A vocabulary defined for Intelligent Transport Systems and documented as a formal ontology. The contents of this vocabulary are periodically standardized in ISO 14812, whereas this file is maintained through a [GitHub project](https://github.com/ISO-TC204/iso14812). The original version of the vocabulary was published as [ISO/TS 14812:2022](https://www.iso.org/standard/79779.html). [Edition 2](https://www.iso.org/standard/85041.html) was released in 2025. With edition 3, the draft standard is now generated from this ontology file, originally developed in 2026.
1.0.0 - 2022: Published as ISO/TS 14812:2022. 1.1.0 - 2025: Updated to reflect ISO/TS 14812:2025 (Edition 2). 1.1.1 - 2026: Converted to formal ontology. Note: Version numbers follow semantic versioning principles (major.minor.patch). This is different than ISO standard edition numbers, which are sequential.
clause
This property is used to identify the clause number of a concept within the document.
alternative preferred label
This property is used to identify an alternative preferred label for a concept.
accepted by
accessed by
annotated outline for
area above
based on
can be
can control
changes property of
characteristic of
contained in
contents of
conventions, principles, and practices for
DDT controlled by
defines how to provide
described by
designed for
designed to benefit
designed with expectation of
desire to transport
desired results of
element in
encoded reference for
ends at
entry for
exit for
extent of
for a given
for designated
for movement of
fuel used by
globally unique identifier for
helps identify
identifier unique within region for
implementation of
in use or on board
installation of
instantiation of
is a
is in
is required to operate
limit of
load carried by
located within
max operating weight for
maximum sustained speed of
may be caused by
may be caused by a violation of
meeting or crossing
meets requirements of
observes property of
operates within a
operating mass of
operating mode of
performs all of
performs information processing for
performs part of
performs part or all of
process to develop
provides its own
rate of change of position of
ready to perform
realization of
reference used by
represented by
requires processing within
resides in
rules defined by
sent from
sent to
situated in
specification of
starts at
stored in
system of
timing and location of remuneration to
to board or alight from
travelling in
entity
concrete or abstract thing that exists, did exist, or can possibly exist, including associations among these things
Person (3.1.1.6), object, event, idea, process, etc.
immaterial entity
entity (3.1.1.1) that does not occupy three-dimensional space
material entity
entity (3.1.1.1) that occupies three-dimensional space
All material entities have certain characteristics that can be described and therefore this concept is important for ontology purposes.
non-biological entity
material entity (3.1.1.3) that is not and has never been a living organism
biological entity
material entity (3.1.1.3) that was or is a living organism
person
biological entity (3.1.1.5) that is a human being
system
combination of interacting elements (3.1.3.10) organized to achieve one or more stated purposes
ISO/IEC/IEEE 15288:2015, 4.1.46, modified - Notes to entry removed.
transport system
system (3.1.2.1) of infrastructure elements (3.1.3.10) and optionally vehicles (3.7.1.1) that are jointly designed to move material entities (3.1.1.3) from an origin to a destination
Transport systems can also include any supporting system, such as information and control systems.
surface transport system
transport system (3.1.2.2) designed to move material entities (3.1.1.3) across the surface or near-surface of the Earth
A surface transport system can include tunnels, bridges and similar elements (3.1.3.10).
There is not complete agreement on the precise limitations of a "surface transport system" within the ITS community. Currently, the term is almost exclusively applied to ground-based travel of goods and people over significant distances. The term is viewed as including ferry systems, which often form an integral part of a local surface transport system; it is less clear if it includes long-distance sea-fairing ships. The term "surface transport systems" is also generally limited to transport systems that cover a considerable distance (e.g. factory conveyance technologies are not often referred to as "surface transport systems"). It has been suggested that air travel, which is arguably a transport system designed to move physical entities between points on the surface of the earth, ought to be included in the scope of the term, but this perspective is not universally accepted. It is expected that the exact limitations of the term will be further refined as ITS matures.
Due to the defined scope of ITS, the term "transport system" is intended to be interpreted as being synonymous with the term "surface transport system" unless explicitly specified otherwise.
intelligent transport system
ITS
intelligent transportation system
system (3.1.2.1) comprised of information, communication, sensor and control technologies and that is designed to benefit a surface transport system (3.1.2.3)
"Intelligent transportation system" is the American English equivalent.
Benefits potentially include, but are not limited to, increased safety, sustainability, efficiency and comfort.
The full term (i.e. "intelligent transport system") is often used when the noun is used as a subject, whereas the abbreviation (i.e. "ITS") is often used to modify another noun (e.g. "Intelligent transport systems provide ITS services.").
cooperative ITS
C-ITS
subset of ITS (3.1.2.4) where information is shared among ITS stations (3.2.7.3) in a manner that enables its use by multiple ITS services (3.5.3.1)
architecture
system architecture
<system> fundamental concepts or properties of a system (3.1.2.1) in its environment (3.1.3.11) embodied in its elements (3.1.3.10), relationships (3.1.6.8) and in the principles of its design and evolution
architecture description
work product used to express an architecture (3.1.3.1)
architecture framework
conventions, principles and practices for the description of architectures (3.1.3.1) established within a specific domain of application and/or community of stakeholders (3.1.3.4)
Generalised Enterprise Reference Architecture and Methodologies (GERAM) [ISO 15704] is an architecture framework.
Reference Model of Open Distributed Processing (RM-ODP) [ISO/IEC 10746] is an architecture framework.
stakeholder
system stakeholder
<system> individual, team, organization, or classes (3.1.12.2) thereof, having an interest in a system (3.1.2.1)
concern
system concern
<system> interest in a system (3.1.2.1) relevant to one or more of its stakeholders (3.1.3.4)
A concern pertains to any influence on a system in its environment (3.1.3.11), including developmental, technological, business, operational, organizational, political, economic, legal, regulatory, ecological and social influences.
architecture viewpoint
work product establishing the conventions for the construction, interpretation and use of architecture views (3.1.3.7) to frame specific system concerns (3.1.3.5)
architecture view
work product expressing the architecture (3.1.3.1) of a system (3.1.2.1) from the perspective of specific system concerns (3.1.3.5)
model kind
Examples of model kinds include data flow (3.1.7.1) diagrams, class (3.1.11.2) diagrams, Petri nets, balance sheets, organization charts and state transition models.
architecture model
work product representing one or more architecture views (3.1.3.7) and expressed in a format governed by a model kind (3.1.3.8)
element
architecture element
<architecture> component member of an architecture model (3.1.3.9) included in an architecture view (3.1.3.7)
environment
system environment
<system> context determining the setting and circumstances of all influences upon a system (3.1.2.1)
The environment of a system includes developmental, technological, business, operational, organizational, political, economic, legal, regulatory, ecological and social influences.
communications view
architecture view (3.1.3.7) from the communications viewpoint (3.1.4.2)
Within ITS, the preferred model for describing the communications view is based on the ITS-S reference architecture (3.1.9.4).
communications viewpoint
architecture viewpoint (3.1.3.6) used to frame concerns (3.1.3.5) related to all layers of the Open Systems Interconnection (OSI) stack and related management and security issues
enterprise view
architecture view (3.1.3.7) from the enterprise viewpoint (3.1.4.4)
enterprise viewpoint
architecture viewpoint (3.1.3.6) used to frame the policies, funding incentives, working arrangements and jurisdictional structure that support the technical layers of the architecture (3.1.3.1)
functional view
architecture view (3.1.3.7) from the functional viewpoint (3.1.4.6)
functional viewpoint
architecture viewpoint (3.1.3.6) used to frame concerns (3.1.3.5) related to the definition of processes (3.1.7.2) that perform surface transport functions and data flows (3.1.7.1) shared between these processes
physical view
architecture view (3.1.3.7) from the physical viewpoint (3.1.4.8)
The term "deployment view" is sometimes used within the broader ICT community, but the term "physical view" is preferred to prevent confusion between the physical view of a reference architecture and any part of a deployment architecture (3.1.9.3).
physical viewpoint
architecture viewpoint (3.1.3.6) used to frame concerns (3.1.3.5) related to the assignment of functionality to physical objects (3.1.8.1) and the interfaces among these physical objects
application entity
ITS-S application entity
information layer
part of the ITS station reference architecture (3.1.9.4) that is responsible for providing ITS-related functionality
Within the US, the National Transportation Communications for ITS Protocol (NTCIP) standards identify an "information layer" on top of the traditional OSI stack. However, the purpose of this layer includes both information configuration and functionality. The ITS-S reference architecture separates these two roles between the management entity (3.1.5.6) and the application entity.
access layer
link layer
subnet layer
communications layer that corresponds to the physical and data link layers of the OSI model
Within the Internet Engineering Task Force (IETF), the term "link layer" is used to describe the same functionality as the access layer.
Within the US, the NTCIP standards use the term "subnet layer" to describe the same functionality as the access layer.
Introduced in ISO/TS 14812:2022. Revised in 2025 based on input from WG 16 and to align more closely with the other definitions within ISO 14812.
ITS-S access layer
communications layer in the ITS station reference architecture (3.1.9.4) corresponding to the physical and data link layers of the OSI model for ITS communications
transnet layer
ITS-S networking and transport layer
networking and transport layer
communications layer in the ITS station reference architecture (3.1.9.4) corresponding to the network and transport layers of the OSI model
The full name of this layer is the networking and transport layer, but the term transnet layer provides a more concise name.
facilities layer
ITS-S facilities layer
application layer
communications layer in the ITS station reference architecture (3.1.9.4) corresponding to the session, presentation and application layers of the OSI model
Within the US, the NTCIP standards call the facilities layer the "application layer". However, as this term is easily confused with both the OSI application layer and the application entity (3.1.5.1), the term should be avoided and qualified when used (e.g. OSI application layer).
management entity
ITS-S management entity
part of the ITS station reference architecture (3.1.9.4) that is responsible for management and configuration of all layers and entities within the ITS-S
security entity
ITS-S security entity
part of the ITS station reference architecture (3.1.9.4) that is responsible for providing communication security and system (3.1.2.1) security
enterprise object
element (3.1.3.10) within an enterprise view (3.1.4.3) that represents an organization or individual
resource
enterprise view resource
<enterprise view> element (3.1.3.10) that represents an entity (3.1.1.1) that is managed, operated, referenced and/or used to develop and provide ITS (3.1.2.4)
document
uniquely identified unit of information for human use
A report, specification, manual or book, in printed or electronic form.
