ISO/TS 15638-26:2024

Technical
Specification
ISO/TS 15638-26
First edition
Intelligent transport systems —
2024-10
Framework for cooperative
telematics applications for
regulated vehicles (TARV) —
Part 26:
Electric vehicle dynamic charging
monitoring
Systèmes intelligents de transport — Cadre pour applications
télématiques collaboratives pour véhicules réglementés
(TARV) —
Partie 26: Surveillance de la charge dynamique des véhicules
électriques
Reference number
© ISO 2024
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ii
Contents Page
Foreword .v
Introduction .vi
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 2
4 Symbols and abbreviated terms. 2
5 General overview and framework . 2
6 Basic conceptual operational requirement. 5
6.1 General .5
6.2 Basic requirement .6
7 Requirements for services using generic vehicle data . 7
7.1 General .7
7.1.1 Introduction .7
7.1.2 Unregulated application services using only generic basic vehicle data .7
7.1.3 Unregulated application services using both generic vehicle data and additional
application-specific data .7
7.2 Conveyance identifiers .7
8 Concept of operations for unregulated application services with additional data
requirements including roadside sensors . 8
8.1 General .8
8.2 Statement of the goals and objectives of the system .8
8.3 Strategies, tactics, policies and constraints affecting the system .8
8.4 Organizations, activities, and interactions among participants and stakeholders .9
8.5 Operational roles and processes for the system .9
8.5.1 Common role of the prime service provider .9
8.5.2 Common role of the application service provider . .10
8.5.3 Role of the application service .10
8.5.4 Service requirements definition .10
8.5.5 Common role of the user .10
8.5.6 Role of driver .11
8.5.7 Role of operator .11
8.5.8 Framework for operation .11
8.5.9 ROAM app library and data pantry . 12
9 Sequence of operations for identified unregulated application services with additional
data requirements .12
9.1 General sequence of operations . 12
9.1.1 Overview . 12
9.1.2 Data transactions . . 13
9.1.3 CREATE and GET core data .14
9.2 Quality of service requirements .16
9.3 Test requirements.17
9.4 Marking, labelling, and packaging .17
10 Common features of unregulated TARV application services . 17
10.1 Generic operational processes for the system .17
10.2 Common characteristics for instantiations of unregulated application services .19
10.3 Common sequence of operations for unregulated application services . 20
10.4 Quality of service . . 20
10.5 Information security . 20
10.6 Data naming content and quality . 20
10.7 Software engineering quality systems .21
10.8 Quality monitoring station .21

iii
10.9 Audits .21
10.10 Data access control policy .21
10.11 Approval of IVSs and service provider .21
10.12 Approval of roadside sensors .21
Annex A (informative) Application examples .22
Bibliography .24

iv
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 document should be noted. This document was drafted in accordance with the editorial rules of the
ISO/IEC Directives, Part 2 (see www.iso.org/directives).
ISO draws attention to the possibility that the implementation of this document may involve the use of (a)
patent(s). ISO takes no position concerning the evidence, validity or applicability of any claimed patent
rights in respect thereof. As of the date of publication of this document, ISO had not received notice of (a)
patent(s) which may be required to implement this document. However, implementers are cautioned that
this may not represent the latest information, which may be obtained from the patent database available at
www.iso.org/patents. ISO shall not be held responsible for identifying any or all such patent rights.
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.

v
Introduction
Given the increasing needs related to battery-powered heavy vehicle dynamic charging system
developments, the monitoring of powered heavy electric vehicle charging status while on the road should
be made available to charging network service providers by using the framework of the ISO 15638 series
(TARV) to realize efficient charging services from the fleet energy management viewpoint.
Battery powered heavy electric vehicles generate and feed back power to the charging network when
decreasing in speed by using a regeneration braking system (when the battery is fully charged, this energy
is transferred to the grid). Such information also needs to be fed back to the charging network service
provider for monitoring status for the purpose of fleet energy management.
This document standardizes the conceptual operational framework of the information-collecting service
provided 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 road
authority. A new means of energy consumption management and enforcement can be enabled by using this
document where authorities require such regulated monitoring for decarbonizing purposes in the transport
sector.
Telematic applications need to be able to 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 can be involved in information needs. Securing the data exchanged is also a particularly
important point.
This document is intended for unregulated services, but if needed, road authorities or other users can also
use this document for the deployment of regulated services.
This document is intended for public road transport, but if needed, private road/property application can be
made possible by using this document.
NOTE Regarding European Commission (EC) regulations, ISO 15638-9 already covers provisions consistent with
EC 165/2014. This document is complementary to ISO 15638-9, and is therefore consistent with EC 165/2014.

