ISO 15638-22:2019

INTERNATIONAL ISO
STANDARD 15638-22
First edition
2019-04
Intelligent transport systems —
Framework for collaborative
telematics applications for regulated
commercial freight vehicles (TARV) —
Part 22:
Freight vehicle stability monitoring
Systèmes intelligents de transport — Cadre pour applications
télématiques collaboratives pour véhicules de fret commercial
réglementé (TARV) —
Partie 22: Surveillance de la stabilité des véhicules de transport de
marchandises
Reference number
©
ISO 2019
© ISO 2019
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Published in Switzerland
ii © ISO 2019 – All rights reserved

Contents Page
Foreword .v
Introduction .vi
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 2
4 Symbols and abbreviated terms . 6
5 Conformance . 7
6 General overview and framework . 7
7 Basic conceptual operational requirement . 9
7.1 General . 9
7.2 Basic requirements .10
8 Requirements for services using generic vehicle data .11
8.1 General .11
8.1.1 Unregulated application services using only generic basic vehicle data .11
8.1.2 Unregulated application services using both generic vehicle data and
additional application specific data .11
8.2 Conveyance identifiers .11
9 Concept of operations for unregulated application services with additional data
requirements including roadside sensors .12
9.1 General .12
9.2 Statement of the goals and objectives of the system .12
9.3 Strategies, tactics, policies, and constraints affecting the system .13
9.4 Organizations, activities, and interactions among participants and stakeholders .13
9.5 Operational roles and processes for the system .13
9.5.1 Common role of the prime service provider .13
9.5.2 Common role of the application service provider .14
9.5.3 Role of the application service .14
9.5.4 Service requirements definition .14
9.5.5 Common role of user .15
9.5.6 Role of driver .15
9.5.7 Role of operator .15
9.5.8 Framework for operation .15
9.5.9 ROAM ‘app’ library and data pantry .16
10 Sequence of operations for identified unregulated application services with
additional data requirements.16
10.1 General .16
10.1.1 Overview .16
10.2 Quality of service requirements .20
10.3 Test requirements .21
10.4 Marking, labelling and packaging .21
11 Common features of unregulated TARV application services .21
11.1 Generic operational processes for the system .21
11.2 Common characteristics for instantiations of unregulated application services .23
11.3 Common sequence of operations for unregulated application services .24
11.4 Quality of service .24
11.5 Information security .24
11.6 Data naming content and quality .24
11.7 Software engineering quality systems .25
11.8 Quality monitoring station .25
11.9 Audits .25
11.10 Data access control policy .25
11.11 Approval of IVSs and service provider .25
11.12 Approval of road side sensors.25
12 Declaration of patents and intellectual property .25
Annex A (informative) Application examples .26
Annex B (informative) Vehicle stability monitoring sensor examples .30
Bibliography .31
iv © ISO 2019 – All rights reserved

Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the
different types of ISO documents should be noted. This document was drafted in accordance with the
editorial rules of the ISO/IEC Directives, Part 2 (see www .iso .org/directives).
Attention is drawn to the possibility that some of the elements of this document may be the subject of
patent rights. ISO shall not be held responsible for identifying any or all such patent rights. Details of
any patent rights identified during the development of the document will be in the Introduction and/or
on the ISO list of patent declarations received (see www .iso .org/patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation of the voluntary nature of standards, the meaning of ISO specific terms and
expressions related to conformity assessment, as well as information about ISO's adherence to the
World Trade Organization (WTO) principles in the Technical Barriers to Trade (TBT) see www .iso
.org/iso/foreword .html.
This document was prepared by Technical Committee ISO/TC 204, Intelligent transport systems.
A list of all parts in the ISO 15638 series can be found on the ISO website.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www .iso .org/members .html.
Introduction
The unbalanced cargo inside the container loses vehicle stability condition and sometimes creates
serious/dangerous situations where the vehicle loses control causing vehicle roll over on the road
when speed exceeds the safe limit for that particular road circumstance. Some freight vehicles have
a stability monitoring system on board; however most vehicles do not have such devices and adding
a stability monitoring service from a remote service provider to the stand alone vehicle stability
monitoring function can increase vehicle stability control during freight road transport. This document
standardizes the conceptual operational framework of freight vehicle stability monitoring services
provided by remote monitoring systems serviced by service providers. The ISO 15638 series of TARV
application standards are based on a triumvirate of vehicle operators with in-vehicle systems, on-board
application service providers and jurisdictions. The basic TARV standards focus on the transactions
between these parties via ITS-stations, and roadside sensors and using this system architecture,
additional remote vehicle stability monitoring service to freight vehicles can be realized. The new
means of safe road transport management and enforcement may be enabled by using this document
where jurisdiction needs such regulated monitoring.