A document can be a single information item, or part of a larger information item.
interaction
enterprise view interaction
<enterprise view> element (3.1.3.10) that represents coordination between two enterprise objects (3.1.6.1)
formal coordination
enterprise view formal coordination
<enterprise view> interaction (3.1.6.4) between two enterprise objects (3.1.6.1) governed by a documented agreement
A road operator can enter into formal agreement(s) with the owner of a road (3.3.5.1) and the owner(s) of the associated roadside (3.3.1.10) equipment.
informal coordination
enterprise view informal coordination
<enterprise view> interaction (3.1.6.4) between two enterprise objects (3.1.6.1) governed by an understanding that is not documented in a formal agreement between the two parties
role
enterprise view role
<enterprise view> element (3.1.3.10) that represents the specified responsibilities between an enterprise object (3.1.6.1) and another enterprise view (3.1.4.3) element
relationship
enterprise view relationship
<enterprise view> element (3.1.3.10) that represents an association between two resources (3.1.6.2)
include
enterprise view include
<enterprise view> relationship (3.1.6.8) where one resource (3.1.6.2) contains another resource
Every ITS component includes one or more modules (3.1.8.7).
extend
enterprise view extend
<enterprise view> relationship (3.1.6.8) where one resource (3.1.6.2) supplements another resource
A module (3.1.8.7) can extend the functionality of another module.
data flow
representation of data flowing between two processes (3.1.7.2) or between a process and a terminator (3.1.8.3)
process
functional view process
<functional view> series of one or more functions (3.1.7.3) in support of an ITS service (3.5.3.1)
function
functional view function
<functional view> series of actions or activities performed by a given object to achieve a goal
A function transforms inputs into outputs that may include the creation, modification, monitoring or destruction of elements (3.1.3.10).
process specification
document (3.1.6.3) that defines a lowest-level process (3.1.7.2)
physical object
ITS physical object
<physical view> abstraction of a material entity (3.1.1.3) that interacts with other abstract material entities in the provision of ITS services (3.5.3.1)
Physical objects are represented as elements (3.1.3.10) within the physical view (3.1.4.7) and perform a role. Physical objects can be implemented as cloud-based systems (3.1.2.1).
Within many ITS reference architectures (3.1.9.5), physical objects are placed into one of five categories: centre, support, field, vehicle or traveller (3.6.1.1).
ITS component
physical object (3.1.8.1) that has been assigned one or more functional objects (3.1.8.6) in the provision of one or more ITS services (3.5.3.1)
Physical objects are ITS components if they are an integral part of the system (3.1.2.1); otherwise they are terminators (3.1.8.3).
terminator
ITS terminator
entity (3.1.1.1) that is external to the ITS service (3.5.3.1) implementation but with which the implementation communicates either to obtain inputs or to which it can send outputs
A terminator can exist within functional (3.1.4.5) and physical views (3.1.4.7).
information flow
information that is exchanged between physical objects (3.1.8.1)
information transfer
information flow triple
information flow (3.1.8.4) from a physical object (3.1.8.1) acting as an information provider and sent to another physical object acting as an information consumer
The term "information flow triple" is used extensively in the Architecture Reference for Cooperative and Intelligent Transportation (ARC-IT; see Reference [25]).
functional object
ITS functional object
set of related processes (3.1.7.2) that are performed by a physical object (3.1.8.1) to fulfil aspects of an ITS service (3.5.3.1)
A vehicle OBE can include a "vehicle basic safety" functional object.
The term "module" is used by the European FRAME architecture while the Architecture Reference for Cooperative and Intelligent Transportation (ARC-IT) uses the term "functional object".
module
ITS module
functional object (3.1.8.6) that can be replaced and has defined interfaces
reference architecture
architecture (3.1.3.1) that provides a template solution for planning (3.1.9.2) and deployment architectures (3.1.9.3)
Interface standards are based on a reference architecture, which should be explicitly described.
planning architecture
regional architecture
architecture (3.1.3.1) that provides a long-term vision of system elements (3.1.3.10) that may be deployed and managed by different projects and/or entities (3.1.1.1) within a geographic area
Some countries use the term "regional architecture", but in International Standards, the term "regional" is avoided due to its multiple meanings.
deployment architecture
architecture (3.1.3.1) that provides a vision of a specific deployment of a system (3.1.2.1) within a geographic area
ITS-S reference architecture
reference architecture (3.1.9.1) for handling communications within a physical object (3.1.8.1) as defined in ISO 21217
The ITS-S reference architecture provides a model for describing communication.
ITS reference architecture
reference architecture (3.1.9.1) for one or more ITS services (3.5.3.1)
An ITS architecture can be a reference, planning or deployment architecture (3.1.9.3).
The Architecture Reference for Cooperative and Intelligent Transportation (ARC-IT; see Reference [25]) is an example of an ITS reference architecture.
Introduced in ISO/TS 14812:2022. Updated Note 2 to entry in 2025 to reference a more modern architecture reference model.
ITS planning architecture
planning architecture (3.1.9.2) for one or more ITS services (3.5.3.1)
ITS deployment architecture
deployment architecture (3.1.9.3) for one or more ITS services (3.5.3.1)
data concept
data element (3.1.11.1), class (3.1.11.2), value domain (3.1.11.3), data frame (3.1.11.4), message (3.1.11.5) or interface dialogue (3.1.11.6) defined, at a minimum, with an unambiguous identifier and a definition
In order to exchange a value corresponding to a data concept, more information than an identifier, a name and a definition can be needed. For a property, a data type is needed. Depending on the kind of property, other data elements such as unit of measure, and language, can be needed as well. The additional information can be given in the data dictionary (3.1.10.3), in a data specification that references the data concept or associated with the data themselves.
meta-attribute
documenting characteristic of a data concept (3.1.10.1) that is stored in a data dictionary (3.1.10.3)
data dictionary
collection of data concepts (3.1.10.1) that allows lookup by entity (3.1.1.1) identifier
ISO 22745-2:2010, B.2.16, modified - "collection of data dictionary entries..." replaced with "collection of data concepts...".
data concept registry
electronic data dictionary (3.1.10.3) that follows precise documented rules for the registration and management of stored data concepts (3.1.10.1)
The data concept registry contains meta-attributes (3.1.10.2) about data concepts in terms of their names and representational forms as well as the semantics associated with the data concepts. A data concept registry may contain metadata that assists information interchange and re-use, both from the perspective of human users and for machine-interpretation of data concepts.
A data concept registry typically includes advanced features for adding retrieving, and working with its contents.
data element
unit of data that is considered in a given context to be indivisible and which includes an unambiguous representational form
This definition states that a data element is "indivisible" in a given context. This means it is possible for a data element considered indivisible in one context [e.g. location (3.4.1.1)] to be divisible in another context (e.g. latitude, longitude, and elevation).
class
object class
set of ideas, abstractions or things in the real world that are identified with explicit boundaries and meaning and whose properties and behaviour follow the same rules
Some ISO/TC 204 documents use the term "object class" for consistency with ISO 11179-1, but within ITS, the term "class" is more generally understood.
This is semantically equivalent to a "class" as used within UML (ISO19505-2:2012).
ISO/IEC 11179-1:2015, 3.3.18, modified - term changed to from "object class" to "class" and Notes to entry added.
value domain
data frame
specific grouping of data elements (3.1.11.1) that describes information of interest through a useful grouping of more atomic properties about one or more classes (3.1.11.2)
The grouping can be a set, sequence or a choice.
Note 2 entry: A data frame can contain other data frames.
message
grouping of data elements (3.1.11.1), data frames (3.1.11.4), or data elements and data frames that is used to convey information
interface dialogue
dialog
dialogue
bi-directional communication sequence between two parties in accordance with predetermined protocols
The term "dialog" represents the American English spelling.
The term "dialogue" can be used when the interface context is known.
use case
description of the behavioural requirements of a system (3.1.2.1) and its interaction (3.1.6.4) with a user (3.5.1.3)
ISO/IEC/IEEE 26515:2018, 3.15, modified - Note 1 to entry removed.
scenario
use case scenario
<use case> description of the sequence of events from the user's (3.5.1.3) perspective to perform a task in a specified context
instant
0-dimensional geometric primitive representing position in time
ISO 19108:2002, 4.1.17, modified - Note 1 to entry removed.
duration
authentication
verification that a message (3.1.11.5) was sent by the purported originator to the intended recipient and that the message was not changed in transit
authenticator
a network entity that executes an authentication (3.1.14.1) process on a message (3.1.11.5)
control
measure that is modifying risk (3.1.14.12)
cryptography
discipline that embodies the principles, means, and methods for the transformation of data in order to hide their semantic content, prevent their unauthorized use, or prevent their undetected modification
data privacy
rights and obligations of individuals and organizations with respect to the collection, use, retention, disclosure and disposal of personal information
digital signature
data appended to a message, that allow the recipient of the message (3.1.11.5) to verify the source of the message
information security event
occurrence indicating a possible breach of information security or failure of controls (3.1.14.3)
information security incident
related and identified information security event(s) (3.1.14.7) that can harm an organization's assets or compromise its operations
non-repudiation
ability to prove the occurrence of a claimed event or action and its originating entities
objective
resilience
capability of a system to maintain its functions and structure in the face of internal and external change, and to degrade gracefully when this is necessary
risk
effect of uncertainty on objectives (3.1.14.10)
threat
potential cause of an unwanted incident, which can result in harm to a system or organization
transparency
open, comprehensive and understandable presentation of information
trustworthiness
ability to meet stakeholders expectations in a verifiable way
vulnerability
weakness of an asset or control (3.1.14.3) that can be exploited by one or more threats (3.1.14.13)
design
the process or the result of the process to define the architecture, system elements, interfaces, and other characteristics of a system or system element
Example: Complete documentation for building a specific model of a smartphone
Design provides the detailed implementation-level physical structure, behaviour, temporal relationships, and other attributes of system elements. It is information including specification of system elements and their relationships, that is sufficiently complete to support a compliant implementation of the architecture,
ISO/IEC/IEEE 24765:2017, definitions 1 and 2 merged, example added
implementation
the process or the result of the process of translating a design into hardware components, software components, or both
Example: The process of building a specific model of a smartphone or the resultant model of smartphone
An implementation is the conceptual set of all instances of a product resulting from the translation. The set of all instances can consist of a single instance.
ISO/IEC/IEEE 24765:2017, definitions 1 and 2 merged with example and note added
instance
discrete, bounded object with an intrinsic, immutable, and unique identity
Example: A specific smartphone (e.g., having a unique serial number)
An instance of an implementation can also be called a physical instantiation, in the case of a hardware component.
ISO/IEC/IEEE 24765:2017, definition 1, example and note added
realization
A realization requires the development of a design and the translation of this design into hardware components, software components, or both.
requirement
provision that contains criteria to be fulfilled
Example: A measurable characteristic of a smartphone
requirements specification
document that specifies the requirements for a system or component
A device can conform to multiple requirements specifications, each with a different focus.
ISO/IEC/IEEE 24765:2017, example and note added
central system
ITS central system
ITS component (3.1.8.2) that provides application, management, and/or administrative functions from a centralized location (3.4.1.1) [i.e. not at the roadside (3.3.1.10)]
field system
ITS field system
roadside system
infrastructure-based ITS component (3.1.8.2) located outside of a data centre that is designed to provide local processing or routing services while stationary
Traffic detector, camera, signal controller, message sign, tolling station.
Typically, field systems are located along the roadside (3.3.1.10).
Typically, the operation of a field system is governed by management functions running in a centre system.
Field systems can be permanently installed or transportable.
