ISO 15638-25:2024

International
Standard
ISO 15638-25
First edition
Intelligent transport systems —
2024-03
Framework for collaborative
telematics applications for
regulated commercial freight
vehicles (TARV) —
Part 25:
Overhead clearance monitoring
Systèmes de transport intelligents — Cadre pour applications
télématiques coopératives pour véhicules réglementés (TARV) —
Partie 25: Contrôle du dégagement aérien
Reference number
© ISO 2024
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Published in Switzerland
ii
Contents Page
Foreword .v
Introduction .vi
1 Scope . 1
2 Normative references . 1
3 Terms and definitions . 1
4 Symbols and abbreviated terms. 2
5 Conformance . 2
6 General overview and framework . 2
7 Basic conceptual operational requirements . 5
7.1 General .5
7.2 Basic requirement .6
8 Requirements for services using generic vehicle data . 6
8.1 General .6
8.1.1 Introduction .6
8.1.2 Unregulated application services using only generic basic vehicle data .7
8.1.3 Unregulated application services using both generic vehicle data and additional
application-specific data .7
8.2 Conveyance identifiers .7
9 Concept of operations for unregulated application services with additional data
requirements including roadside sensors . 7
9.1 General .7
9.2 Strategies, tactics, policies and constraints affecting the system .7
9.3 Organizations, activities, and interactions among participants and stakeholders .8
9.4 Operational roles and processes for the system .8
9.4.1 Common role of the prime service provider .8
9.4.2 Common role of the application service provider . .9
9.4.3 Role of the application service .9
9.4.4 Service requirements definition .9
9.4.5 Common role of user .9
9.4.6 Role of driver .10
9.4.7 Role of operator .10
9.4.8 Framework for operation .10
9.4.9 ROAM "app" library and data pantry .11
10 Sequence of operations for identified unregulated application services with additional
data requirements .11
10.1 Overview .11
10.1.1 General .11
10.1.2 Commands . 12
10.2 Quality of service requirements . 15
10.3 Test requirements. 15
10.4 Marking, labelling and packaging.16
11 Common features of unregulated TARV application services .16
11.1 Generic operational processes for the system .16
11.2 Common characteristics for instantiations of unregulated application services .17
11.3 Common sequence of operations for unregulated application services .18
11.4 Quality of service . .19
11.5 Information security .19
11.6 Software engineering quality systems .19
11.7 Quality monitoring station .19
11.8 Audits .19

iii
11.9 Data access control policy .19
11.10 Approval of roadside sensors .19
Annex A (informative) Application examples .20
Bibliography .23

iv
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out through
ISO technical committees. Each member body interested in a subject for which a technical committee
has been established has the right to be represented on that committee. International organizations,
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with the International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are described
in the ISO/IEC Directives, Part 1. In particular, the different approval criteria needed for the different types
of ISO document should be noted. This document was drafted in accordance with the editorial rules of the
ISO/IEC Directives, Part 2 (see www.iso.org/directives).
ISO draws attention to the possibility that the implementation of this document may involve the use of (a)
patent(s). ISO takes no position concerning the evidence, validity or applicability of any claimed patent
rights in respect thereof. As of the date of publication of this document, ISO had not received notice of (a)
patent(s) which may be required to implement this document. However, implementers are cautioned that
this may not represent the latest information, which may be obtained from the patent database available at
www.iso.org/patents. ISO shall not be held responsible for identifying any or all such patent rights.
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation of the voluntary nature of standards, the meaning of ISO specific terms and expressions
related to conformity assessment, as well as information about ISO's adherence to the World Trade
Organization (WTO) principles in the Technical Barriers to Trade (TBT), see www.iso.org/iso/foreword.html.
This document was prepared by Technical Committee ISO/TC 204, Intelligent transport systems.
A list of all parts in the ISO 15638 series can be found on the ISO website.
Any feedback or questions on this document should be directed to the user’s national standards body. A
complete listing of these bodies can be found at www.iso.org/members.html.