vi
Technical Specification ISO/TS 15638-26:2024(en)
Intelligent transport systems — Framework for cooperative
telematics applications for regulated vehicles (TARV) —
Part 26:
Electric vehicle dynamic charging monitoring
1 Scope
This document provides a freight vehicle dynamic charging information collecting service function or
application for non-enforcement applications and for regulated application services (RAS). It is intended
for the road transport decarbonizing management purposes of regulated commercial freight vehicle
movements using battery-powered heavy electric vehicles. This document also specifies the framework for
remote energy consumption information collecting for non-enforcement and the conceptual operation of
other management purpose applications.
This document is intended to reinforce vehicle energy efficiency for non-enforcement and other purposes by
collecting dynamic charging information of battery powered heavy electric vehicles. Collected information
can be used for fee collection and energy management purposes, which are outside the scope of this
document.
This document is applicable to dynamic charging applications. It is not applicable to information exchange
purposes such as charging right and payment authorization.
Static charging information exchange application is standardized by other ISO Technical Committees, such
as ISO TC 22, Road vehicles, Subcommittee SC 31, Data communication. It is not applicable to this document.
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 14816:2005, Road transport and traffic telematics — Automatic vehicle and equipment identification —
Numbering and data structure
ISO 15638-3, Intelligent transport systems — Framework for collaborative telematics applications for regulated
commercial freight vehicles (TARV) — Part 3: Operating requirements, 'Approval Authority' procedures, and
enforcement provisions for the providers of regulated services
ISO/TS 15638-4, Intelligent transport systems — Framework for cooperative telematics applications for
regulated commercial freight vehicles (TARV) — Part 4: System security requirements
ISO 15638-5, Intelligent transport systems — Framework for collaborative Telematics Applications for
Regulated commercial freight Vehicles (TARV) — Part 5: Generic vehicle information
ISO 15638-7:2013, Intelligent transport systems — Framework for collaborative Telematics Applications for
Regulated commercial freight Vehicles (TARV) — Part 7: Other applications
ISO 15638-21, Intelligent transport systems — Framework for cooperative telematics applications for regulated
commercial freight vehicles (TARV) — Part 21: Monitoring of regulated vehicles using roadside sensors and data
collected from the vehicle for enforcement and other purposes