It, therefore, seems appropriate to include this additional Part 22 to the ISO 15638 series of standards
to provide the means to add safe road transport of freight vehicles.
It is necessary that the telematic applications can be integrated into the embedded computing systems
available on the market. The need for interoperability of different solutions is also important as several
actors with different solutions may be involved in information needs. Securing the data exchanged is
also a particularly important point.
1)
NOTE Related to EC regulations, ISO 15638-9 already covers provisions consistent with EC 165/2014. This
document is complementary to and not competitive to ISO 15638-9, and therefore consistent with EC 165/2014.
1) To be published. Stage at publication: 40.60
vi © ISO 2019 – All rights reserved

INTERNATIONAL STANDARD ISO 15638-22:2019(E)
Intelligent transport systems — Framework for
collaborative telematics applications for regulated
commercial freight vehicles (TARV) —
Part 22:
Freight vehicle stability monitoring
1 Scope
The ISO 15638 series of standards (Parts 1 to 21) 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 on-board communication unit interfacing with road monitoring
infrastructure and roadside sensors. In this document, an unregulated service architecture frame
work for freight vehicle stability monitoring architecture is defined. This statement does not preclude
the regulated service where jurisdiction needs such a function.
The objective of this document is to provide a freight vehicle stability monitoring service function/
application for non-enforcement applications [and sometimes for regulated application service (RAS)].
This is for road transport safety management purposes of regulated commercial freight vehicle
movements. The scope of this document is to
a) Reinforce vehicle stability monitoring for non-enforcement and other purposes by providing safety
advisory information provisions to the freight vehicle drivers/operators transporting heavy goods
on the freight vehicles.
This document defines the framework for remote vehicle stability monitoring for non-enforcement and
other management purpose applications conceptual operation.
This document is complementary to, and does not replace, any ISO 15638 series standards. This
document is beneficial to vehicle monitoring management purpose entities and it provides additional
use cases for TARV service applications.
This document is specialized towards the realization of safer road transport of freight vehicles
by providing safety advisory information to the vehicle from the service provider and it utilizes
ISO 15638 series of standards basic architecture framework defined in ISO 15638-21. The vehicle on-
board sensor detected freight vehicle and/or freight container stability data and/or road side sensor
data (vehicle stability status detection at roadside) are sent out to the service provider through
ITS communication media. The service provider provides users with safety information such as
recommended safe speed limit for that particular vehicle and gives speed limit advice messages as
necessary. The various V2I communication paths can be used according to the various use cases.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content
constitutes requirements of this document. For dated references, only the edition cited applies. For
undated references, the latest edition of the referenced document (including any amendments) applies.
ISO 14816, Road transport and traffic telematics — Automatic vehicle and equipment identification —
Numbering and data structure
ISO 15638 (all parts), Intelligent transport systems — Framework for cooperative telematics applications
for regulated commercial freight vehicles (TARV)
ISO 17262, Intelligent transport systems — Automatic vehicle and equipment identification — Numbering
and data structures
ISO 24534-3, Intelligent transport systems — Automatic vehicle and equipment data
ISO 26683-2, Intelligent transport systems — Freight land conveyance content identification and
communication — Part 2: Application interface profiles
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at http: //www .iso .org/obp
— IEC Electropedia: available at http: //www .electropedia .org
3.1
access methods
procedures and protocols to provision and retrieve data
3.2
app
small (usually) software applets, organized as software bundles, that support application services (3.3)
by keeping the data pantry (3.18) provisioned with up to date data
3.3
application service
service provided by a service provider (3.36) enabled by accessing data from the IVS (3.23) of a regulated
vehicle (3.33) via a wireless communications network
3.4
application service provider
ASP
party that provides an application service (3.3)
3.5
app library
separately secure area of memory in IVS (3.23) where apps are stored with different access controls to
data pantry (3.18)
3.6
application service data file
ASD file
file held in the data pantry (3.18) of the IVS (3.23) containing data specific to an application service (3.3)
3.7
architecture
formalised description of the design of the structure of TARV and its framework (3.21)
3.8
audit
auditing
review of a party’s capacity to meet, or continue to meet, the initial and ongoing certification agreements
as a service provider (3.36)
3.9
authentication
function intended to establish and verify a claimed identity
2 © ISO 2019 – All rights reserved

3.10
basic vehicle data
data maintained/provided by all IVS (3.23) [regardless of jurisdiction (3.27)]
3.11
certification
formal affirmation that an applicant has satisfied all the requirements for appointment as an application
service provider (3.4) or that an application service delivers the required service levels
3.12
certification authority
organization which issues digital certificates for use by other parties (specifically in the
context of communications security)
3.13
certification authority
organization (usually independent) which conducts certification (3.11) and ongoing audit
(3.8) for service providers (3.36) on behalf of a jurisdiction (3.27)
3.14
commercial application(s)
ITS applications in regulated vehicles (3.33) for commercial (unregulated) purposes
EXAMPLE Asset tracking, vehicle and engine monitoring, cargo security, driver management etc.