The term "roadside system" is typically used to describe field systems along a roadside but can also be used to refer to kiosks.
personal system
ITS personal system
traveller system
ITS component (3.1.8.2), other than a vehicle system (3.2.1.5), that is used by a person (3.1.1.6) in relation to a past, current or upcoming journey
support system
ITS support system
ITS component (3.1.8.2) that provides services in support of one or more other ITS components
Data distribution system (3.1.2.1), network time source, cooperative ITS (3.1.2.5) credentials management system.
vehicle system
ITS vehicle system
ITS component (3.1.8.2) that is installed as a component of a vehicle (3.7.1.1)
emergency management central system
centre system (3.2.1.1) that allows an entity (3.1.1.1) to manage and respond to crashes, events, disasters, evacuation orders and other incidents
fleet and freight management central system
centre system (3.2.1.1) that allows a fleet or freight operator to manage and control its personnel, equipment and/or freight
maintenance and construction central management system
centre system (3.2.1.1) that allows an entity (3.1.1.1) to monitor and manage the construction and maintenance of road (3.3.5.1) infrastructure
payment administration central system
centre system (3.2.1.1) that allows an entity (3.1.1.1) to manage financial transactions related to transportation, especially the electronic transfer of funds
public transport central management system
centre system (3.2.1.1) that allows an entity (3.1.1.1) to manage the activities of a public transport (3.5.6.1) agency
traffic management central system
centre system (3.2.1.1) that monitors and controls traffic and the road network (3.3.5.2)
traffic regulation central system
centre system (3.2.1.1) that officially records traffic regulations in electronic form so that they can be distributed to other systems
transport information central system
centre system (3.2.1.1) that provides information of interest to the travelling public
field support equipment
ITS field support equipment
portable field system (3.2.1.2) used by field personnel to locally troubleshoot, initialize, reprogram and test infrastructure equipment
ITS roadside equipment
ITS roadway equipment
field system (3.2.1.2) that performs localized ITS services (3.5.3.1)
traffic signal controller, variable message sign, vehicle detection
ITS services that can be performed by ITS roadside equipment include surveillance, traffic control, information provision, payment transaction services, and/or enforcement
"ITS roadway equipment" is used within the current version of the Architecture Reference for Cooperative and Intelligent Transportation (ARC-IT; see Reference [25]). The term roadway (3.3.1.3) has been revised to reflect that the equipment is typically along the roadway rather than a part of the roadway.
While the term "roadside" indicates the typical location of the equipment, ITS roadside equipment (or portions thereof) can be embedded in the roadway itself.
Introduced in ISO/TS 14812:2022. Added Note 3 to entry in 2025.
connected vehicle roadside equipment
CV-RSE
ITS roadside equipment (3.2.3.2) that perform ITS services (3.5.3.1) by exchanging electronic messages (3.1.11.5) with nearby connected vehicles (3.2.3.7) and/or personal systems (3.2.1.3) via short-range wireless technologies
Connected roadside equipment typically provides ITS-related functionality but the term includes roadside equipment that only provide the ITS service of routing for short-range wireless technologies.
The term "connected vehicle roadside equipment" is used within the current version of the Architecture Reference for Cooperative and Intelligent Transportation (ARC-IT; see Reference [25]).
Introduced in ISO/TS 14812:2022. Revised in 2025 to 1. add "vehicle" to term (i.e., from connected roadside equipment to connected vehicle roadside equipment), 2. Replace "ITS connected roadside equipment" and "RSE" with "CV-RSE", and 3. change reference to "vehicle systems" to "connected vehicles".
roadside unit
ITS roadside unit
RSU
part of connected roadside equipment (3.2.3.3) that provides wireless connectivity to vehicle systems (3.2.1.5) and/or personal systems (3.2.1.3)
connected unit
ITS connected unit
electronic device that is connected (3.2.3.6) using one or more communication media
connected
ITS connected
characteristic of a material entity (3.1.1.3) that is equipped with enabled (i.e. on) and operational electronic communication technologies to support ITS services (3.5.3.1), including the means to send and receive data to and from other connected entities
The term "connected" does not imply support for any specific communications interface or ITS-S application process (3.2.9.2).
connected vehicle
vehicle (3.7.1.1) that is connected (3.2.3.6) using one or more communication media
nomadic vehicle device
carry-in vehicle device
external in-vehicle device
personal system (3.2.1.3) consisting of global navigation satellite system (GNSS) and/or wireless modules (3.1.8.7) that are connected (3.2.3.6) to a vehicle (3.7.1.1) during a trip
personal information device
ITS personal information device
personal system (3.2.1.3) that enables personal access to traveller (3.6.1.1) information
nomadic device
ITS nomadic device
personal information device (3.2.4.2) that is taken with and can be accessed by the traveller (3.6.1.1) during a journey
public information device
ITS public information device
personal system (3.2.1.3) that provides public (3.5.8.2) access to traveller (3.6.1.1) information
cooperative ITS credentials management system
CCMS
support system (3.2.1.4) that enables trusted communications among ITS components (3.1.8.2) and protects data from unauthorized access
map provision system
ITS map provision system
support system (3.2.1.4) that provides map databases used to support ITS services (3.5.3.1)
ITS on-board equipment
on-board equipment
OBE
onboard equipment
vehicle system (3.2.1.5) that provides all ITS functionality on-board the vehicle (3.7.1.1)
ITS on-board equipment relates to any functionality. When there is a need to distinguish between core functionality and that by a special vehicle, the term can be further refined by indicating the type of vehicle to which the on-board equipment relates. For example, emergency vehicle on-board equipment can provide specialized functionality.
The on-board equipment may also perform other functions.
ITS on-board unit
on-board unit
OBU
onboard unit
part of on-board equipment (3.2.6.1) that provides wireless connectivity to other ITS components (3.1.8.2) external to the vehicle (3.7.1.1)
An OBU implementation can also include ITS functionality.
bounded secured managed domain
BSMD
abstract entity (3.1.1.1) representing a managed processing and memory environment (3.1.3.11) that provides protection from code and data that has not been determined to meet established security requirements
ITS trust domain
set of bounded secured managed domains (3.2.7.1) that meet a defined set of ITS industry security requirements
ITS station
ITS-S
bounded secured managed domain (3.2.7.1) that is able to meet requirements of the ITS trust domain (3.2.7.2) within which it is designed to participate
The ITS station reference architecture is defined in ISO 21217.
This complements the ISO 21217:2020 definition (which identifies the component parts) and is consistent with the text of ISO 21217:2020.
Introduced in ISO/TS 14812:2022. Revised in 2025 to indicate the "design" and to add Note 2 to entry.
ITS-S unit
ITS station unit
ITS-SU
instance (3.1.15.3) of an physical unit produced by an ITS station (3.2.7.3) implementation (3.1.15.2)
This is a clarification of the definition provided in ISO 21217:2020. While the definition for ITS station unit in ISO 21217:2020 refers to an implementation, the full text interchangeably describes it as an implementation or a physical instantiation, but does not define those terms explicitly.
Introduced in ISO/TS 14812:2022; revised in 2025. The original definition resulted in confusion as to whether it was intended to reference merely an implementation, which is an instance of a realization (e.g., something with a model number) or an instance of an implementation (e.g., something that would have a serial number). Added Note 1 to entry.
ITS-S communication unit
ITS station communication unit
ITS-SCU
physical unit in an ITS-S unit (3.2.7.4) containing part or all of the functionality of the ITS-S (3.2.7.3)
In case an ITS-SU consists of a single physical unit, the ITS-SU and the ITS-SCU are identical. In case an ITS-SU consists of more than one ITS-SCU, then these ITS-SCUs are interconnected via the ITS station-internal network of the ITS-SU.
Introduced in ISO/TS 14812:2022; revised in 2025. Added Note 1 to entry and revised to "the" ITS-S rather than "an" ITS-S.
ITS-S host
management host
ITS-S node (3.2.7.8) comprised of ITS-S (3.2.7.3) functionalities other than the functionalities of an ITS-S router (3.2.7.7), ITS-S border router, ITS-S mobile router or an ITS-S gateway
ITS-S border router and ITS-S mobile router are ITS-S routers with added functionalities, which is why they are separately excluded in the above definition.
ITS-S border router, ITS-S mobile router, and ITS-S gateway are defined in ISO 21217.
Introduced in ISO/TS 14812:2022 as functionality. Revised in ISO/TS 14812:2025 to be an ITS-S node.
ITS-S router
ITS-S node (3.2.7.8) comprised of routing functionalities of an ITS station unit (3.2.7.4) used to connect two networks and to forward packets not explicitly addressed to itself
ITS-S node
node comprised of a set of functionalities in an ITS-S unit (3.2.7.4) that is connected (3.2.3.6) to the ITS station (3.2.7.3)-internal network or comprises an entire ITS-S unit
ITS application
requirements for an ITS service (3.5.3.1) that involves an association of two or more complementary ITS-S application processes (3.2.9.2)
An ITS application can also involve associations with nodes that are not ITS stations.
This is a clarification of the ISO 21217:2020 definition that described this as an instantiation.
interoperability design
characteristics necessary to fully define how various physical objects (3.1.8.1) interoperate to provide a service (3.5.1.1)
Characteristics often include but are not limited to functional, performance and interface requirements.
ITS application specification
one or more documents (3.1.6.3) that detail the interoperability design (3.2.8.2) for an ITS application (3.2.8.1)
application template
ITS application template
defined annotated outline for an ITS application specification (3.2.8.3)
ITS implementation
integration of each physical object (3.1.8.1) necessary to implement one or more ITS applications (3.2.8.1)
An ITS application typically requires multiple components (e.g. an ITS-S acting as a user and another ITS-S acting as a provider). An ITS implementation includes a sample of each component necessary for the service but often does not represent a complete deployment.
An ITS implementation is typically used for a laboratory or other experimental environment (3.1.3.11) prior to a full-scale deployment.
ITS deployment
installation capable of performing one or more ITS applications (3.2.8.1)
An ITS deployment typically refers to the support, central and roadside ITS stations coupled with a tacit acknowledgement of the mobile ITS stations that will communicate with the support, central or roadside ITS stations.
ITS application role
ITS-S user need (3.5.4.4) expressed as a formal set of interoperability requirements that need to be fulfilled to satisfy a portion of functionality of an ITS application (3.2.8.1)
ITS-S application process
information manipulation within an ITS station (3.2.7.3) for an ITS-SU service (3.5.4.1)
ITS-S application processes use ITS-S services to communicate with other nodes.
This clarifies the ISO 21217:2020 definition to remove ambiguity and a circular reference to "application".
ITS-S application
ITS-S application process (3.2.9.2) residing in the application entity (3.1.5.1)
ITS-S application implementation
implementation of an ITS-S application process (3.2.9.2) within the application entity (3.1.5.1)
An implementation is typically associated with an implementation name, a version and release number.
ITS-S application process installation
installation of an implementation of an ITS-S application process (3.2.9.2) on an ITS station (3.2.7.3)
An installation is typically associated with a specific licence code or serial number.
