interfaces in an ITS station (ITS-S) to access an LDM for:
— secure add, update and delete access for ITS-S application processes;
— secure read access (query) for ITS-S application processes;
— secure notifications (upon subscription) to ITS-S application processes;
— management access:
— secure registration, de-registration and revocation of ITS-S application processes at LDM;
— secure subscription and cancellation of subscriptions of ITS-S application processes;
— procedures in an LDM considering:
— means to maintain the content and integrity of the data store;
— mechanisms supporting several LDMs in a single ITS station unit.

This document
— describes and specifies globally unique addresses and identifiers (ITS-S object identifiers) which are both internal and external to ITS stations and are used for ITS station management,
— describes how ITS-S object identifiers and related technical parameters are used for classification, registration and management of ITS applications and ITS application classes,
— describes how ITS-S object identifiers are used in the ITS communication protocol stack,
— introduces an organizational framework for registration and management of ITS-S objects,
— defines and specifies management procedures at a high functional level,
— is based on the architecture of an ITS station specified in ISO 21217:2014 as a Bounded Secured Managed Domain (BSMD),
— specifies an ASN.1 module for the identifiers, addresses, and registry records identified in this document, and
— specifies an ASN.1 module for a C-ITS Data Dictionary containing ASN.1 type definitions of general interest.

This document
— specifies communication service parameters presented by ITS station (ITS-S) application processes to the ITS-S management in support of automatic selection of ITS-S communication profiles in an ITS station unit (ITS-SU),
— specifies related procedures for the static and dynamic ITS-S communication profile selection processes at a high functional level,
— provides an illustration of objectives used to estimate an optimum ITS-S communication profile.

This international standard falls into the Cooperative ITS set of standards based onthe ITS station reference architecture. Typically, raw and dense information transmitted by ITS stations (e.g. CAM and DENM broadcast from vehicles for road safety purposes) is collected by other ITS stations (presumably the roadside infrastructure ). This information must be processed and transferred in a standardized way between ITS stations (presumably between the roadside infrastructure and traffic control centres) so that it could be used for traffic management purposes by road operators. The processing of this information could also lead to improved road safety, improved road efficiency and reduced
greenhouse gas emissions. The purpose of this international standard is to specify the profiles for processing the collected information at the receiving ITS station and transferring the processed data to other ITS stations for applications related to transport infrastructure management, control and guidance. This standard will thus:
- select the services, functions and expected results,
- select the roles and responsibilities of all the involved actors,
- select involved functions and SAPs (Service Access Point) of the ITS station
reference architecture,
- characterize how the collected data is pre-processed by the receiving ITS station,
- select the content of the information to be exchanged between the various
actors,
- characterize the level of performance (best effort or real-time, etc.), confidence
and security (authentication, encryption, etc.) for the transfer of the information,
- select the means by which the processed information is transferred (securely)
between the different actors.

ISO/TS 17429:2017 specifies generic mechanisms enabling the exchange of information between ITS stations for applications related to Intelligent Transport Systems. It complies with the ITS station reference architecture (ISO 21217) and defines the following ITS station facilities layer functionalities:
- Communication Profile Handler (CPH);
- Content Subscription Handler (CSH);
- Facilities Services Handler (FSH).
These functionalities are used by ITS-S application processes (ITS-S-AP) to communicate with other ITS-S application processes and share information. These functionalities describe
- how lower-layer communication services assigned to a given data flow are applied to the service data units at the various layers in the communication protocol stack (CPH, see 6.2.3),
- how content from data dictionaries can be published and subscribed to by ITS-S application processes (CSH, see 6.2.5),
- how well-known ITS station facilities layer and management services can be applied to application process data units (FSH, see 6.2.4), relieving (ITS-S) application processes from having to implement these services on their own,
- how service access points (SAP) primitives specified in ISO 24102‑3 are used,
- service primitives for the exchange of information between ITS-S application processes and the ITS station facilities layer (FA-SAP), and
- a set of communication requirements and objectives (profiles) using the methods defined in ISO/TS 17423 to select the level of performance (best effort or real-time, etc.), confidence and security (authentication, encryption, etc.) for information exchange between ITS stations, such as data provision, event notification, roadside configuration, map update.