3.15
consignment
shipment of goods/cargo to a destination
3.16
conveyance
vehicle or trailer used to transport from one place to another
3.17
cooperative ITS
C-ITS
ITS applications for both regulatory and commercial purposes that require the exchange of data
between uncontracted parties using multiple ITS-stations (3.25) communicating with each other and
sharing data with other parties with whom they have no direct contractual relationship to provide one
or more ITS services (3.24)
3.18
data pantry
secure area of memory in IVS (3.23) where data values are stored [with different access controls to app
library (3.5)
3.19
driver
person driving the regulated vehicle (3.33) at any specific point in time
3.20
facilities
layer that sits on top of the communication stack and helps to provide data interoperability and reuse,
and to manage applications and enable dynamic real time loading of new applications
3.21
framework
particular set of beliefs and ideas referred to in order to describe a scenario or solve a problem
3.22
global navigation satellite system
GNSS
several networks of satellites that transmit radio signals containing time and distance data that can be
picked up by a receiver, allowing the user to identify the location of its receiver anywhere around the globe
3.23
in-vehicle system
IVS
ITS-station (3.25) and connected equipment on board a vehicle
3.24
ITS service
communication functionality offered by an ITS-station (3.25) to an ITS-station application
3.25
ITS-station
ITS-s
entity in a communication network, comprised of application, facilities (3.20), networking and access
layer components specified in ISO 21217 that operate within a bounded secure management domain
3.26
Java™
object oriented open source operating language developed by SUN systems
3.27
jurisdiction
government, road or traffic authority which owns the regulatory applications (3.31)
EXAMPLE Country, state, city council, road authority, government department (customs, treasury,
transport).
3.28
local data tree
LDT
frequently updated data concepts stored in the on-board data pantry (3.18) containing a collection
of data values deemed essential for either a) TARV regulated application service, or b) cooperative
intelligent transport systems (3.17)
3.29
operator
fleet manager of a regulated vehicle (3.33)
3.30
prime service provider
service provider (3.36) who is the first contractor to provide regulated application services (3.32) to the
regulated vehicle (3.33), or a nominated successor on termination of that initial contract
Note 1 to entry: The prime service provider is also responsible to maintain the installed IVS (3.23). If the IVS was
not installed during the manufacture of the vehicle the prime service provider is also responsible to install and
commission the IVS.
3.31
regulated/regulatory application
application arrangement using TARV utilised by jurisdictions (3.27) for granting certain categories of
commercial vehicles rights to operate in regulated circumstances subject to certain conditionsor to
permit a vehicle to operate within the jurisdiction
Note 1 to entry: It may be mandatory or voluntary at the discretion of the jurisdiction.
4 © ISO 2019 – All rights reserved

3.32
regulated application service
TARV application service to meet the requirements of a regulated application that is mandated by a
regulation imposed by a jurisdiction (3.27), or is an option supported by a jurisdiction
3.33
regulated vehicle
vehicle that is subject to regulations determined by the jurisdiction (3.27) as to its use on the road
system of the jurisdiction in regulated circumstances, subject to certain conditions, and in compliance
with specific regulations for that class of regulated vehicle
Note 1 to entry: At the option of jurisdictions, this may require the provision of information via TARV or provide
the option to do so.