ITS-S application installation
ITS-S application process installation (3.2.9.5) within the application entity (3.1.5.1)
actuator
device (ISO/IEC 24765:2017, 3.1187) with the capability to convert meaningful signals (ISO/IEC 24765:2017, 3.3738) into changes to one or more properties (ISO/IEC 24765:2017, 3.3207) of a material entity (3.1.1.3)
sensor
device (ISO/IEC 24765:2017, 3.1187) with the capability of observing one or more properties (ISO/IEC 24765:2017, 3.3207) of a material entity (3.1.1.3) and converting those properties into meaningful signals (ISO/IEC 24765:2017, 3.3738)
cross-section
transverse view of road (3.3.5.1) geometry
The transverse view provides a vertical section of the ground and carriageway (3.3.1.5) at right angles to the centre line of the carriageway.
road reservation
easement
area legally reserved for road (3.3.5.1) transport purposes and support
Support includes physical equipment such as safety devices, signage and controller cabinets as well as access by maintenance vehicles and personnel.
The road reservation includes all carriageways (3.3.1.5) as well as width to allow for roadside (3.3.1.10) devices, shoulders (3.3.1.18), verges (3.3.1.11), footways (3.3.3.3), drainage facilities, sound walls, slopes, embankments, etc.
roadway
part of the surface of the road reservation (3.3.1.2) primarily designed for the movement of vehicles (3.7.1.1) that conform to a specified set of requirements
A roadway is characterized using a cross-section (3.3.1.1) of a road facility as the roadway characteristics often change along the length of the road. See "road" (3.3.5.1), "road section" (3.3.5.7), "road segment" (3.3.5.8), and "road link" (3.3.5.6) for different types of stretches of roadway.
In practice, the roadway design considers a variety of issues, which can result in suboptimal road segments that violate normal design guidelines. Such locations (3.4.1.1) are typically posted with warning signs, but they are still designed for the movement of vehicles.
While the roadway is designed with certain vehicle characteristics in mind, local regulations typically allow a wider set of vehicles to use the roadway.
The roadway includes any contiguous hard shoulders (3.3.1.19), hardstanding (3.3.1.17) and reserved lanes (3.3.1.14).
driving space
area above the roadway (3.3.1.3) that is primarily designed for the movement of vehicles (3.7.1.1)
In practice, the driving space design considers a variety of issues, which can result in suboptimal road (3.3.5.1) segments that violate normal design guidelines. Such locations (3.4.1.1) are typically posted with warning signs, but they are still designed for the movement of vehicles.
While the driving space is designed with certain vehicle characteristics in mind, local regulations typically allow a wider set of vehicles to use the driving space.
carriageway
contiguous area of paved roadway (3.3.1.3) designed for the use of vehicles along a road segment (3.3.5.8)
A carriageway is comprised of one or more traffic lanes (3.3.1.13) [i.e. the usable width (3.3.1.15)] and could include shoulders (3.3.1.18) and lay-bys (3.3.1.16).
Carriageways are separated by physical traffic separators (3.3.2.1).
When looking at a cross-section (3.3.1.1) of the road reservation (3.3.1.2), the roadway consists of all of the carriageways.
travelled way
part of the roadway (3.3.1.3) that is currently intended for transport purposes
The travelled way does not include hard shoulders (3.3.1.19), hardstanding (3.3.1.17), or other areas that are not currently intended for normal operational use. In other words, while these other areas are "designed" for transport purposes, they are not "intended" for normal transport purposes (at present); rather these extra areas exist for safety and other exceptional use conditions.
While the limits of the roadway are defined by the design of the physical infrastructure and are generally static; the limits of the travelled way can be dynamic, such as in the case of a hard shoulder for emergency use (3.3.4.1) being converted into hard shoulder running (3.3.4.2) operation.
single carriageway
having exactly one carriageway (3.3.1.5)
The "single carriageway" term can be used to describe a road, road section, road link, or road segment.
A single carriageway road segment could have multiple lanes (3.3.1.12) and could allow travel in opposite directions
dual carriageway
having exactly two carriageways (3.3.1.5)
The "dual carriageway" term can be used to describe a road, road section, road link, or road segment.
The two carriageways are typically designed for travel in opposite directions.
multiple carriageway
having more than one carriageway (3.3.1.5)
The "multiple carriageway" term can be used to describe a road, road section, road link, or road segment.
The separate carriageways are typically designed for separate traffic for (often multiple) specific operational reasons, such as direction of travel, category of vehicle (e.g. high occupancy vehicle), local versus through travel, etc.
roadside
portion of the road reservation (3.3.1.2) excluding all roadway (3.3.1.3) and driving space(s) (3.3.1.4)
Roadside, shoulder (3.3.1.18) and verge (3.3.1.11) define similar but slightly different concepts
verge
unpaved part of the roadside (3.3.1.10) designed for travel safety purposes
A verge can separate two lanes (3.3.1.12) of different modes, separate a traffic lane (3.3.1.13) from a ditch, or separate a lane from another safety hazard.
Roadside, shoulder (3.3.1.18) and verge define similar but slightly different concepts.
lane
generic lane
<generic> portion of road reservation (3.3.1.2) intended to accommodate a single line of moving material entities (3.1.1.3) along its length
Lanes (3.3.1.12) are often bounded by lane markings.
Lanes may be significantly wider than the normal vehicle width to allow variance in lane position of the vehicle as well as for various vehicle dimensions.
The "lane" nomenclature typically refers to motor vehicle (3.7.6.3) usage, but can also refer to other purposes, such as sidewalks (3.3.3.4).
traffic lane
portion of carriageway (3.3.1.5) designed to accommodate a single line of moving road vehicles (3.7.6.1)
The term "lane" is often used to refer to a "traffic lane" when the context is known to be "traffic".
A traffic lane can be bi-directional, such as a single lane road (3.3.5.1), a two-way turn/overtaking lane, or a reversible flow lane.
Some jurisdictions allow supplemental uses of a traffic lane, such as multiple motorcycles sharing the width of a traffic lane or allowing a bicycle to use the edge of a lane.
reserved lane
traffic lane (3.3.1.13) restricted to a specific subset of road vehicles (3.7.6.1) or user (3.5.1.3) categories
A traffic lane may be reserved permanently or under certain conditions or times.
usable width
all traffic lanes (3.3.1.13) of a carriageway (3.3.1.5)
lay-by
short length of paved carriageway (3.3.1.5) at its edge designed to allow a vehicle (3.7.1.1) to draw out of the traffic lanes (3.3.1.13) and stop temporarily
Lay-bys are not part of a hard shoulder (3.3.1.19).
Lay-bys can be used for emergency situations, picking up/dropping off passengers (3.6.2.1), etc.
hardstanding
part of a paved carriageway (3.3.1.5) that is not a traffic lane (3.3.1.13), hard shoulder (3.3.1.19), or lay-by (3.3.1.16).
Hardstanding can include edges of a hard shoulder outside of designated lane markings, slips for future connector roads (3.3.5.1), etc.
shoulder
either a hard shoulder (3.3.1.19) or a soft shoulder (3.3.1.20)
In some jurisdictions, a shoulder can be used for emergency stops and/or other purposes in addition to providing a clear zone for safety purposes.
Roadside (3.3.1.10), shoulder, and verge (3.3.1.11) define similar but slightly different concepts
hard shoulder
part of the paved carriageway (3.3.1.5) designed to support traffic loads but not normally intended for driving
A hard shoulder can be narrow or wide enough for a traffic lane (3.3.1.13).
A hard shoulder can have a surface that discourages usage as a driving surface in some countries.
soft shoulder
unpaved part of the road reservation (3.3.1.2) not belonging to the carriageway (3.3.1.5) but providing lateral support to it
Soft shoulders are not normally intended for driving.
Soft shoulders often have a grass or gravel surface.
motorway
interstate highway
freeway
road (3.3.5.1) with separate carriageways for each direction, with limited access that prevents cross traffic on the same level, and for the exclusive use of certain classes of motor vehicles
The terms "interstate highway" and "freeway" are US terms.
physical traffic separator
mechanism used to physically separate a travelled way or pathway from the adjacent environment
Mechanisms include various types of barriers, such as walls, rails, pylons, kerbs and ditches, as well as open, unpaved space. If two streams of traffic are only separated by paved space (including any markings and rumble strips), they share a common carriageway.
The adjacent environment can be an opposing direction of travel, a different mode of travel, the edge of a bridge, etc.
central reservation
median
median strip
neutral ground
part of the road reservation (3.3.1.2) between carriageways (3.3.1.5) designed for travel safety purposes
A central reservation can be paved or unpaved and can be equipped with a safety barrier, rails, or other devices.
Jersey barrier
city block
concrete barrier
physical traffic separator (3.3.2.1) that consists of a wall with a wide, sloped base designed to divert vehicles (3.7.1.1) back into their traffic lane (3.3.1.13)
Jersey barriers are typically modular. They are typically made of concrete but can also be made with other materials such as plastic filled with water or sand.
kerb
curb
physical traffic separator, usually upstanding, at the edge of a carriageway, hard strip, hard shoulder, or footway Note 1 to entry: "Curb" is the US spelling.
cycle lane
lane (3.3.1.12) designed for the through movement of cycles
Cycle lanes are typically much narrower than traffic lanes (3.3.1.13).
Cycle lanes are typically part of either a carriageway (3.3.1.15) or a cycleway (3.3.3.2).
Cycle lanes could also allow and be designed for motorized vehicles (3.7.6.2) (e.g. e-scooters, mopeds, etc.) with similar performance characteristics as human-powered cycles, subject to local regulations.
cycleway
cycle track
infrastructure primarily designed for the use of cycles and separate from a carriageway (3.3.1.5)
Local legislation can allow cycleways to be used by a variety of low-speed vehicles (3.7.5.2) (e.g. low-speed scooters, skateboards, etc.) and can share usage of other low-speed modes such as pedestrians (3.6.1.4), horseback riders, etc.
footpath
area designed for the longitudinal movement of pedestrians
Regulations typically allow footpaths to be used by other ultra-low speed users (3.5.1.3), such as the users of wheelchairs and strollers.
Introduced in ISO/TS 14812:2022; revised in 2025 to distinguish between a footpath, which can be crossing areas and footways, which are curvilinear and form lanes.
sidewalk
footway
pavement
footpath (3.3.3.3) along a roadside (3.3.1.10)
A paved footway is called a "pavement" in the British English.
Introduced in ISO/TS 14812:2022; footway added as a synonym in 2025.
escalator
rising or falling stairway that assists pedestrians in vertical transitions
moving walkway
travellator
footpath consisting of a conveyor belt for pedestrians Note 1 to entry: Moving walkways are often used in airports with long footpaths Note 2 to entry: Moving walkways assist pedestrians in traversing longer distances. Note 3 to entry: "Travellator" is a term used in Singapore.
pedestrian crossing
crosswalk
physically marked location to enhance the safety of pedestrians crossing one or more lanes of a different mode of travel
Pedestrian permission and/or priority at crossing can be managed when traffic signals are present.
