ISO/TR 24856:2025

Technical
Report
ISO/TR 24856
First edition
Intelligent transport systems —
2025-03
Mobility integration — Role model
of the human-centric predictive risk
information provisioning service
Systèmes de transport intelligents — Intégration de la mobilité —
Schéma d'application des services de fourniture d'informations
prédictives relatives aux risques centrés sur l'homme
Reference number
© ISO 2025
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Published in Switzerland
ii
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Symbols and abbreviated terms. 1
5 Human centric safety information provisioning . 2
6 Gap and overlap analysis . 2
6.1 General .2
6.2 Analysis results.3
7 Basic framework . 5
7.1 Basics and objective .5
7.2 National variations .6
7.3 Basic role model architecture .6
7.3.1 Baseline .6
7.3.2 Smart city sensor data . . .7
7.3.3 3D HD point cloud map .7
7.3.4 Digital infrastructure .7
7.3.5 Mobility supporting facilities . .7
7.3.6 Physical infrastructure .8
7.3.7 Mobility service provider .8
7.3.8 Communications .8
7.3.9 Mobility users .8
7.4 Application layer role and functional model for mobility system .8
7.4.1 General .8
7.4.2 Role and functional model options .10
7.4.3 Certification of service providers .10
8 Use case examples .11
Annex A (informative) Use cases .12
Bibliography . 19

iii
Foreword
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iv
Introduction
Mobile entities require sufficient safety distance allowing them to efficiently reduce speed and improve
manoeuvring distance in a timely manner to avoid traffic incidents. To achieve safer road transportation
with mobile entities, an information provisioning service is indispensable which provides information
on traffic status and incident situation, i.e. predictive risk information, from locations well ahead of the
mobility’s position.
This document describes a conceptual operational framework of predictive risk safety information provision
[2]
provided by service providers. This description is based on ISO 4445 , which describes a basic role model
of smart city intelligent transport systems (ITS) service applications. There are two types of services,
enforcement (for regulated purpose) and non-enforcement (for non-regulated purpose). This document
[44]
describes non-enforcement services. For the enforcement services, see the ISO/DTS 24315 series.
For information provisioning, the technology of clouds is relevant. The cloud acts as a digital platform where
aggregated traffic data are available.
This document focuses on service provider transactions between the roles via ITS-stations and road users.
Using this system architecture, additional safety information provision services to road users can be
realized. Where authority requires such regulated monitoring (for enforcement purpose), new means of safe
road transport management and enforcement can be enabled by using this document.
Whilst currently available safety standards deal with time critical information provisioning, i.e. means
applicable close to an imminent risk, this document aims to describe means to increase safe road
transportation based on predictive risk information; see Figure 1. Providing predictive risk information has
the capability to reduce traffic incidents because road users are better prepared for incidents that could
happen later in the trip on the oncoming roads. This is also potentially applicable for automated driving
vehicles considering technologies for fast processing of a huge amount of data, referred to as "Artificial
Intelligence" (AI) technologies. Examples of potential accident events and locations are work zones, merging
traffic, tail end crushing, crossing from behind parked vehicles, blind intersection, etc.
Figure 1 — Predictive risk
v
Technical Report ISO/TR 24856:2025(en)
Intelligent transport systems — Mobility integration — Role
model of the human-centric predictive risk information
provisioning service
1 Scope
This document describes a role model for predictive safety risk information provisioning primarily applicable
for non-enforcement applications, and potentially applicable for enforcement application services are out of
scope of this document. This role model is dedicated to human centric road transport safety management
purposes considering all road users on the roads. It can be applicable to enforcement application services.
2 Normative references
There are no normative references in this document.
3 Terms and definitions
No terms and definitions are listed in this document.