3.34
regime for open application management
ROAM
facilities (3.20) layer for TARV, within the ISO 15638 series of standards, providing an open access,
yet secure runtime environment for TARV and other applications, including cooperative vehicle
applications, on top of the CALM communications environment
3.35
roadside sensor
device installed at or near the roadside or above the road or embedded into the road that either
a) collects data concerning the vehicle (e.g. licence plate, vehicle speed, vehicle emission data etc.) and
passes that data to the vehicle IVS
b) provides other dynamic data to the vehicle IVS (e.g. temporary or permanent speed limits or other
restrictions or informative data)
c) requests the IVS to take some action as a result of sensed information
for use in support or execution of a TARV application
3.36
service provider
party which is certified by a certification authority (regulatory) (3.12) as suitable to provide regulated
or commercial ITS application services (3.3)
3.37
session
wireless communication exchange between the ITS-station (3.25) of an IVS (3.23) and the ITS-station of
its application service provider (3.4) to achieve data update, data provision, upload apps, or otherwise
manage the provision of the application service (3.3), or a wireless communication provision of data to
the ITS-station of an IVS from any other ITS-station
3.38
specification
explicit and detailed description of the nature and functional requirements and minimum performance
of equipment, service or a combination of both
3.39
tamper
tampering
conduct towards IVS (3.23) or a service provider’s (3.36) system which is intended to prevent the IVS or
the service provider’s system from functioning correctly
3.40
telematics
use of wireless media to obtain and transmit (data) from a distant source
3.41
Unified Modeling Language
UML
graphical language for visualizing, specifying, constructing, and documenting the artifacts of a
software-intensive system
Note 1 to entry: UML offers a standard way to write a system's blueprints, including conceptual things such as
business processes and system functions as well as concrete things such as programming language statements,
database schemas, and reusable software components, and is standardised as ISO/IEC 19501 [Unified Modeling
Language (UML)].
3.42
user
individual or party that enrols in and operates within a regulated or commercial application (3.14) service
EXAMPLE Driver (3.19), transport operator (3.29), freight owner.
4 Symbols and abbreviated terms
ASD file application service data file
ASP application service provider
CALM communications access for land mobiles
C-ITS cooperative intelligent transport system
CONOPS concept of operations
GNSS global navigation satellite system
HV heavy vehicle
ID identity
ITS-S ITS station
IVS In-vehicle system
LDM local dynamic map
LDT local data tree
RAS regulated application service
RHV regulated heavy vehicle
ROAM regime for open application management
RTM remote tachograph monitoring
TARV telematics applications for regulated vehicles
UML Unified Modeling Language (ISO/IEC 19501)
WIM weigh in motion
6 © ISO 2019 – All rights reserved

5 Conformance
Requirements to demonstrate conformance to any of the general provisions or specific application
services described in this document shall be within the requirements defined by the service provider.
Conformance requirements to meet the provisions of this document are therefore deemed to be under
the control of, and to the specification of, the service provider where the application service(s) is/are
instantiated.
6 General overview and framework
This document utilizes a framework and architecture for freight vehicle stability monitoring defined
in ISO 15638-21. The general conceptual operation description of the roles of the actors in "extended"
TARV architecture is defined in ISO 15638-21.
To understand deeply the extended TARV framework, architecture and detail specification of the roles
of the actors involved, ISO 15638-1, ISO 15638-7 and ISO 15638-21 shall be read.
In summary, Figure 1 shows the "extended" role model conceptual architecture showing the key actors
and their relationships defined in ISO 15638-21.
Figure 1 — Extended Role model conceptual architecture (3.7)
The ISO 15638 series of standards provides a suite of standards deliverables addresses and defines
the framework for a range of cooperative telematics applications for regulated vehicles (such as
electronic tachograph monitoring, Driver work records, emergency messaging/eCall, mass monitoring,
'Mass' information for jurisdictional control and enforcement, speed monitoring, access control,
access methods, location monitoring, weigh in motion, etc.). The overall scope includes the concept of
operation, legal and regulatory issues, and the generic cooperative ITS service platform. The framework
is based on a (multiple) service provider oriented approach including provisions for the certification
and auditing of service providers.
This document is for an unregulated service provision application for safe road transport by
freight vehicles through the remotely monitoring vehicle stability during road transport and safety
information provision to the vehicle such as safe driving speed information provision, information
such as recommended safe speed, speed limit advice information. Figure 2 shows the architecture from
the view point of the provision of unregulated (commercial) application service, using the common
"extended" TARV platform defined in ISO 15638-21.