The scope of this technical specification is to specify the application that delivers information to ITS stations (vehicle or nomadic device) on qualified road and traffic conditions, in a consistent way with road authorities'/operators' requirements, in the manner that is coherent with the information that would be displayed on a road sign or variable message sign (VMS/DMS). This application is colloquially called "in-vehicle signage". The targeted draft includes the onboard information management, to be contextually coherent (e.g. vehicle characteristics, message priority, etc.). The production of information supporting this application, its qualification and its
relevance that are the responsibility of road authorities/operators (TCC or TMC in general) are out of the scope of this technical specification.

ISO/TS 17425:2016 specifies the In-Vehicle Signage service and application that delivers In-Vehicle Signage information to ITS stations (vehicle ITS stations or personal ITS stations devices) concerning road and traffic conditions, qualified by road authorities/operators, in a consistent way with road authority's/operator's requirements, in the manner that is coherent with the information that would be displayed on a road sign or variable message sign (VMS).
NOTE A Variable Message Sign is also named dynamic message sign. Both terms are considered as synonyms and can be used interchangeably. In the text below, only variable message sign and its abbreviated term VMS are used.
ISO/TS 17425:2016 defines the following:
- the In-Vehicle Signage service and the In-Vehicle Signage application that instantiates this ITS service;
- the requirements to be fulfilled by the In-Vehicle Signage service;
- the requirements for using functions provided by the ITS station facilities layer supporting the use of the In-Vehicle Signage service;
- the ITS-S application processes in the different ITS station, that instantiate the In-Vehicle Signage ITS service.
ISO/TS 17425:2016 also specifies: the sets of communication requirements and objectives (profiles) using the methods defined in ISO/TS 17423 to select the level of performance (best effort or real-time, etc.), confidence and security (authentication, encryption, etc.) for each communication flow between ITS stations in the scope of the In-Vehicle Signage service.
This Technical Specification defines the selection of relevant functions and procedures provided by the ITS station facilities layer (ISO/TS 17429) and defines the message structure, content, syntax, atomic elements to be used by the In-Vehicle Signage application.
NOTE This application is colloquially called "In-Vehicle Signage".
The In-Vehicle Signage service includes the on-board information management. This management ensures contextual coherence of the end-user ITS service (e.g. vehicle characteristics, message priority, etc. avoiding amongst others things the presentation of conflicting information to end-users).
The production of information supporting the In-Vehicle Signage application, its qualification, and its relevance are out of the scope of this Technical Specification.
ISO/TS 17425:2016 does not specify the design of in-vehicle Human Machine Interfaces (HMI), but it does specify requirements that such interfaces shall be capable of supporting in order to permit the correct dissemination and use of information provided by the In-Vehicle Signage service.

Delivering contextual speeds to road users can improve road safety, support traffic management and reduce greenhouse gas emissions.
In a co-operative ITS environment, contextual speeds are context-dependent (e.g. weather conditions), as well as time-specific and road section-specific authorized speeds. Subject to local regulations, they may be regulatory speed limits and/or recommended advisory ones.
This document will define and characterize "contextual speeds" in detail, with use cases. It will also specify the general service requirements for the support of this feature and provide recommendations for the definition of application profiles.