3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO 15638-21 apply.
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
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
DRD driver recording device
GNSS global navigation satellite system
HMC host management centre
ID Identity
ITS intelligent transport system
ITS-S ITS station
IVS in-vehicle system
LDM local dynamic map
LDT local data tree
QoS quality of service
RAS regulated application service
RFID radio frequency identification
ROAM regime for open application management
TARV telematics applications for regulated vehicles
5 General overview and framework
The ISO 15638 series 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, freight vehicle stability
monitoring, tyre monitoring, overhead clearance 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 utilizes the framework and architecture for freight vehicle stability monitoring defined
in 15638-21. The general conceptual operation description of the roles of the actors in "extended" TARV
architecture is also defined in ISO 15638-21.
NOTE The framework defined before the publication of ISO 15638-21 did not include “roadside sensors/VMS/
info”. The framework is “extended” by ISO 15638-21 to include them.
As a summary, Figure 1 shows the "extended" role model conceptual architecture showing the key actors
and their relationships as defined in ISO 15638-21.
Figure 1 — Extended role model conceptual architecture
This document is intended for an unregulated service provision application for efficient road transport by
freight vehicles, achieved through the collection, from the vehicle, of battery-powered electric vehicle energy
consumption information. This can include data collection on the dynamic charging and feed back of energy
to/from grid provision, for example. Figure 2 shows the architecture from the viewpoint of the provision of
an unregulated (commercial) application service, using the common "extended" TARV platform defined in
ISO 15638-21.
Figure 2 — Role model conceptual architecture for unregulated service provisioning
Freight vehicles are heavy; battery-powered electric vehicles often carry full load cargo in addition to the
heavy battery required to cover the necessary driving range between charging. Such vehicle design is
not practical. Deploying a dynamic charging system is therefore becoming a practical solution. In such a
solution, an energy-providing service provider provides physical dynamic charging facilities and a battery-
powered heavy electric vehicle is equipped with energy-receiving devices (contact and/or non-contact type).
A fee-collecting service provider collects fees from the user through a service provider collecting dynamic
charging data. Information gathering is achieved by using the ISO 15638-21 TARV architecture as shown in
Figure 2.
This document enables such data collection in order to achieve efficient freight vehicle road transport
realization and efficient freight fleet transport operation of user vehicles, whilst avoiding the generation of
carbon or serious global warming incidents on the roadways.
The freight vehicle information (such as dynamic charging status with location) can be obtained from
various sources, such as roadside-embedded sensors or freight vehicle on-board equipped sensors. The
sensor information is sent to the service provider to realize real-time remote monitoring of freight vehicle
status and the service provider provides the efficient road transport status information of that vehicle. By
providing the freight vehicle location (GNSS) data to the service provider, the service provider can collect
accurate dynamic charging information for that part of the road and for that vehicle (model).

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 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 requirements for this application service.
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 standardization is required. Where a TARV
commercial application is simply instantiated as a commercial application conforming to the requirements
of this document, no further standardization is required, so long as conformance to the requirements of this
document can be demonstrated.
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.
6 Basic conceptual operational requirement
6.1 General
The basic conceptual framework is shown in Figure 3.
The telematic application generates adequate dynamic charging information for the energy service provider
to be able to collect the suitable service fee from users of a dynamic charging system built on the road. This
information depends on the physical characteristics of the road and the vehicle weight, including freight
goods.
Figure 3 — Basic conceptual framework for vehicle dynamic charging information collection service
6.2 Basic requirement
The basic requirements for electric vehicle dynamic charging monitoring are as follows.
a) The vehicle shall be equipped with vehicle dynamic charging monitoring sensors. Dynamic charging
data shall be sent to the service provider through on-board unit ITS communication media connected
with the service provider. If the vehicle does not have vehicle dynamic charging monitoring sensors,
only roadside sensor data are used, and continuous data acquisition is not possible.
b) On-board dynamic charging monitoring sensors shall monitor vehicle charging status continuously and
shall detect energy consumption status. A roadside sensor shall detect similar status when a freight
vehicle passes through roadside sensors.
c) Vehicle location data shall be sent to the service provider so that the service provider is able to track
and trace the vehicle on the LDM and the vehicle location can be utilized to monitor adequate dynamic
charging status for that vehicle.
d) The service provider shall obtain LDM map data from the map data service provider when such data are
required for the location dependant service provision.
e) The service provider shall perform data fusion processes for dynamic charging monitoring by combining
sensor data, location data and LDM map data, and road facility (dynamic charging devices installed on
the road) data as necessary.
f) The service provider shall provide energy consumption information to the vehicle operator when
necessary and example information described below shall be given:
— charging energy from dynamic charging system to the vehicle onboard battery;
— energy fed back to grid from vehicle regeneration system;