ISO and IEC maintain terminology databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/
4 Symbols and abbreviated terms
AI artificial intelligence
AV automated vehicle
AD automated driving
API application programming interface
ATC advanced transportation controller
ATCC advanced transportation controller cabinet
C2C-CC car-to-car communications consortium
CMC connected motorcycle consortium
ConOPs concept of operations
DMS dynamic message signs
INFLO intelligent network flow optimization
ITS intelligent transport systems

SWIW-RS spot weather information warning – reduced speed
VRU vulnerable road user
WAVE wireless access in vehicular environments
3D HD three-dimensional high definition
5 Human centric safety information provisioning
The goal to achieve a society in which all mobile entities, i.e. road users, are free from traffic accidents, and
considering that most traffic accident fatalities involve vulnerable road users (VRU), requires consideration
of a human-centric approach. Thus, it is important not only to improve the safety technology of vehicles, but
also to provide support to encourage safe behaviour among all road users. This requires that the cooperative
safety system understands the traffic environment and human conditions and traits to predict risks and
provide appropriate information in due time.
Mobility measures require manoeuvres to reduce speed and braking distance to avoid traffic accidents. To
achieve safer road transport and safer movement for traffic participants, information provision services
that provide traffic and incident conditions (predicted risk information) ahead of mobility measures moving
directions are essential. This information provisioning improves mobility safety during road transport and
the safety of moving traffic participants. This document aims to create an internationally standardized
conceptual operational framework for the provisioning of predictive risk safety information provided by
[2]
safety information service providers. It is based on ISO/TR 4445 which describes the basic role model for
intelligent transportation system (ITS) service applications. For information provisioning, it is important
to deploy an information cloud or digital platform that aggregates relevant smart communities (including
villages and towns) traffic data.
This document focuses on service provider transactions between roles via ITS stations and road users, and
this system role architecture can be used to realize additional safety information provisioning services
to mobility and traffic participants. New means of safe road traffic management and enforcement may be
enabled using the ISO/TS 24315 series where authorities require such regulated monitoring.
While currently available safety standards concern the provision of information immediately before or at
the time of an accident, this document aims to improve the safe road transport of mobility and the safe
movement of traffic participants by providing predictive risk information. The purpose is to provide a
means to add safety in their mobility means.
By providing predictive risk information, mobility users and traffic participants can understand possible
emerging incidents that will occur on oncoming roads and avoid risks, thereby reducing traffic accidents. This
can also be applicable to automated driving vehicles. This is because the AI installed in automated driving
vehicles can be programmed to be well-educated (matured). Examples of information provided include work
zone information, merging traffic, tail-end crush, traffic jams, cross traffic information when turning left or
right, people crossing the road, information on vehicles not seen due to obstacles on the road, etc.
6 Gap and overlap analysis
6.1 General
Figure 2 shows safety actors considered in this document for the purpose to perform an analysis of
existing standards. These actors are distinguished by the terms “User A", "User B", "User C", “User C1” (see
ISO/TS 4448-6), “User D" and "User E" as shown in Table 1. The goal of this analysis is to identify gaps and
overlaps in the standardization domain of predictive risk information provisioning. The analysis is based on
[14]
results from ARC-IT.
Figure 2 — Safety actors
6.2 Analysis results
The result of the analysis of existing safety standards related to predictive risk information provisioning is
shown in Table 1.
These currently available safety standards listed in Table 1 are about time critical information provisioning,
i.e. revealed risk provisioning, and therefore no overlap with this document has been observed.
Table 1 — Gap and overlap analysis
Safety actions Documents Overview content
Relation to
[12]a
Basic technology ISO 21217 Communications Architecture
[3]
Basic technology ETSI TS 102 731 Security Services and Architecture
[4]
Basic technology ETSI TS 102 940 ITS Communications security architecture and security management
[6]
Basic technology ETSI TS 102 941 Security; Trust and Privacy Management
[10]
Basic technology IEEE 1609.2.1 The standard provides mechanisms for distribution of data within
the Wireless Access in Vehicular Environments (WAVE) system.