ISO/TS 17426:2016
- specifies the Contextual Speed Information Service, namely the general requirements regarding the provision of the Contextual Speed Information Service, the data flow supporting the service, and the presentation of the service result,
- specifies the requirements to be fulfilled by the Contextual Speed Information Service,
- specifies the ITS Station (ITS-S) application processes of the vehicle ITS station, roadside ITS station, central ITS station, and personal ITS station that are required to instantiate the Contextual Speed Information Service,
- specifies sets of communication requirements and objectives (profiles) using the methods defined in ISO 17423 to select the level of performance (best effort or real-time, etc.), confidence and security (authentication, encryption, etc.) for each Contextual Speed Information Service communication flow between ITS stations,
- selects relevant functions and procedures provided by the ITS station facilities layer (see ISO 17429), and
- specifies messages, messages sets structure, content, and syntax to be used by the Contextual Speed Information Service.
ISO/TS 17426:2016 considers the scenario for the transmission of Contextual Speed information from the infrastructure/roadside to the vehicle, for onward presentation to the vehicle's driver. This scenario foresees that the calculation of Contextual Speed information is performed on the Infrastructure side, not within the vehicle.
Mandatory speed limits or advisory speed recommendations are output of the Contextual Speed Information Service which (in the scenario considered in this Technical Specification) is run by the Road Operator in its Traffic Control Centre or comparable infrastructure (e.g. Roadside ITS Station). To transfer this information to the vehicle (and therefore the driver) over the air (wireless communication), defined messages are required. These messages are specified in this Technical Specification.
When Contextual Speed information arrives in the vehicle, further pre-processing might be necessary before the Contextual Speed information, and, if available, additional explanations on speed limits or recommendations, can be presented to the driver. This Technical Specification specifies the requirements that need to be fulfilled when processing the messages. It does not specify how the vehicle handles the incoming messages.
The production of information supporting this application, its qualification and its relevance are out of the scope of this Technical Specification.
ISO/TS 17426:2016 addresses Use Case 1 "Provision of mandatory speed limit information into vehicle ? for driver awareness purposes" and Use Case 2 "Provision of advisory speed information into vehicle ? for driver awareness purposes".

TR 17424 deliver information about the current status of the Local Dynamic Map (LDM) concepts as they have been developed in the different R&D projects in Europe, Japan and the USA. It presents different architectures, implementations, LDM functional blocks and the related standardization activities. TR 17424 proposes actions for future standardization activities and harmonization needs.
– Definition of the LDM (based on EU projects SAFESPOT, CVIS, and COMeSafety)
– Thesis: The LDM is a subsystem located within an ITS station.
– A LDM typical consists of several elements or functions:
o LDM management including synchronization and update
o LDM data storage
o LDM security
o LDM content integrity
o LDM policy advisor (privacy)
o LDM arbiter / screening, prioritizing
o LDM SAPs / data access
o LDM broker (shared data management)
The draft TR is ready for DTR comment ballot submission.

ISO/TR 17424:2015 surveys the status of Local Dynamic Map (LDM) regarding architecture, implementation, and standardization efforts. It summarizes the high level architectures of the most important implementations and compares it with the CEN/ETSI/ISO ITS-Station architecture.
ISO/TR 17424:2015 derives out of the application needs the requirements for a global LDM concept in terms of functionality, technical and legal aspects.
A gap analysis with existing specification and standards will be performed and recommendations towards SDOs and decision bodies will be made.
ISO/TR 17424:2015 does not give any decision on how or whether one of the solutions described is commercially feasible to be considered as an implementable offer to the user.
ISO/TR 17424:2015 considers the most important documents and research projects to the knowledge of the authors, but does not claim to be complete or free of any mistakes.

This Technical Report (TR) contains an analysis of the technical and operational feasibility of using a generic ITS Station as specified in ETSI EN 302 665, Intelligent Transport Systems (ITS); Communications Architecture, for EFC applications compliant to the requirements specified in ISO 17573, EN ISO 12855, CEN ISO/TS 17575 (all parts), EN ISO 14906, EN 15509, CEN ISO/TS 12813, CEN ISO/TS 13141 and CEN/TS 16439.
The scope of this Technical Report includes:
-   description of the context of Cooperative ITS and the ITS Stations;
-   providing details of the context of EFC applications;
-   outlining the basic architectural concepts and role model of both EFC and Cooperative ITS;
-   identification of core requirement areas for operation of an EFC application on an ITS Station;
-   specification of a set of recommendations for functional, operational and security requirements to the ITS Station supporting the EFC application(s);
-   description of a possible role model in which the roles known in EFC applications make use of the roles in the C-ITS system in order to provide EFC services in an C-ITS context;
-   provision of considerations in particular areas of EFC like certification and governances;
-   guideless and recommendations for further standardization work in this area;
-   emphasising on security related elements of EFC that need to be considered in a C-ITS environment.
The scope of this Technical Report is limited to in-vehicle ITS Stations. However, an EFC service always requires the involvement of in-vehicle and central functionalities. Furthermore, for enforcement purposes as well as in DSRC based toll domains for toll charging purposes also, it is essential that road-side based functions are provided and operated. In order to facilitate EFC services a set of functionalities, tasks and responsibilities are defined and specified in an EFC role model (ISO 17573). These functionalities, tasks and responsibilities are shared between the roles Toll Charger, Toll Service Provider, Road User and Interoperability Management. All these roles interact with each other. As a consequence this Technical Report provides in various areas explanations that are beyond the in-vehicle environment. This is required in order to present the full environment and context. It keeps the readability of this document at a sound level and provides valuable information to those readers which are not yet familiar with EFC in detail.
Outside the scope of this Technical Report is:
-   detailed technical specifications for EFC services and applications on C-ITS systems;
-   implementation specific elements.