In some cases, local regulations can require vehicles to give way to the pedestrians in the pedestrian crossing and/or restrict pedestrians to only cross at pedestrian crossings.
shared space
public area space for use by users with distinctly different characteristics
facility designed for the use of pedestrians, cycles, and motor vehicles
The space can be for travel, gatherings, rest, or other purposes.
block-face
extent of sidewalk on one side of a street between two consecutive intersections crossing that street
hard shoulder for emergency use
operating mode of a hard shoulder (3.3.1.19) that allows operation of emergency, construction, maintenance, or other special use vehicles (3.7.1.1) or for emergency stopping and is prohibited for other vehicle usage
hard shoulder running
operating mode of a hard shoulder (3.3.1.19) that allows operation of general-purpose motor vehicles (3.7.6.3) as an extra lane (3.3.1.12)
road
curvilinear length of roadway (3.3.1.3) that shares the same road identifier (3.3.5.13)
A length of the road network (3.3.5.2) may be referenced by multiple designators (e.g. Main Street and Route 7). In this case, there would be two "roads" that share the same set of "carriageways" (3.3.1.5).
A road can change directions at a junction (3.3.6.2).
The identification is generally a name or number.
road network
interconnected collection of roads (3.3.5.1)
road model
representation of a road network (3.3.5.2)
Road models for different systems (3.1.2.1) will often define different models. For example, a public transport system (3.1.2.2) can define road links (3.3.5.6) based on the location (3.4.1.1) of bus stops while a traffic system can define road links based on the location of junctions (3.3.6.2).
node
road network node
<road network> component of a road model (3.3.5.3) representing a point location (3.4.1.3) of the road network (3.3.5.2) graph
The point location typically represents a point along the road (3.3.5.1) which can be used to designate the location (3.4.1.1) of a junction (3.3.6.2), public transport (3.5.6.1) stop, jurisdictional boundary, termination point, etc.
link
<road network> component of a road model (3.3.5.3) that represents a connection between two nodes (3.3.5.4)
A link can be curvilinear and can have various attributes such as width.
road link
link (3.3.5.5) representing a contiguous length of a road (3.3.5.1) between two nodes (3.3.5.4) of operational or managerial significance
The operational characteristics of the nodes would relate to the type of road model (3.3.5.3). For example, a traffic system (3.1.2.1) can base its road links on nodes that represent junctions (3.3.6.2) and road terminators (3.1.8.3).
road section
aggregation of one or more road links (3.3.5.6) that represents a contiguous length of a road (3.3.5.1) that shares the same management and operational strategies
1 A traffic signal timing plan is applied to one road section.
2 A speed limit regulation can be applied to a road section.
Different road models (3.3.5.3) can divide the same road into different road sections.
road segment
link (3.3.5.5) that represents a contiguous length of a road link (3.3.5.6) characterized by the same physical characteristics
The definition of road segments is highly dependent on which characteristics are modelled by the implementation. Characteristics that can result in a new road segment include addition or subtraction of a lane (3.3.1.12), a change in roadway (3.3.1.3) width, the change of road (3.3.5.1) type (e.g. start/end of a bridge), etc.
lane link
link (3.3.5.5) that represents a lane (3.3.1.12) of a road link (3.3.5.6)
A lane segment (3.3.5.10) can start or end at locations (3.4.1.1) other than the start or end of the corresponding road segment (3.3.5.8) (e.g. a lane can start mid-block).
A lane segment only includes the sequential (3.5.9.2) lane links, it does not include lane links from adjacent lanes.
lane segment
link (3.3.5.1) that represents a contiguous length of a lane link (3.3.5.9) characterized by the same physical characteristics
alley
road (3.3.1.2) that has buildings, walls or fences on each side
road identifier
designator by a road authority to uniquely identify one or more curvilinear lengths of roadway (3.3.5.3) within the context of the road authority
A single road identifier can be assigned to non-contiguous lengths of roadway.
The same road identifier can be allocated by different road authorities to different, physically distinct, curvilinear lengths of roadway.
The identifier is typically either a name (e.g., Main Street), a class of road coupled with a number (e.g., "M25" meaning "motorway no. 25").
service road
road designed to facilitate the provision of services to customers
road used to access parking spaces or pick-up/drop-off area
service alley
alley designed to facilitate the provision of services for adjacent locations
alley that provides access to an electrical substation
intersection
space where two or more roads (3.3.5.1) meet or cross
Intersections can be associated with zero junctions (3.3.6.2), such as a motorway crossing a road without any connecting ramps, or can be associated with one or more junctions, such as a diamond interchange (3.3.6.9).
Complex intersections can be viewed as multiple intersections by providing separate designations for distinct road links (3.3.5.6). For example, one model could depict a complex intersection as being associated with multiple junctions; another model could depict the same physical infrastructure as being multiple intersections that are interconnected by different roads, each with its own designator (e.g. "ramp from northbound Road A to eastbound Road B").
junction
intersection (3.3.6.1) that allows travellers (3.6.1.1) to change roads (3.3.5.1)
ingress lane
traffic lane (3.3.1.13) designed for entering a junction (3.3.6.2)
ingress link
all ingress lanes (3.3.6.3) on a road link (3.3.5.6)
egress lane
traffic lane (3.3.1.13) designed for exiting a junction (3.3.6.2)
egress link
all egress lanes (3.3.6.5) on a road link (3.3.5.6)
intersection manoeuvre
manoeuvre
maneuver
<junction> movement from an ingress lane (3.3.6.3) to an egress lane (3.3.6.5)
The term "maneuver" is the American English spelling.
junction at grade
at-grade intersection
grade junction
junction (3.3.6.2) without any grade separated manoeuvres (3.3.6.10)
interchange
junction (3.3.6.2) with at least one grade separated manoeuvre (3.3.6.10)
The term "interchange" typically refers to the facilities that enable all available manoeuvres at the grade separated intersection (3.3.6.1), which typically includes multiple junctions.
The grade separation allows travellers (3.6.1.1) on the link (3.3.5.5) to pass unimpeded through the interchange when congestion is not present.
grade separated manoeuvre
manoeuvre (3.3.6.7) that is vertically separated from one or more manoeuvres that cross its two-dimensional path
transport facility
physical structure or installation, including related site works, serving one or more transport-related purposes
transport infrastructure
system of transport facilities (3.3.7.1) and equipment needed for a transport system
Transport infrastructure typically includes or shares telecommunications infrastructure in the case of ITS.
bridge
transport facility (3.3.7.1) built over a gap to provide a continuous travel path
movable bridge
bridge (3.3.7.3) with a deck that can be moved in a way that disrupts the continuous travel path
Movable bridges can be used over waterways to allow for the passage of tall ships.
Movable bridges include, but are not limited to, bascule bridges, vertical lift bridges, and swing bridges.
designated parking space
parking space (3.3.8.3) for a designated purpose Note 1 to entry: Note 2 to entry:
The term "designated parking space" is often specialized to indicate the type of designation (e.g., "electric vehicle parking space").
Designated parking spaces include those that require permits (e.g., reserved for those with disabilities) as well as advisory notices that rely upon voluntary compliance (e.g., reserved for expectant mothers).
loading area
unloading area
area designated for vehicles (3.7.1.1) to load and/or unload goods
The area can include the vehicle waiting area and the goods waiting area.
parking space
location for storing a vehicle (3.7.1.1) Note 1 to entry: The vehicle can be a motor vehicle, cycle, or any other type of vehicle. Note 2 to entry: A parking space is usually designed for a single vehicle. Note 3 to entry: Parking spaces can be, but are not necessarily, denoted by painted or other road surface markings.
parking space for permit holders
designated parking space (3.3.8.3) that requires a special permit from an appropriate authority
The permit can be physically displayed or linked to a database, per authority policies.
pick-up/drop-off area
PUDO area
area intended to allow passengers to board and/or alight from vehicles (3.7.1.1)
kerbside passenger pick-up area at an airport arrivals zone
The area can include the vehicle waiting area and the pedestrian waiting area.
public transport vehicle stop
PTV stop
pick-up/drop-off area (3.3.8.5) area for public transport vehicles
The term "PTV stop" is often specialized to indicate the type of public transport vehicle (e.g., "bus stop", "tram stop").
road equipment
road furniture
component of transport infrastructure (3.3.7.2) along the roadway intended to contribute to the safety, operations, management, awareness, and comfort of movements of the road users (3.6.1.2)
sign, traffic signal, safety rail, gantry, bus stop structure, highway safety lighting
Road equipment can be next to, over, on and/or in the roadway.
ITS roadside equipment is a type of roadside equipment.
Road equipment is sometimes referred to as "roadside equipment".
traffic control device
road equipment (3.3.9.1) used to visually, audibly, or tangibly convey regulatory, advisory, or guidance information to road users (3.6.1.2)
location
The term "location" by itself is a broad term that can be used to reference spatial, computer memory, imaginary and other locations.
spatial location
ITS spatial location
location (3.4.1.1) within three-dimensional space
The "location" could be a point (consuming no space) or could consume space in one, two, or three dimensions. In any case, the location is identified within a larger space.
Within ITS, locations are typically locations on or near the surface of the earth.
point location
spatial location (3.4.1.2) with no length in any of the spatial dimensions
geographic point location
geolocation
well defined geographic place described by one coordinate tuple
The "geolocation" term is a short version of the term used within some ITS communities.
ISO 19145:2013, 4.1.11, modified - Note 1 to entry added.
linear location
ITS linear location
spatial location (3.4.1.2) that extends between two point locations (3.4.1.3) along a defined path
The path can exhibit 3-dimensional characteristics.
area location
ITS area location
spatial location (3.4.1.2) enclosed within a two-dimensional boundary or boundaries across a defined surface
The boundary can consist of a single curvilinear line (e.g. a circle) or multiple curvilinear lines (e.g. the boundaries of city limits) and can consist of multiple enclosed areas.
geographic feature
Geographic features can be defined for any geographic entity that can be defined with geospatial boundaries, such as landmarks, buildings, transport infrastructure (e.g., road, pathway, railway, bridge structures, intersections, traffic signal cabinet, traffic signal pole, waterway), jurisdictional areas (e.g., country, city), etc.
ISO 19101-1:2014, 4.1.11, "geographic" has been added to the term to clarify context; note 1 to entry has been replaced.
point destination
point location, which is the destination of a defined route or itinerary
area destination
area location, which is the destination of a defined route or itinerary
coordinate tuple
ordered list of numbers that jointly designate the position of a point
The number of values in a coordinate tuple is immutable.
This definition was derived by consolidating the definitions of "coordinate tuple", "coordinate", and "tuple" from ISO 19136:2020.
point coordinates
coordinate tuple defining the geodetic position of a single point location (3.4.1.3) using a known geodetic reference system
location referencing
ITS location referencing
process used to develop a spatial reference (3.4.2.2)
spatial reference
ITS spatial reference
location reference
description of a spatial location (3.4.1.2) in the real world according to a defined reference system
It is not necessary for the rules be formal coordinates but they could be descriptive.