Basic technology ISO 21217 ISO 21217 outlines the Intelligent Transport Systems (ITS) station
[12]
and communication reference architecture.
Basic technology ITE ATC 5201 (Controller) The Advanced Transportation Controller (ATC) Standards are intend-
[39]
ed to provide an open architecture hardware and software platform
that can support a wide variety of Intelligent Transportation Systems
(ITS) applications including traffic management, safety, security and
other applications.
[40]
Basic technology ITE ATC 5401 (API) ITE ATC 5401 defines a software platform that operates on an ATC
controller unit (ATC 5201).
Basic technology NEMA TS 8 Cyber and NEMA TS 8 is designed to allow agencies and other transportation
[25]
Physical Security infrastructure owners to implement security of the surface trans-
portation electronic systems.
[11]
Basic technology NIST FIPS 140-2 NIST FIPS 140-2 provides a standard that will be used by Federal
organizations when these organizations specify that cryptograph-
ic-based security systems are to be used to provide protection for
sensitive or valuable data.
a [5]
ETSI provides an almost compatible architecture standard ETSI EN 302 665

TTabablele 1 1 ((ccoonnttiinnueuedd))
Safety actions Documents Overview content
Relation to
Basic technology SCMS Manager docu- —  End Entity Certificate Re-enrolment technical standard.
[37]
ments —  End-Entity Security Requirements, Design Guidance, and Vali-
dation Approach.
—  Misbehaviour Report and Application Specification for Con-
nected Vehicle Pilot Deployment.
Basic technology USDOT - Core System & This USDOT document aims to establish a system architecture for a
National ITS Architecture trusted and secure data exchange system.
[18]
Documentation
Basic technology USDOT - Vehicle-to-In- —  The concept of operations for SWIW-RS.
frastructure (V2I) Safety —  The system requirements for SWIW-RS.
[23]
Applications
User A ISO23376 Vehicle-to-vehi- ISO23376 specifies performance requirements and test proce-
User D cle intersection colli- dures for systems capable of warning the subject vehicle driver of a
sion warning systems potential crossing-path collision with other vehicles at intersecting
[13]
(VVICW) road segments.
User A CMC Basic Specification Ap- This CMC Basic Specification defines the specification of C-ITS ap-
[43]
User D plication Specification plications including important use cases for powered two-wheelers.
User E
User B C2C-CC - eBike Path Pre- This C2C-CC document defines the path prediction for eBike.
[42]
User D diction
[9]
User C ETSI TR 103 300-1 ETSI TR 103 300-1 describes and categorizes typical use cases rele-
User D vant to traffic safety that involve Vulnerable Road Users (VRU) are
User E enabled by Cooperative Intelligent Transport Systems.
User D CO-UMP Blind Spot Detec- This CO-UMP document aims to detect and warn the drivers about
[28]
tion other vehicles of any type located out of sight.
User D CO-UMP Emergency This CO-UMP document aims to avoid (fatal) rear end collisions,
[30]
Brake Light which can occur if a vehicle ahead suddenly brakes, especially in
dense driving situations or in situations with decreased visibility.
User D CO-UMP Emergency Vehi- This CO-UMP document provides in-vehicle information and warnings
[31]
cle Warning about approaching emergency vehicles.
User D CO-UMP Motorcycle Ap- This CO-UMP document warns the driver of a vehicle that a motor-
[32]
proaching Indication cycle is approaching/ passing (the scope can be extended to cover
Vulnerable Road Users, pedestrians and cyclists).
User D CO-UMP Road Hazard Warn- This CO-UMP document aims to inform the drivers in a timely manner
[33]
ing of upcoming, and possibly dangerous events and locations.
User D CO-UMP Signal Violation This CO-UMP document aims to reduce the number and severity of
[34]
Warning collisions at signalized intersections by warning drivers who are likely
-due to high speed- to violate a red light, or when another vehicle is
likely to make a red-light violation.
User D CO-UMP Slow or Station- This CO-UMP document aims to
...