This Technical Report (TR) contains an analysis of the technical and operational feasibility of using a generic ITS Station as specified in ETSI EN 302 665, Intelligent Transport Systems (ITS); Communications Architecture, for EFC applications compliant to the requirements specified in ISO 17573, EN ISO 12855, CEN ISO/TS 17575 (all parts), EN ISO 14906, EN 15509, CEN ISO/TS 12813, CEN ISO/TS 13141 and CEN/TS 16439.
The scope of this Technical Report includes:
-   description of the context of Cooperative ITS and the ITS Stations;
-   providing details of the context of EFC applications;
-   outlining the basic architectural concepts and role model of both EFC and Cooperative ITS;
-   identification of core requirement areas for operation of an EFC application on an ITS Station;
-   specification of a set of recommendations for functional, operational and security requirements to the ITS Station supporting the EFC application(s);
-   description of a possible role model in which the roles known in EFC applications make use of the roles in the C-ITS system in order to provide EFC services in an C-ITS context;
-   provision of considerations in particular areas of EFC like certification and governances;
-   guideless and recommendations for further standardization work in this area;
-   emphasising on security related elements of EFC that need to be considered in a C-ITS environment.
The scope of this Technical Report is limited to in-vehicle ITS Stations. However, an EFC service always requires the involvement of in-vehicle and central functionalities. Furthermore, for enforcement purposes as well as in DSRC based toll domains for toll charging purposes also, it is essential that road-side based functions are provided and operated. In order to facilitate EFC services a set of functionalities, tasks and responsibilities are defined and specified in an EFC role model (ISO 17573). These functionalities, tasks and responsibilities are shared between the roles Toll Charger, Toll Service Provider, Road User and Interoperability Management. All these roles interact with each other. As a consequence this Technical Report provides in various areas explanations that are beyond the in-vehicle environment. This is required in order to present the full environment and context. It keeps the readability of this document at a sound level and provides valuable information to those readers which are not yet familiar with EFC in detail.
Outside the scope of this Technical Report is:
-   detailed technical specifications for EFC services and applications on C-ITS systems;
-   implementation specific elements.

This document specifies the fast service announcement protocol (FSAP) for general purposes in ITS. It references and supports all features of ISO/TS 16460, especially supporting the service response message (SRM) and related features in addition to the service announcement message (SAM), which enables only very basic features.
FSAP supports locally advertised ITS services uniquely identified by an ITS application identifier (ITS-AID).
This document specifies message formats and related basic protocol procedures by reference to ISO/TS 16460, and further related protocol requirements for operation of FSAP in the context of an ITS station specified in ISO 21217.
This document illustrates its relations to service announcement protocols specified by ETSI TC ITS and IEEE.