Figure 2 — Role model conceptual architecture unregulated service provision
An unbalanced freight container may cause a freight vehicle roll over on the roadway when its speed
exceeds the safe speed limit for such unbalanced loading condition. The purpose of this document is to
realize safe freight vehicle road transport, in particularly increasing the vehicle stability by maintaining
the safe speed of a freight vehicle transporting freight and container. The proper recommended speed
8 © ISO 2019 – All rights reserved

limit information given to the vehicle driver/operator is calculated using vehicle model data, road shape
map data ahead (longitudinal and lateral) at the service provider; they monitor vehicle stability and
speed and give speed limit advisory messages to the driver when necessary. This document enables
safe freight vehicle road transport stability realization and efficient freight fleet transport operation of
the user vehicles by avoiding accidents such as vehicle roll over incidents on the roadways.
The freight vehicle stability information can be obtained from various sources, such as roadside
embedded sensors, freight vehicle on board equipped stability monitors and/or specially designed
gravity centre detection on board equipped sensors. The stability information is sent to the service
provider to realize real time remote stability monitoring of freight vehicles and the service provider
provides the calculated recommended safe speed for that particular part of the road for that vehicle. By
providing the freight vehicle location (GNSS) data to the service provider, the service provider is able to
obtain lateral and longitudinal road shape from LDM and can calculate the proper safe road transport
driving speed for that part of the road and for that particular vehicle (model) with unbalanced freight
on the freight vehicle.
The service provider provides this application service to/for a user who is an individual or party that
enrols in and operates within an unregulated application service or commercial application service
in order to meet specific aspects of the requirements of a service provider for the operation of the
regulated vehicle.
Examples of users are a transport operator, driver, freight owner, etc. Most commonly the user is the
transport operator.
For basic TARV information, refer to ISO 15638-1.
This document defines the basic conceptual operational requirement for this application service, the
freight vehicle stability monitoring.
It is important to note that where a commercial (unregulated) service can be instantiated using only
the generic vehicle data specified in ISO 15638-5, no further standardisation is required. Where a
TARV commercial application is simply instantiated as a commercial application conforming to the
requirements of this document, no further standardisation is required so long as conformance to the
requirements of this document can be demonstrated, and service offerings may vary from service
provider to service provider. The service provider provides the application service to/for a ‘user’ who
is an individual or party that enrols and contracts to receive the commercial/civic application service.
7 Basic conceptual operational requirement
7.1 General
The basic conceptual framework is described as shown in Figure 3.
The telematic application calculates the maximum speed so that an accident is avoided (rollover,
jackknifing). This speed depends on the road characteristic and the dynamic behaviour of the vehicle.
It is important that dealing with the vehicle model is based on the interaction between the road and the
vehicle, because the estimated speed is based on the vehicle model.
Moreover, the quality of the estimated speed is based on the accuracy of the model.
Figure 3 — Basic conceptual framework for vehicle stability monitoring service provision
7.2 Basic requirements
The basic requirements are as follows:
a) Vehicle shall be equipped with vehicle stability monitoring sensors and such data shall be sent to
service provider through on-board unit ITS communication media connected with service provider.
If vehicle does not have such sensors, only road side sensor data will be used and continuous data
acquisition is not possible.
b) On board stability sensor shall monitor vehicle and freight stability continuously and shall detect
freight unbalancing status. Road side sensor shall detect similar status when freight vehicle passes
through it.
c) Vehicle location data shall be sent to service provider so that service provider is able to track and
trace vehicle on the LDM and road shape condition can be utilized to calculate safe speed limit for
that particular vehicle.
d) Service provider shall obtain LDM map data from map data service provider when such data are
required for precise service provision.
10 © ISO 2019 – All rights reserved

e) Service provider shall perform data fusion process for vehicle stability monitoring by combining
sensor data, location data and LDM map data.
f) Service provider shall provide safety information to vehicle operator when necessary and
information described below shall be given;
— Vehicle safe speed limit is XXX km/h and road ahead is steep downslope and safe speed is
recommended at YYY km/h.
— Due to unbalancing of freight on this particular vehicle, driving is unsafe in this unstable
condition and reducing speed to ZZZ km/h is required.
— Vehicle is approaching safe speed limit and caution should be taken to maintain this safe speed.
— Vehicle is driving beyond safe speed limit and immediate discontinuation action shall be taken.
8 Requirements for services using generic vehicle data
8.1 General
The means by which the access commands for generic vehicle information specified in ISO 15638-7 can
be used to provide all or part of the data required in order to support a regulated application service
shall be as defined in ISO 15638-7.
This Clause provides means by which the access commands for generic vehicle information specified in
ISO 15638-5 can be used to provide all or part of the data required in order to support an unregulated
application service, and defines general requirements to assure data interoperability.