— energy conversion efficiency;
— on-board battery charging status;
— energy used for driving;
— energy regenerated and charged to the on-board battery.
NOTE This document defines a framework and does not define dynamic charging data details. These are
defined by other standards and can take into consideration relevant regional regulations.
7 Requirements for services using generic vehicle data
7.1 General
7.1.1 Introduction
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 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 to support an unregulated application
service. This clause also specifies general requirements to assure data interoperability.
7.1.2 Unregulated application services using only generic basic vehicle data
Where all the required data can be obtained via the access commands for generic "essential vehicle
information" as 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, can 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 the ISO 15638 series are generally able to support such service
provision. ISO 15638-5:2013, Clause 7 defines the following relevant commands:
a) GET TARV LDT data;
b) GET C-ITS LDT data.
See ISO 15638-5 for details of these commands.
7.1.3 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.
7.2 Conveyance identifiers
The regulated vehicle conveyance type is identified in accordance with ISO 26683-2, ISO 14816, ISO 17262,
and ISO 24534-3.
8 Concept of operations for unregulated application services with additional data
requirements including roadside sensors
8.1 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" (CONOPS) 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. It also provides the generic mode of operating for the provision
of commercial/civic (unregulated) application services defined in the subsequent clauses of this document
which relate to provisions for unregulated application services.
A 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.
8.2 Statement of the goals and objectives of the system
The overall objective of TARV commercial/civic application services with additional data requirements
is the use of a common telematics platform 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 on meeting the requirements for commercial/civic
provision in circumstances where data are 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 are
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 can be
cases where, although the service is not required by regulation, there is benefit in standardizing some or all
the aspects and data exchanges of the service. Such services require a further standardization deliverable,
which refers to this document as the baseline document 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 to provide that data provision functionality is not standardized 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 standardize the equipment used to obtain the data, nor the definition of the actual service features
received.
8.3 Strategies, tactics, policies and constraints affecting the system
The services that are regulated as mandatory or optionally supported can vary from jurisdiction to
jurisdiction. So, it is possible that a service that is mandatory in one jurisdiction is not required by another
jurisdiction, but offered as a commercial/civic service within that domain. If the requirements are met

within the service definition in ISO 15638-6, or require only basic vehicle data, no further standardization
is required.
Modern trends in computing have moved away from the insular standalone solution where the demands
for the provision of the service are entirely met by local capability, towards a "cloud" computing conceptual
architecture, where the bulk of the data processing and service provision is provided elsewhere within
or behind the cloud, where it can be performed more efficiently and economically, thereby enabling
simplification of the terminal equipment. It is a feature of TARV that the actual service provision takes place
at and within the systems of the application service provider, and that the on-board equipment therefore
largely serves only to collect and provide data to enable that service provision, and in some cases, to receive
a result.
This fundamentally simplifies the capabilities required by the TARV on-board platform. It also enables
practical instantiation of a similar service using different wireless media, and enables early implementation
and deployment of such systems.
A service that requires complex on-board processing, or intensive bidirectional communication, is outside
the scope of TARV, although it may use TARV to forward its data to its service provider or receive data from
its service provider.
A core strategy of this document is to ensure that an "app" is only loaded legitimately, and that this prior-
loaded app contains the destination address for the core application data. Instigating a "GET TARVLDT" or
"GET core data" command only results in those data being sent to the previously determined destination
address, and not to a spoof enquirer. While this has the advantage of security and economy in/of use, it does
mean that TARV is probably not the appropriate means for highly interactive "online services" (for example,
collision avoidance). However, because TARV uses the same CALM communications platforms, the same
on-board equipment can be used to support other cooperative vehicle systems (C-ITS). See ISO 15638-1,
ISO 15638-2, ISO 15638-3 and ISO 15638-5.
8.4 Organizations, activities, and interactions among participants and stakeholders
The classes, attributes and key relationships are described in ISO 15638-1 and ISO 15638-7, with the addition
of the ability to collect data from roadside sensors.
8.5 Operational roles and processes for the system
8.5.1 Common role of the prime service provider
To facilitate the correct installation and monitoring of TARV IVS, a prime service provider can be contracted
by the user (see ISO 15638-1). The prime service provider is the technical expert of their system and shall
be responsible for its installation, maintenance, and as necessary upgrade, but unless also appointed as
an application service provider for a particular service, is not responsible for the operation of application
service software.
The prime service provider shall be responsible for ensuring that the multiple applications operate properly,
and do not adversely impact each other.
It is envisaged that the IVS operating systems can require updating from time to time to improve
functionality, fix software "bugs" or update the protection from electronic threats such as software viruses.
It shall be the responsibility of the prime service provider to undertake such tasks, possibly in collaboration
with application service providers.
The role of the prime service provider shall be to ensure that the IVS performs during day-to-day operation
in the same manner as it did when it was approved. The prime service provider shall put in place a regime
to the satisfaction of the approval authority which shall periodically monitor the IVS via several means
including receiving test data files generated by the on-board app for that application service. The prime
service provider shall be responsible for determining the IVS operational state, performing any necessary
enhancements, and efficiently dealing with malfunctions when they occur.