1.1   General
NeTEx is dedicated to the exchange of scheduled data (network, timetable and fare information) based on Transmodel V5.1 (EN 12986), IFOPT (CEN/TS 28701) and SIRI (CEN/TS 15531-4/5 and EN 15531-1/2/3 ) and supports information exchange of relevance to public transport services for passenger information and AVMS systems.
NOTE   Many NeTEx concepts are taken directly from Transmodel and IFOPT; the definitions and explanation of these concepts are extracted directly from the respective standards and reused in NeTEx, sometimes with further adaptions in order to fit the NETEx context.
The data exchanges targeted by NeTEx are predominantly oriented towards passenger information and also for data exchange between transit scheduling systems and AVMS (Automated Vehicle Monitoring Systems). However it is not restricted to these purposes, and NeTEx can provide an effective solution to many other use cases for transport exchange.
1.2   Transport modes
Most public transport modes are taken into account by NeTEx, including train, bus, coach, metro, tram-way, ferry, and their submodes. It is possible to describe airports and air journeys, but there has not been any specific consideration of any additional provisions that apply especially to air transport.
1.3   Compatibility with existing standards and recommendations
The concepts covered in NeTEx that relate in particular to long-distance train travel include; rail operators and related organizations; stations and related equipment; journey coupling and journey parts; train com-position and facilities; planned passing times; timetable versions and validity conditions.
In the case of long distance train the NeTEx takes into account the requirements formulated by the ERA (European Rail Agency) – TAP/TSI (Telematics Applications for Passenger/ Technical Specification for Interoperability, entered into force on 13 May 2011 as the Commission Regulation (EU) No 454/2011), based on UIC directives.
As regards the other exchange protocols, a formal compatibility is ensured with TransXChange (UK), VDV 452 (Germany), NEPTUNE (France), UIC Leaflet, BISON (Netherland) and NOPTIS (Nordic Public Transport Interface Standard).
The data exchange is possible either through dedicated web services, through data file exchanges, or using the SIRI exchange protocol as described in part 2 of the SIRI documentation.

1.1   General
NeTEx is dedicated to the exchange of scheduled data (network, timetable and fare information). It is based on Transmodel V6 (EN 12896 series) and SIRI (CEN/TS 15531-4/-5 and EN 15531-1/-2/-3) and supports the exchange of information of relevance for passenger information about public transport services and also for running Automated Vehicle Monitoring Systems (AVMS).
NOTE   Many NeTEx concepts are taken directly from Transmodel; the definitions and explanation of these concepts are extracted directly from the respective standard and reused in NeTEx, sometimes with adaptions in order to fit the NeTEx context.
Although the data exchanges targeted by NeTEx are predominantly oriented towards provisioning passenger information systems and AVMS with data from transit scheduling systems, it is not restricted to this purpose and NeTEx can also provide an effective solution to many other use cases for transport data exchange.
1.2   Transport modes
All mass public transport modes are taken into account by NeTEx, including train, bus, coach, metro, tramway, ferry, and their submodes. It is possible to describe airports and air journeys, but there has not been any specific consideration of any additional requirements that apply specifically to air transport.
1.3   Compatibility with existing standards and recommendations
Concepts covered in NeTEx that relate in particular to long-distance train travel include; rail operators and related organizations; stations and related equipment; journey coupling and journey parts; train composition and facilities; planned passing times; timetable versions and validity conditions.
In the case of long distance train the NeTEx takes into account the requirements formulated by the ERA (European Rail Agency) - TAP/TSI (Telematics Applications for Passenger/ Technical Specification for Interoperability, entered into force on 13 May 2011 as the Commission Regulation (EU) No 454/2011), based on UIC directives.
As regards the other exchange protocols, a formal compatibility is ensured with TransXChange (UK), VDV 452 (Germany), NEPTUNE (France), UIC Leaflet, BISON (The Netherlands) and NOPTIS (Nordic Public Transport Interface Standard).
The data exchange is possible either through dedicated web services, through data file exchanges, or using the SIRI exchange protocol as described in part 2 of the SIRI documentation.

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.

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 specifies a methodology to define ITS-S communication profiles (ITS-SCPs) based on standardized communication protocols to interconnect trusted devices. These profiles enable secure information exchange between such trusted devices, including secure low-latency information exchange, in different configurations. The present document, in order to exemplify the methodology, also normatively specifies some ITS-SCPs based on the methodology, yet without the intent of covering all possible cases. Further ITS-SCPs can be specified at a later stage.
Configurations of trusted devices for which this document defines ITS-SCP’s include:
a)   ITS station communication units (ITS-SCU) of the same ITS station unit (ITS-SU), i.e. station-internal communications;
b)   an ITS-SU and an external entity such as a sensor and control network (SCN), or a service in the Internet;
c)   ITS-SUs.
The specifications given in this document can be equally applied to secured and unsecured communications, being groupcast and unicast communications, being localized or networked communications.