The term "location reference" has been used within ITS, but the term "spatial reference" is preferred to better align with the activities of ISO/TC 211.
dynamic spatial reference
dynamic location reference
spatial reference (3.4.2.2) generated on-the-fly based on geographic properties in a digital map database
pre-coded spatial reference
pre-coded location reference
spatial reference (3.4.2.2) using a unique identifier that is agreed upon in both the sender and receiver system (3.1.2.1) to select a location (3.4.1.1) from a set of pre-coded locations
link location
pre-coded spatial reference (3.4.2.4) defined within the road network (3.3.5.2) database
geographic identifier
location code
spatial reference (3.4.2.2) in the form of a label or code that identifies a location (3.4.1.1)
"Spain" is an example of a label (country name); "SW1P 3AD" is an example of a code (postcode).
The term "location code" has been used previously in ISO/TC 204 documents, but "geographic identifier" is preferred to better align with the activities of ISO/TC 211.
ISO 19112:2019, 3.1.2, modified - Note 1 to entry and deprecated term added.
gazetteer
location table
register of spatial references (3.4.2.2) of one or more location (3.4.1.1) sub-types containing some information regarding position
The positional information need not be coordinates but could be descriptive.
ISO 19112:2019, 3.1.1, modified - "register of location instances..." changed to "register of spatial references..." in order to fit the relevant concept model.
network location
geographic descriptor
descriptor that identifies a geographic characteristic to help identify a specific location
infrastructure descriptor
descriptor that identifies infrastructure to help identify a specific location
campus
jurisdictional area (3.4.3.4) with a jurisdictional entity (3.4.3.6) who is the owner of the area but excluding transport facilities managed by the local government
A point of interest (e.g., airport, university, business park, industrial area, shopping centre) that manages its own transport infrastructure separately from that managed by the local government. In this case, the point of interest and its own transport system are a part of the campus.
A point of interest (e.g., airport, university, business park, industrial area, shopping centre) that includes transport infrastructure that is managed by the local government. In this case, the government-managed transport infrastructure is a governmental area while the campus is represented by the remainder of the area.
A campus can be privately or publicly owned.
governmental area
transport-related, jurisdictional area (3.4.3.4) whose only jurisdictional entities (3.4.3.6) are governmental entities
A subway station owned by a governmental entity is a governmental area.
The boundaries of a jurisdictional area can include or exclude geofenced areas to indicate which jurisdictional entities have authority over transport facilities (3.4.3) as needed.
ISO named area
area identified using ISO 3166-2 identifiers
Note 1 to entry: ISO 3166-2 includes codes for major subdivisions of countries and states.
jurisdiction
legal power to issue rules of behaviour for a defined area
jurisdictional area
territory for which a jurisdictional entity (3.4.3.6) has the power to define rules of behaviour
A jurisdictional area might include non-contiguous locations.
jurisdictional boundary
territorial limit associated with a jurisdictional area (3.4.3.5)
A geofence can be used to electronically represent a jurisdictional boundary.
jurisdictional entity
person (3.1.1.6) or organization who has jurisdiction (3.4.3.3)
In the case of a geopolitical jurisdiction, the jurisdictional entity is typically the recognized government for the territory; in the case of a campus, the jurisdictional entity is typically the landowner.
A jurisdictional entity assigns its authority to one or more rule-makers, which may be itself (e.g., the individual owner or a campus) or other divisions of the entity (e.g., police department, traffic department).
service
provision of one or more capabilities, functionalities or facilities to fulfil or enable the fulfilment of a user need (3.5.1.4)
service provider
entity (3.1.1.1) that delivers one or more services (3.5.1.1)
user
consumer
entity (3.1.1.1) for whom the system (3.1.2.1) of interest is designed
The term "consumer" can be used when fulfilling the need results in the consumption of a resource (3.1.6.2).
user need
need
desired results of a user (3.5.1.3) within a specified context of use
transport service
service (3.5.1.1) that transports one or more material entities (3.1.1.3) from one location (3.4.1.1) to another
The material entities transported can be people and/or goods.
transport provider
provider
entity (3.1.1.1) that delivers one or more transport services (3.5.2.1)
transport user
entity (3.1.1.1) that has a desire to transport a material entity (3.1.1.3)
transport user need
user need (3.5.1.4) to transport one or more material entities (3.1.1.3) to a different location (3.4.1.1)
ITS service
provision of functionality that fulfils one or more ITS user needs (3.5.3.4)
ITS service provider
entity (3.1.1.1) that delivers one or more ITS services (3.5.3.1)
Cooperative ITS (3.1.2.5) services often require multiple entities cooperatively working together to provide a unified service (3.5.1.1) where the individual entities are simultaneously ITS service providers and ITS users.
ITS user
entity (3.1.1.1) that uses information, communication, and transducer technologies to achieve benefits when using a surface transport system (3.1.2.3)
ITS user need
user need (3.5.1.4) for a surface transport system (3.1.2.3) benefit that can be met with the use of information, communication, and transducer technologies
Increasing safety, sustainability, efficiency and/or comfort.
ITS-SU service
provision of functionality to fulfil an ITS-SU user need (3.5.4.4)
An ITS-SU service refers to the services provided by realizations of ITS-S application processes while an ITS-S service refers to the communication services that these processes use to communicate to other nodes.
ITS-SU service provider
ITS-SU (3.2.7.4) that delivers one or more ITS-SU services (3.5.4.1)
ITS-SU user
entity (3.1.1.1) that has a need to perform processing within a bounded, secure, managed domain (3.2.7.1)
ITS-SU user need
user need (3.5.1.4) for processing within a bounded, secure, managed domain (3.2.7.1)
ITS-S service
communication functionality of an ITS station (3.2.7.3) that provides the capability to connect to other nodes
The definition of ITS-S service predates the adoption of the concept model used for the other service terms in this standard. It is an outlier in that it describes a portion of the functionality contained within the ITS station reference architecture (i.e., the communication functionality) rather than the end functionality of the conceptual ITS station.
mobility app
ITS-S application implementation (3.2.9.4) designed to assist an individual transport consumer in understanding transport-related information, making decisions, and/or acting upon decisions
B2C mobility sharing app
mobility app (3.5.13.1) that assists a transport user (3.5.2.3) in acquiring a transport service (3.5.2.1) from a specific business
navigation app
mobility app (3.5.13.1) that assists a transport user (3.5.2.3) to determine the best route to a destination
P2P mobility sharing app
mobility app (3.5.13.1) that assists a transport user (3.5.2.3) in acquiring transport service (3.5.2.1) from an individual that participates in the mobility app's network
ridesourcing app
P2P mobility sharing app (3.5.13.5) for acquiring a ridesourced service (3.5.11.5)
public transport app
mobility app (3.5.13.1) that assists a transport user (3.5.2.3) in using a public transport (3.5.6.1) system (3.1.2.1)
A public transport app can include features such as viewing maps, searching routes and schedules, real-time arrival information, ticketing, electronic boarding pass, etc.
real-time traveller information app
mobility app (3.5.13.1) that provides information about current travel conditions to a transport user (3.5.2.3)
taxi hailing app
mobility app (3.5.13.1) that assists a transport user (3.5.2.3) in electronically requesting a taxi
trip aggregator app
mobility app (3.5.13.1) that assists a transport user (3.5.2.3) in planning trips that may span multiple vehicle modes or transport providers (3.5.2.2)
The assistance can include reservations, ticketing and similar services (3.5.1.1).
public transport
public transport service
transport service (3.5.2.1) that is publicly accessible enabling the movement of one or more persons (3.1.1.6)
1 Bus, tram, cable car, metro, train and ferry are examples of public transport means for collective use.
2 Publicly-accessible shared cars, shared bikes and shared el-scooters are examples of public transport means for shared and individual use.
A public transport service can be scheduled or on-demand.
A public transport service is based on the use of publicly accessible transport means for collective, shared or individual use.
shared transport service
transport service (3.5.2.1) that relies upon the same resources (3.1.6.2) to fulfil the transport needs (3.5.2.4) of multiple unrelated transport users (3.5.2.3) and where the transport provider (3.5.2.2) has the primary responsibility for the operation of the transport mode
A shared transport service might not be dependent upon a vehicle and/or could be multi-modal. For example, a letter courier service could rely on walking and public transport (3.5.6.1).
Responsibilities of the transport service can be further delegated to others. For example, a courier service relying on public transport would delegate the operation of the transport mode to the public transport operator.
shared vehicle service
transport service (3.5.2.1) that sequentially (3.5.9.2) provides the same vehicles (3.7.1.1) to multiple unrelated transport users (3.5.2.3) and where the transport user has the primary responsibility for the operation of the vehicle
As there should only be one operator of a vehicle at any time, a shared vehicle service should use a sequential operational model.
This term can be specialized by replacing "vehicle" with any defined vehicle type (e.g. "automated vehicle sharing").
transport sharing
using a shared transport service (3.5.6.2)
vehicle sharing
using a shared vehicle service (3.5.6.3)
This term can be specialized by replacing "vehicle" with any defined vehicle type. However, in some cases the preferred form is to consolidate terms (e.g. "carsharing" rather than "passenger car sharing").
contractual model
shared mobility contract model
legal framework for the agreement between a service provider (3.5.1.2) and a user (3.5.1.3)
Contracts can be via a third party, implied or verbal, especially in the case of peer-to-peer (3.5.7.5).
corporate customer model
contractual model (3.5.7.1) where the user (3.5.1.3) is a commercial (3.5.8.2) entity (3.1.1.1)
1 A business purchasing monthly public transport (3.5.6.1) passes for its employees.
2 A commercial entity using a commercial courier service for package delivery.
private customer model
contractual model (3.5.7.1) where the user (3.5.1.3) is an individual
government customer model
contractual model (3.5.7.1) where the user (3.5.1.3) is a governmental entity (3.1.1.1)
A governmental entity using a commercial (3.5.8.2) courier service for package delivery.
peer-to-peer
<transport service> private customer model (3.5.7.3) where the service provider (3.5.1.2) is an individual
The customer and provider can connect and/or contract through a third-party service (3.5.1.1).
financial model
economic framework for the agreement between a service provider (3.5.1.2) and a user (3.5.1.3)
commercial
type of financial model (3.5.8.1) where services (3.5.1.1) are provided with a profit motive
public
type of financial model (3.5.8.1) where services (3.5.1.1) are provided by an administrative authority in an attempt to better serve societal interests
The transport service (3.5.2.1) is typically offered to the transport consumer for less than the full capital and operating cost of providing the service, but this is not a requirement.