The prime service provider shall report any malfunctions to the driver and application service provider as
appropriate, and as technically possible (for example it can be impossible, during a working session, to advise
the driver if the IVS has failed entirely, and such advice would have to be by post event "offline" means).
The prime service provider shall work closely with the application service provider and vehicle operator to
permit and enable the prompt repair and rectification of any malfunction with a TARV IVS.
8.5.2 Common role of the application service provider
The application service provider is the actor who is responsible for providing and operating the application
service system.
The application service provider shall offer the provision to users of the specific application service defined
in the specification for that application service. This document specifies the format for key provisions of
application service provision but does not define any specific application service.
The application service provider is normally envisaged to be a commercial entity, but they can also be a road
users association or department of the jurisdiction providing a civic service to road users.
The application service provider shall be responsible for ensuring that the application service system is
correctly installed and performs during day-to-day operation in the same manner as it did when it was
approved. The application service provider shall monitor the operation of the application service system
and shall report malfunctions to the driver, the prime service provider, and if required, to the jurisdiction.
The application service provider shall maintain operational knowledge of the system to determine its
operational state, perform any necessary enhancements and deal efficiently with malfunctions if they occur.
Where physical maintenance of the IVS is required the application service provider shall notify the prime
service provider and they shall jointly rectify the problem according to their defined responsibilities.
It is envisaged that the regulated application service systems can require updating from time to time to
improve functionality, update maps, fix software bugs or update the protection from electronic threats such
as software viruses. It shall be the responsibility of the application service provider to undertake such tasks,
possibly in collaboration with the prime service provider.
8.5.3 Role of the application service
This is the service defined and offered by an application service provider for an unregulated application
service. Normally this is expected to be a commercial/civic provision, but it may be provided by or on behalf
of the jurisdiction, a not-for-profit body, or road users association, providing a civic service to road users.
The important characteristic that separates these application services from those defined in ISO 15638-6 is
that the service provision has unrelated to the requirements of a regulation.
8.5.4 Service requirements definition
Service requirements definition will vary from service to service, and in many cases from one application
service provider instantiation to another. The application service specification, or a standards deliverable
specifying an interoperable service definition, will provide such specification within the provisions of this
document. This document provides generic requirements, not application-specific requirements.
8.5.5 Common role of the user
In the case of the most unregulated application services, the user may be the driver, the vehicle operator, or
potentially, the vehicle owner, or a combination of all three. Within this document, "operator", "driver" and
"owner" are considered as sub-classes of the class "user".
The "user" is usually the operator of the regulated commercial freight, but in some cases, it can be a driver or
an owner. The user enrols to have the service provided automatically by wireless communications. The user
appoints an approved service provider to provide the application service.

The user is responsible for paying any fees for the provision of the service agreed with the service provider
to the service provider. The means by which this is achieved is a subject for the commercial marketplace and
is outside the scope of this document.
8.5.6 Role of driver
The driver shall be responsible, where required by the system, for using the identification and authentication
method supplied by the prime service provider/application service provider.
The driver shall be responsible for reporting any system malfunction alerts, or apparent system failures
to the operator and/or application service provider according to the instructions provided to them at the
commencement of their contract. The driver is
...