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 the "Fast Service Announcement Protocol" (FSAP).
FSAP is in support of locally advertised ITS services uniquely identified by an ITS application identifier (ITS-AID).
This document specifies message formats and related basic protocol procedures by reference to ISO/TS 16460:2016, and further related protocol requirements for operation of FSAP in the context of an ITS station specified in ISO 21217:2014.

ISO/TS 19091:2017 defines the message, data structures, and data elements to support exchanges between the roadside equipment and vehicles to address applications to improve safety, mobility and environmental efficiency. In order to verify that the defined messages will satisfy these applications, a systems engineering process has been employed that traces use cases to requirements and requirements to messages and data concepts.
This document consists of a single document that contains the base specification and a series of annexes. The base specification lists the derived information requirements (labelled informative) and references to other standards for message definitions where available. Annex A contains descriptions of the use cases addressed by this document. Annex B and Annex C contain traceability matrices that relate use cases to requirements and requirements to the message definitions (i.e. data frames and data elements). The next annexes list the base message requirements and application-oriented specific requirements (requirements traceability matrix) that map to the message and data concepts to be implemented. As such, an implementation consists of the base plus an additional group of extensions within this document.
Details on information requirements, for other than SPaT, MAP, SSM, and SRM messages are provided in other International Standards. The focus of this document is to specify the details of the SPaT, MAP, SSM, and SRM supporting the use cases defined in this document. Adoption of these messages varies by region and their adoption may occur over a significant time period.
ISO/TS 19091:2017 covers the interface between roadside equipment and vehicles. Applications, their internal algorithms, and the logical distribution of application functionality over any specific system architecture are outside the scope of this document.

This international standard will define the organisational architecture (enterprise viewpoint) of Cooperative ITS (C-ITS). The organisational architecture is an elementary part of a framework architecture for C-ITS.
The document will describe the high-level roles and responsibilities in the context of C-ITS. Therefore roles are identified based on a selection of prototypic C-ITS services and afterwards are abstracted to guarantee service independence. The relations between roles are identified and described, the corresponding responsibilities encircling the roles are identified and described. Exemplary use cases are modelled.
The identified roles and responsibilities are matched to organisational structures in existing C-ITS architectures and / or C-ITS architectures in use to ensure the conformity and applicability.

The scope of the work is to create an environment and the standards to
implement a Local Dynamic Map (LDM) concept.
The current situation is characterized that applications directly exchanging their
information with the respective counterpart. Parallel applications exchanging their
information in the same way. Therefore, information used by multiple applications
has to be re-transmitted each time and creates a huge amount of data traffic. This
leads finally to the situation where communication channels become overloaded
and/or specific applications cannot be executed anymore due to the nonavailability
of connection resource.
The way out of this crucial situation is given if a common and coordinated local
data store concept is implemented.
This concept radically changes the way applications are developed and
implemented. If an application is requesting information, it is requested first from
the local data store, and only if the information is not available locally it is
requested and transferred from the external source via the air-link.
In this case, several provisions have to be given:
- The access to the data base has to be unified and standardized for all
applications
- The data elements and its attributes used have to be harmonized and
unambiguously defined
- Means to maintain the content and integrity of the data store, and means to
keep the content up to date have to be provided
- Means to apply local regulations for privacy and security have to be developed
- Last but not least the stakeholder-, user- and application-requirements have to
be derived and included in the development

CEN ISO/TS 17419 illustrates and specifies “Global Classification and Management of ITS Applications” (GCMA). It - is based on the ITS station and communication architecture described in ISO 21217, - describes and specifies globally unique addresses and identifiers (ITS-S object identifiers) which are both internal and external to ITS stations and are used for ITS station management, - describes how ITS-S object identifiers and related technical parameters are used for classification, registration and management of ITS applications and ITS application classes, - describes how ITS-S object identifiers are used in the ITS communication protocol stack, - introduces an organizational framework for registration and management of ITS-S objects, and - defines and specifies management procedures at a high functional level.