8.1.1 Unregulated application services using only generic basic vehicle data
Where all of the required data can be obtained via the access commands for generic ‘essential
vehicle information’ specified in ISO 15638-5, the access methods defined in ISO 15638-5 shall be
used consistently to obtain the values for the TARV LDT and C-ITS LDT data concepts. No further
international standardization is required, and jurisdictions, subject to the privacy regulations
pertaining within the jurisdiction, may develop, operate, and update their services according to local
design with international interoperability being maintained through the provisions of ISO 15638-5
(TARV Generic vehicle information). All vehicles that are equipped to support ISO 15638 will normally
be able to support such service provision. ISO 15638-5:2013, Clause 7 defines the following relevant
commands:
a) GET TARV LDT (local data tree) data
b) GET C-ITS (co-operative intelligent transport systems) LDT data
See ISO 15638-5 for details of these commands.
8.1.2 Unregulated application services using both generic vehicle data and additional
application specific data
See ISO 15638-7:2013, 7.1.2 for the generic sequence of operations for unregulated application services
using both generic vehicle data and additional application specific data.
8.2 Conveyance identifiers
The regulated vehicle conveyance type shall be identified in accordance with ISO 26683-2, ISO 14816,
ISO 17262, and ISO 24534-3.
9 Concept of operations for unregulated application services with additional
data requirements including roadside sensors
9.1 General
This Clause describes the characteristics of a proposed system from the viewpoint of a user who
will employ that system. Its objective is to communicate the quantitative and qualitative system
characteristics to all stakeholders.
This Clause defines the general concept of operations for commercial/civic provision using the TARV
platform and an application service provider for TARV commercial/civics that require data in addition
to that available from the basic vehicle data, and provides the generic modus operandi for the provision
of commercial/civic (unregulated) application services defined in the subsequent clauses of this
document that relate to provisions for unregulated application services.
A ‘concept of operations’ (CONOPS) generally evolves from a concept and is a description of how a set of
capabilities may be employed to achieve desired objectives.
This document enables data from roadside sensors to supplement data collected from within the
vehicle.
9.2 Statement of the goals and objectives of the system
The overall objective of TARV commercial/civic application services with additional data requirements
is use of a common telematics platform, (which was most probably installed to meet a regulatory
requirement for the control of regulated commercial freights), to provide additional commercial/civic
application services. Those services that require only the basic vehicle data defined in ISO 15638-5, do
not require further standardization measures, so this document is focused to meet the requirements
for commercial/civic provision in circumstances where data is required in addition to that provided by
the basic vehicle data concept.
It is an underlying concept (described in ISO 15638-1) that these services are provided by agreement
with the user and using an approved service provider to meet the requirements of the jurisdiction
via an in-vehicle system (IVS) with communications capability between the vehicle and the service
provider, and access to relevant data from the regulated commercial freight.
It is an underlying assumption that the vehicle is equipped with the means to acquire and provide the
data (additional to the basic vehicle data), required by the specific application service. The requirements
for specific additional data are not defined in this document, which standardizes only the general
framework for commercial/civic provision using TARV. That means that the instantiation of services of
the same title or description may be implemented differently by different application service providers,
and therefore most frequently not interoperable. Such differences provide product differentiation, and
where the service is discrete, enable a commercial market to flourish with competing product offerings.
However, there may well be cases where, although the service is not required by regulation, there is
benefit in standardizing some or all of the aspects and data exchanges of the service. Such services will
require a further standardization deliverable, which refers to this document as the baseline standard
for the provision of commercial/civic application services using TARV and needs to specify only the
additional aspects that require standardization.
As with provisions for regulated application service provision using TARV, the actual equipment to be
installed in order to provide that data provision functionality is not standardised and is a commercial
decision of the application service provider, unless it is specified by the jurisdiction.
This document determines the nature of the data and how it is to be sent and received by the IVS, but
does not standardise the equipment used to obtain the data, nor the definition of the actual service
features received.
12 © ISO 2019 – All rights reserved

9.3 Strategies, tactics, policies, and constraints affecting the system
The services that are regulated as mandatory or optionally supported may vary from jurisdiction
to jurisdiction. Therefore it is possible that a service that is mandatory in one jurisdiction, may be
not required by another jurisdiction, but offered as a commercial/civic within that domain. If the
requirements are met within the service definition in ISO 15638-6, or require only basic vehicle data,
no further standardisation is required.
Modern trends in computing have moved away
...