Typically, the administrative authority is a local government agency; but it could be another administrative authority, such as the national government or a commercial (3.5.8.2) entity (3.1.1.1) managing transport needs (3.5.2.4) on their campus.
cooperative
type of financial model (3.5.8.1) where users (3.5.1.3) partner to defray the costs of services (3.5.1.1)
Cooperative models are exclusive commercial (3.5.8.2) and public (3.5.8.3) models.
mutual benefit
cooperative (3.5.8.4) financial model (3.5.8.1) where users (3.5.1.3) partner on a per-use basis
fractional ownership
<transport service> cooperative (3.5.8.4) financial model (3.5.8.1) where users (3.5.1.3) partner to support the purchase, maintenance and overhead costs associated with a service (3.5.1.1)
private
<transport service> financial model (3.5.8.1) where services (3.5.1.1) are provided to members of the owning organization without usage fees
membership-based
characteristic of a financial model (3.5.8.1) that requires users (3.5.1.3) to enter into an agreement prior to receiving services (3.5.1.1)
The agreement can be associated with fees.
The agreement can be minimal, such as collecting user information for business purposes.
The membership can be granted as a part of a broader agreement. For example, a university bus system (3.1.2.1) can restrict access to students and faculty.
open-access
characteristic of a financial model (3.5.8.1) that does not require membership within an organization to receive services (3.5.1.1)
This includes models where membership is optional and can provide extra benefits.
operational model
logistical framework for the agreement between a service provider (3.5.1.2) and a user (3.5.1.3)
The logistical framework can set restrictions on how a passenger (3.6.2.1) and/or good is received, transported and/or delivered.
sequential
operational model (3.5.9.1) where services (3.5.1.1) are provided to a single user (3.5.1.3) at any one time
A single transport consumer can request the transport of multiple passengers (3.6.2.1).
concurrent
operational model (3.5.9.1) where services (3.5.1.1) can be provided to multiple users (3.5.1.3) at any one time
fixed route
<transport service> concurrent (3.5.9.3) operation where transported items can only be received or delivered at stopping points contained in a pre-defined sequence
dynamic route
<transport service> concurrent (3.5.9.3) operation where transported items can only be received or delivered at stopping points within a pre-defined service (3.5.1.1) corridor
The service corridor is defined by the provider, who may impose further restrictions on where stops are allowed.
The service corridor often includes a communal point of interest (e.g. an airport, transit hub, etc.) as a fixed stopping point.
paired on-demand
<transport service> concurrent (3.5.9.3) operation where the transport provider (3.5.2.2) may choose to divert from its path to service a new request from another transport users (3.5.2.3) while servicing an earlier transport user
network model
infrastructure framework for the agreement between a service provider (3.5.1.2) and a user (3.5.1.3)
station-based roundtrip
<transport service> operational mode (3.5.9.1) where the transport service (3.5.2.1) is initiated and terminated at the same facility managed by the transport provider (3.5.2.2)
station-based one-way
<transport service> operational mode (3.5.9.1) where the transport service (3.5.2.1) is initiated and terminated at two different facilities managed by the transport provider (3.5.2.2)
free-floating
<transport service> network model (3.5.10.1) where the transport service (3.5.2.1) may be initiated and terminated at any location (3.4.1.1) meeting basic criteria
The basic criteria typically include geographic limits and requirements related to legal and safe locations.
shuttle service
shared transport service (3.5.6.2) that transports passengers (3.6.2.1) between two specified locations (3.4.1.1)
Each location can be defined as point, linear or area locations (3.4.1.6). However, the areas of the two locations should not overlap.
taxi service
commercial (3.5.8.2) shared transport service (3.5.6.2) that transports passengers (3.6.2.1) sequentially (3.5.9.2)
taxi-share service
commercial (3.5.8.2) shared transport service (3.5.6.2) that transports passengers (3.6.2.1) concurrently (3.5.9.3)
rideshare service
cooperative (3.5.8.4) shared transport service (3.5.6.2) that transports passengers (3.6.2.1) concurrently (3.5.9.3)
ridesourced service
commercial (3.5.8.2), peer-to-peer (3.5.7.5) shared transport service (3.5.6.2) that transports passengers (3.6.2.1)
ridesplit service
ridesourced service (3.5.11.5) that serves passengers (3.6.2.1) concurrently (3.5.9.3)
courier network service
commercial (3.5.8.2), peer-to-peer (3.5.7.5) shared transport service (3.5.6.2) that transports goods
The goods are typically small packages, letters, food, etc.
bikesharing service
bicycle sharing service
shared vehicle service (3.5.6.3) that shares bicycles
The term "bicycle sharing service" is admitted, but "bikesharing service" is preferred as it has fewer syllables.
carsharing service
passenger car sharing service
shared vehicle service (3.5.6.3) that shares passenger (3.6.2.1) cars
The term "passenger car sharing service" is admitted but has the same meaning.
traveller
person (3.1.1.6) who is headed to a destination
road user
mobile material entity (3.1.1.3) within the road reservation (3.3.1.2)
Pedestrians (3.6.1.4), road work personnel, vehicle occupants (3.6.2.2), occupied and unoccupied vehicles, horses, etc.
pedestrian
person (3.1.1.6) who is travelling on foot
vulnerable road user
road user (3.6.1.2) who is not protected by the body of a motor vehicle that meets local safety regulations
Pedestrian (3.6.1.4), cyclist, motorcyclist, road work personnel, horse, horseback rider, person with disabilities (e.g., wheelchair), etc.
protected road user
non-vulnerable road user
road user (3.6.1.2) who is protected by the body of a motor vehicle that meets local safety regulations
passenger
person (3.1.1.6) who has a reservation to travel or is travelling in a vehicle (3.7.1.1) except for any crew, staff or drivers (3.6.2.3)
vehicle occupant
person (3.1.1.6) in or on a vehicle (3.7.1.1)
A vehicle occupant in a stationary vehicle is not necessarily a traveller (3.6.1.1).
driver
person (3.1.1.6) that is currently responsible for the dynamic driving task (3.7.3.1) for the vehicle (3.7.1.1)
The driver is typically on-board the vehicle but could be remote from the vehicle or automated logic.
in-vehicle driver
conventional driver
driver (3.6.2.3) that performs the dynamic driving task (3.7.3.1) using the vehicle's (3.7.1.1) built-in input devices (3.7.1.5) to control the longitudinal and lateral movement of the vehicle
remote driver
driver (3.6.2.3) that performs the dynamic driving task (3.7.3.1) without using the vehicle's (3.7.1.1) built-in input devices (3.7.1.5) to control the longitudinal and lateral movement of the vehicle
A remote driver can use a variety of physical input devices, but none that are built into the vehicle.
vehicle
material entity (3.1.1.3) designed to transport people or physical goods by changing its physical position
motor
engine
material entity (3.1.1.3) that converts energy into mechanical motion
wheel
circular material entity (3.1.1.3) that rotates about an axle to facilitate movement of the vehicle (3.7.1.1)
vehicle input device
input device
material entity (3.1.1.3) that can affect the vehicle's (3.7.1.1) operation
steering wheel, lever, pedal, knob, button, touch screen
Input devices include those used to control the motion of the vehicle (e.g. a brake pedal), the state of vehicular equipment (e.g. headlight control), the configuration of the vehicle (e.g. temperature control), etc.
built-in vehicle input device
built-in input device
input device (3.7.1.4) designed to be physically connected (3.2.3.6) to a vehicle (3.7.1.1) and to remain connected even when the vehicle is not in use
Built-in input devices include devices that can be temporarily disconnected (3.7.4.3) for security reasons (e.g. some radios are equipped with detachable front panels).
Built-in input devices are typically considered to be a part of the vehicle.
Built-in input devices require a maintenance operation to connect or disconnect.
nomadic vehicle input device
nomadic input device
input device (3.7.1.4) that can be carried into, or in near proximity of, a vehicle (3.7.1.1) and connected (3.2.3.6) as desired
A smartphone connected to a vehicle (via USB or Bluetooth) to provide driver (3.6.2.3) navigation on the vehicle's large screen display
NDs are often more closely associated with a person (3.1.1.6) than they are with the vehicle.
Nomadic input devices do not require a maintenance operation to connect or disconnect.
remote vehicle input device
remote input device
input device (3.7.1.4) designed to be electronically connected (3.2.3.6) to a vehicle (3.7.1.1) even when the vehicle is not in close proximity
speed
rate of change of a material entity's (3.1.1.3) position with respect to a frame of reference
Speed is the scalar absolute value (magnitude) of velocity.
design speed
vehicle design speed
top speed
<vehicle> maximum speed (3.7.2.1) at which a vehicle (3.7.1.1) is intended to operate for a sustained period of time
The term "top speed" is defined in SAE J3194 in relation to powered micromobility vehicles and is considered to be semantically equivalent to design speed.
anonymized vehicle reference
reference for a vehicle derived from vehicle properties such as registration number but encoded so that it does not allow a human to identify the vehicle directly from the encoded value
vehicle equipment
type of equipment in use or on board the vehicle
vehicle fuel type
vehicle identifier
series of 17 characters that is based on either ISO 3779 or ISO 3780 and uniquely identifies the individual vehicle and is normally securely attached to the vehicle chassis
vehicle load type
vehicle registration plate identifier
numeric or alphanumeric identifier or code, displayed on a registration plate attached to the vehicle, and unique within the issuing authority's region therefore usable for official identification purposes
gross vehicle mass
gross vehicle weight
operating mass (weight) of the vehicle according to legislation and/or regulations for the applicable region Note 1 to entry: Gross vehicle mass is often used to designate weight limits (e.g., on bridges).
gross vehicle mass rating
gross vehicle weight rating
maximum operating mass (weight) of the vehicle, as determined by the vehicle manufacturer, at which the vehicle can be safely and reliably operated for its intended purpose
dynamic driving task
DDT
all real-time operational and tactical functions required to operate a vehicle (3.7.1.1) in on-road traffic
The DDT includes lateral vehicle motion control, longitudinal vehicle motion control, monitoring the driving environment (3.1.3.11), object and event response execution, manoeuvre planning and enhancing conspicuity.
The DDT excludes strategic functions such as trip scheduling and selection of destinations and waypoints.
operational design domain
ODD
set of operating conditions under which a given driving automation system (3.7.3.6) or feature thereof is specifically designed to function
1 ADS (3.7.3.10) feature designed to operate a vehicle (3.7.1.1) only on fully access-controlled freeways in low-speed traffic, under fair weather conditions and optimal road (3.3.5.1) maintenance conditions (e.g. good lane markings and not under construction).
2 ADS-dedicated vehicle designed to operate only within a geographically-defined area, and only during daylight at speeds not exceeding 25 mph.
The conditions can include environmental, geographical, time-of-day, and/or other restrictions.