ISO/TS 17427:2014 describes the (actor invariant) roles and responsibilities required to deploy and operate Cooperative-ITS (C-ITS). The organizational architecture described in this document is to be used for a fully operational system. ISO/TS 17427:2014 is couched in terms of an organizational or enterprise viewpoint, as defined in ISO/IEC 10746 Open Distributed Processing.
ISO/TS 17427:2014 is applicable to all types of road traffic of all classes. The description of roles is completely technology agnostic and, in terms of C-ITS communication modes, embraces vehicle-vehicle communications, vehicle-infrastructure communications and infrastructure-infrastructure communications.
ISO/TS 17427:2014 provides a methodology for the identification of service specific roles and their corresponding responsibilities based on a process oriented approach. Additionally, the defined methodology is used to identify the roles and responsibilities for C-ITS, in general. Both the methodology, as well as, the roles and responsibilities for C-ITS are deduced from the reference model: Open Distributed Processing (ISO/IEC 10746). Open Distributed Processing offers five viewpoints of which the enterprise viewpoint corresponds with the organizational architecture and the roles and responsibilities.
ISO/TS 17427:2014 separates C-ITS roles into 'external' and 'internal'. Those considered to be internal are all roles set up for the sole purpose of C-ITS and those considered to be external are all roles involved in C-ITS but not set up for the sole purpose of C-ITS.
ISO/TS 17427:2014 describes high-level architectural viewpoint on C-ITS. It can be used as a blueprint when implementing C-ITS and the corresponding organizational structures. The characteristics of C-ITS entail a huge number of data/information exchanges. Therefore, the implementation of the organizational architecture stringently needs to respect privacy and data protection, as defined in ISO/TR 12859 and in the national laws and regulations (where instantiated). Privacy and data protection affect all roles defined in this Technical Specification and due to these characteristics, all actors occupying roles in C-ITS need to respect the corresponding standards and regulations.

CEN ISO/TS 17423 specifies communication service parameters presented by ITS station (ITS-S) application processes to the ITS-S management in support of automatic selection of ITS-S communication profiles in an ITS station unit (ITS-SU), - specifies related procedures for the static and dynamic ITS-S communication profile selection processes at a high functional level, - provides an illustration of objectives used to estimate an optimum ITS-S communication profile.

ISO/TS 18750:2015
- describes the functionality of a "Local Dynamic Map" (LDM) in the context of the "Bounded Secured Managed Domain" (BSMD), and
- specifies
- general characteristics of LDM Data Objects (LDM-DOs) that may be stored in an LDM, i.e. information on real objects such as vehicles, road works sections, slow traffic sections, special weather condition sections, etc. which are as a minimum requirement location-referenced and time-referenced,
- service access point functions providing interfaces in an ITS station (ITS-S) to access an LDM for
- secure add, update, and delete access for ITS-S application processes,
- secure read access (query) for ITS-S application processes,
- secure notifications (upon subscription) to ITS-S application processes, and
- management access,
- secure registration, de-registration, and revocation of ITS-S application processes at LDM, and
- secure subscription and cancellation of subscriptions of ITS-S application processes,
- procedures in an LDM considering
- means to maintain the content and integrity of the data store, and
- mechanisms supporting several LDMs in a single ITS station unit.

ISO/TS 17419:2014 illustrates and specifies "Global Classification and Management of ITS Applications" (GCMA). It is based on the ITS station and communication architecture described in ISO 21217. It describes and specifies globally unique addresses and identifiers (ITS-S object identifiers) which are both internal and external to ITS stations and are used for ITS station management, describes how ITS-S object identifiers and related technical parameters are used for classification, registration and management of ITS applications and ITS application classes and how ITS-S object identifiers are used in the ITS communication protocol stack, introduces an organizational framework for registration and management of ITS-S objects, and defines and specifies management procedures at a high functional level.

ISO/TS 17423:2014 specifies communication service parameters presented by ITS-S station (ITS_S) application processes to the ITS-S management in support of automatic selection of ITS-S communication profiles in an ITS station unit (ITS-SU) and related related procedures for the static and dynamic ITS-S communication profile selection processes at a high functional level, and provides an illustration of objectives used to estimate an optimum ITS-S communication profile.