The conditions can require the presence or absence of certain traffic or roadway (3.3.1.3) characteristics.
fallback
driving automation fallback
<driving automation> response by a person (3.1.1.6) to perform the DDT (3.7.3.1) or by an ADS (3.7.3.10) to achieve a minimal risk condition when the response is triggered upon violation of the defined operational design domain (3.7.3.2) constraints or in response to a DDT performance-relevant driving automation system (3.7.3.6) failure
This term includes the response of a person to perform the DDT in a manner to quickly achieve a minimal risk condition.
fallback-ready user
DDT fallback-ready user
<driving automation> person (3.1.1.6) who is able to operate the vehicle (3.7.1.1) if the Level 3 ADS (3.7.3.11) issues a request to intervene or if that person otherwise identifies a condition that requires intervention to perform the DDT (3.7.3.1)
DDT performance-relevant system failure
malfunction in a vehicle system (3.2.1.5) that prevents the driving automation system (3.7.3.6) from reliably performing its portion of the DDT (3.7.3.1) on a sustained basis
The malfunction can be internal to the driving automation system or part of another vehicle system.
driving automation system
hardware and software system (3.1.2.1) that is able to perform part or all of the DDT (3.7.3.1) on a sustained basis
In contrast to this generic term for any level 1-5 system, the specific term for a level 3-5 system is "Automated Driving System (ADS)." Given the similarity between the generic term, "driving automation system," and the level 3-5-specific term, "Automated Driving System," the latter term is intentionally capitalized when spelled out and reduced to its acronym, "ADS", as much as possible, while "driving automation system" should not be.
A driving automation system includes any system capable of level 1-5 driving automation.
Driving automation levels are defined in ISO/SAE 22736, which is also known as SAE J3016.
Driving automation levels include "level 1 driving automation" (3.7.3.8), "level 2 driving automation" (3.7.3.9), "level 3 ADS" (3.7.3.11), "level 4 ADS" (3.7.3.12) and "level 5 ADS" (3.7.3.13).
driver support system
driving automation system (3.7.3.6) that is only able to perform part of the DDT (3.7.3.1)
Driver support systems include level 1 (3.7.3.8) and level 2 driving automation (3.7.3.9).
level 1 driving automation
driver assistance
driver support system (3.7.3.7) that provides either sustained lateral or sustained longitudinal vehicle (3.7.1.1) motion control within a specific operational design domain (3.7.3.2) with the expectation that a conventional driver (3.6.2.4) completes the DDT (3.7.3.1)
Other driving automation levels include "level 2 driving automation" (3.7.3.9), "level 3 ADS" (3.7.3.11), "level 4 ADS" (3.7.3.12), and "level 5 ADS" (3.7.3.13).
level 2 driving automation
partial driving automation
driver support system (3.7.3.7) that provides sustained lateral and longitudinal vehicle (3.7.1.1) motion control within a specific operational design domain (3.7.3.2) with the expectation that a conventional driver (3.6.2.4) completes the object and event detection and response
Other driving automation levels include "level 1 driving automation" (3.7.3.8), "level 3 ADS" (3.7.3.11), "level 4 ADS" (3.7.3.12), and "level 5 ADS" (3.7.3.13).
ADS
Automated Driving System
driving automation system (3.7.3.6) that is able to perform the entire DDT (3.7.3.1) on a sustained basis
The abbreviated form ("ADS") is the most preferred form and the alternative form ("Automated Driving System") uses initial capitals to avoid confusion with the more general "driving automation system".
level 3 ADS
conditional driving automation
level 3 Automated Driving System
ADS (3.7.3.10) designed with the expectation that the fallback-ready user (3.7.3.4) is available to intervene
Level 3 ADSs are restricted to operating within a specific ODD (3.7.3.2).
Other driving automation levels include "level 1 driving automation" (3.7.3.8), "level 2 driving automation" (3.7.3.9), "level 4 ADS" (3.7.3.12), and "level 5 ADS" (3.7.3.13).
The user can intervene due to an ADS-issued request, a DDT (3.7.3.1) performance-relevant system failure, or other reasons.
level 4 ADS
high driving automation
level 4 Automated Driving System
ADS (3.7.3.10) that is capable of operating within a specific ODD (3.7.3.2) and providing its own fallback (3.7.3.3), without any expectation that a human driver (3.6.2.3) will respond to a request to intervene
Other driving automation levels include "level 1 driving automation" (3.7.3.8), "level 2 driving automation" (3.7.3.9), "level 3 ADS" (3.7.3.11), and "level 5 ADS" (3.7.3.13).
level 5 ADS
full driving automation
level 5 Automated Driving System
ADS (3.7.3.10) that is capable of unconditional (i.e. not ODD (3.7.3.2)-specific) operation and providing its own fallback (3.7.3.3), without any expectation that a human driver (3.6.2.3) will respond to a request to intervene
Other driving automation levels include "level 1 driving automation" (3.7.3.8), "level 2 driving automation" (3.7.3.9), "level 3 ADS" (3.7.3.11) and "level 4 ADS" (3.7.3.12).
conventional vehicle
automation-equipped conventional vehicle
<driving automation> vehicle (3.7.1.1) designed to be operated by a person (3.1.1.6) during part or all of every trip.
ADS-equipped vehicle
automated vehicle
autonomous vehicle
vehicle (3.7.1.1) integrated with an ADS (3.7.3.10)
The terms "automated vehicle" and "AV" are often used in a colloquial form. However, these terms can be used to mean either an "ADS-equipped vehicle" or a "vehicle with an engaged ADS". The term "ADS-equipped vehicle" is preferred since it is more precise and descriptive in its meaning.
The term "autonomous vehicle" is also often used in a colloquial form and is even less well defined. The term is particularly problematic because the word "autonomous" has been used for a long time in the robotics and artificial intelligence research communities to signify systems (3.1.2.1) that have the ability and authority to make decisions independently and self-sufficiently. Due to its imprecise and overly broad meaning, use of the term "autonomous vehicle" is discouraged.
This term can be, and when possible should be, refined by identifying the level of automation. For example, the terms "level 5 ADS-equipped vehicle" and "level 5 automated vehicle" should be interpreted as "ADS-equipped vehicle where the ADS is a level 5 ADS." (3.7.3.13).
This term only describes the capabilities of the vehicle, not its operational state. In other words, the term applies as long as the ADS is connected (3.2.3.6) to the vehicle, whether the DDT (3.7.3.1) is actively engaged or not.
dual-mode vehicle
driving automation dual-mode vehicle
<driving automation> ADS-equipped vehicle (3.7.3.15) designed for both driverless operation and operation by a conventional driver (3.6.2.4) for complete trips
ADS-dedicated vehicle
ADS-equipped vehicle (3.7.3.15) designed for only driverless operation for complete trips
off-grid
ITS off-grid
characteristic of a material entity (3.1.1.3) that is currently unable to send data to or receive data from connected (3.2.3.6) entities
unconnected
ITS unconnected
characteristic of a material entity (3.1.1.3) that is equipped with communications equipment that is not active or is otherwise unable to send data to or receive data from connected (3.2.3.6) entities
disconnected
ITS disconnected
characteristic of a material entity (3.1.1.3) that is or was equipped with communications equipment that is sufficiently physically disconnected such that the material entity is no longer able to send data to or receive data from connected (3.2.3.6) entities
The vehicle on-board equipment can still be present in the vehicle (3.7.1.1) and can even be partially connected, but not in any operational sense.
unequipped
ITS unequipped
characteristic of a material entity (3.1.1.3) that is not and has never been equipped with communications equipment for sending data to or receiving data from connected (3.2.3.6) entities
ultra-low-speed vehicle
pedestrian-speed vehicle
vehicle (3.7.1.1) with a design speed (3.7.2.2) that does not exceed ultra-low vehicle speeds (3.7.5.7)
The term "pedestrian speed vehicle" is allowed but the preferred term follows a logical progression of levels.
low-speed vehicle
cycle-speed vehicle
vehicle (3.7.1.1) with a design speed (3.7.2.2) in the range of low vehicle speeds (3.7.5.8)
The term "cycle-speed vehicle" is allowed but the preferred term follows a logical progression of levels.
moderately low-speed vehicle
vehicle (3.7.1.1) with a design speed (3.7.2.2) in the range of moderately-low vehicle speeds (3.7.5.9)
moderate-speed vehicle
vehicle (3.7.1.1) with a design speed (3.7.2.2) in the range of moderate vehicle speeds (3.7.5.10)
Typical side-by-side utility task vehicle (UTV).
moderately high-speed vehicle
vehicle (3.7.1.1) with a design speed (3.7.2.2) in the range of moderately-high vehicle speeds (3.7.5.11)
high-speed vehicle
vehicle (3.7.1.1) with a design speed (3.7.2.2) in the range of high vehicle speeds (3.7.5.12)
ultra-low vehicle speed
speed (3.7.2.1) of a vehicle (3.7.1.1) that does not greatly exceed typical pedestrian (3.6.1.4) speeds
SAE J3194 associates this with a top speed of less than 13 km/h.
Local regulations for the exact speed range vary.
low vehicle speed
speed (3.7.2.1) of a vehicle (3.7.1.1) that exceeds pedestrian (3.6.1.4) speeds and is more typical of pedal cycles
SAE J3194 associates this with a top speed in the range between 13 km/h and 32 km/h.
moderately-low vehicle speed
speed (3.7.2.1) of a vehicle (3.7.1.1) that exceeds speeds typical of pedal cycles but can be reached on performance pedal cycles in short bursts or by performance riders
SAE J3194 associates this with a top speed in the range of 32 km/h to 48 km/h.
moderate vehicle speed
speed (3.7.2.1) of a vehicle (3.7.1.1) that exceeds moderately-low vehicle speeds (3.7.5.9) but does not reach free-flow motorway speeds
A speed in the range of 48 km/h and 87 km/h.
moderately-high vehicle speed
speed (3.7.2.1) of a vehicle (3.7.1.1) that is typical of free-flow motorway speeds to twice that speed
A speed in the range of 87 km/h and 198 km/h.
high vehicle speed
speed (3.7.2.1) of a vehicle (3.7.1.1) that exceeds free flow motorway speeds by a factor of two or more
road vehicle
vehicle (3.7.1.1) meeting the requirements to operate within the driving space (3.3.1.4) of a road (3.3.5.1)
Unless indicated otherwise, the term typically refers to vehicles that are allowed to operate in the same driving spaces as motorized passenger (3.6.2.1) cars, according to the legal requirements of the local jurisdictional entity (3.1.1.1). However, the term can be contextualized for other environments (3.1.3.11). For example, a bicycle is a "road vehicle" when the "road" is a cycleway (3.3.3.2).
motorized vehicle
motor vehicle
motorized (3.7.6.2) road vehicle (3.7.6.1) allowed to operate in the same driving spaces (3.3.1.4) as motorized passenger (3.6.2.1) cars
non-road vehicle
vehicle (3.7.1.1) not meeting the legal requirements to be driven in traffic lanes (3.3.1.13) or cycle lanes (3.3.3.1) of a road network (3.3.5.2)
road cycle
vehicle (3.7.1.1) meeting the legal requirements to operate in cycle lanes (3.3.3.1) and cycleways (3.3.3.2)
In some countries, other special lanes (3.3.1.12) could also be open to road cycles, such as bus lanes.
non-road cycle
human-powered vehicle (3.7.1.1) not meeting the legal requirements to be driven in cycle lanes (3.3.3.1)
payment means
financial instrument accepted by the service provider, that gives the user the right to use provided services
token, stored electronic account, fleet card, bank account, credit card, contract
payment mode
payment method
timing and location of remuneration for services including whether the payment is required prior to, at the time of or post access to the service or commodity