v
Introduction
Regions around the world share a common global target of achieving a safe and sustainable society. However,
the number of bridge strike incidents caused by freight vehicles is increasing worldwide. Within this
context, monitoring information provisioning to vehicles carrying freights which are higher than a bridge
girder bottom is recommended. This can be made possible by building on the framework of ISO 15638-21
(TARV; telematics applications for regulated vehicles). This document defines an unregulated TARV service
application framework for overhead clearance monitoring information provisioning.
The principle of overhead clearance monitoring information provisioning is that the service provider
provides advance vehicle height clearance information when it is anticipated that clearance between an
oncoming bridge girder bottom height and the vehicle's highest point is insufficient. Jurisdictions or road
operators can also monitor vehicle height through roadside sensors mounted on the bridge girder low point,
and can provide infrastructure information to:
— service providers (provided as in-advance road facility information);
— users (real-time basis through variable message sign; for vehicles with non-on-board units);
— roadside units (for vehicles with on-board units).
When the user provides vehicle height data to a service provider in advance, they receive better information
from that service provider.
This document standardizes the conceptual operational framework of safety information provision
provided by service providers. The ISO 15638 series is based on a group of vehicle operators with in-vehicle
systems, on-board application service providers and jurisdictions. ISO 15638-1 focuses on the transactions
between these parties via ITS-stations and roadside sensors. Using this system architecture, additional
safety information provision services to freight vehicles can be realized. A new means of safe road transport
management and enforcement can be enabled by using this document where a jurisdiction requires such
regulated monitoring.
This document is intended to be used for unregulated services, but it can also be used for the deployment of
regulated services, if necessary.
This document is intended for public road transport, but it can also be applied to private roads/property, if
necessary.
[11]
NOTE This document is consistent with the provisions of EC regulation 165/2014.

vi
International Standard ISO 15638-25:2024(en)
Intelligent transport systems — Framework for collaborative
telematics applications for regulated commercial freight
vehicles (TARV) —
Part 25:
Overhead clearance monitoring
1 Scope
This document specifies a freight vehicle safety information provisioning service application or function.
It is intended for use within non-enforcement applications and potentially for regulated application
services (RAS), for the road transport safety management purposes of regulated commercial freight vehicle
movements.
This document reinforces vehicle safety for non-enforcement purposes and other purposes by providing
safety advisory information concerning overhead clearance provisions to freight vehicle drivers or operators
transporting heavy goods on freight vehicles.
This document specifies the framework for remote vehicle safety information provision for non-enforcement
and for the conceptual operation of other management purpose applications.
This document is intended to be beneficial to entities whose purpose is vehicle safety management. It
provides additional use cases for TARV (telematics applications for regulated vehicles) service applications.
2 Normative references
The following documents are referred to in the text in such a way that some or all of their content constitutes
requirements of this document. For dated references, only the edition cited applies. For undated references,
the latest edition of the referenced document (including any amendments) applies.
ISO/TS 15638-4, Intelligent transport systems — Framework for cooperative telematics applications for
regulated commercial freight vehicles (TARV) — Part 4: System security requirements
ISO 15638-5, Intelligent transport systems — Framework for collaborative Telematics Applications for
Regulated commercial freight Vehicles (TARV) — Part 5: Generic vehicle information
ISO 15638-7:2013, Intelligent transport systems — Framework for collaborative Telematics Applications for
Regulated commercial freight Vehicles (TARV) — Part 7: Other applications
ISO/TS 14812, Intelligent transport systems — Vocabulary
3 Terms and definitions
For the purposes of this document, the terms and definitions given in ISO/TS 14812 apply.
ISO and IEC maintain terminological databases for use in standardization at the following addresses:
— ISO Online browsing platform: available at https:// www .iso .org/ obp
— IEC Electropedia: available at https:// www .electropedia .org/

4 Symbols and abbreviated terms
ASD application service data
ASP application service provider
CALM communications access for land mobiles
C-ITS cooperative intelligent transport system
CONOPS concept of operations
GNSS global navigation satellite system
HMC host management centre
ID identity
ITS-S ITS station
IVS in-vehicle system
LDM local dynamic map
LDT local data tree
QoS quality of service
RAS regulated application service
ROAM regime for open application management
TARV telematics applications for regulated vehicles
VIN vehicle identification number
5 Conformance
Requirements necessary for demonstrating conformance to any of the general provisions or specific
application services described in this document shall be defined by the service provider.
6 General overview and framework
This document utilizes the framework and architecture for freight vehicle stability monitoring defined in
ISO 15638-21. The general conceptual operation description of the roles of the actors in "extended" TARV
architecture is defined in ISO 15638-21.
Figure 1 provides a summary of the "extended" role model conceptual architecture, showing the key actors
and their relationships as defined in ISO 15638-21.

Figure 1 — Extended role model conceptual architecture
The ISO 15638 series addresses and defines the framework for a range of cooperative telematics applications
for regulated vehicles (such as electronic tachograph monitoring, driver work records, emergency
messaging/eCall, mass monitoring, "mass" information for jurisdictional control and enforcement, speed
monitoring, access control, access methods, location monitoring, weigh in motion, freight vehicle stability
monitoring, tyre monitoring, overhead clearance, etc.). The overall scope includes the concept of operation,
legal and regulatory issues, and the generic cooperative ITS service platform. The framework is based on
a (multiple) service provider-oriented approach, including provisions for the certification and auditing of
service providers.
This document is intended for an unregulated service provision application for safe road transport by
freight vehicles, achieved through the safety information provision of overhead clearance to the vehicle,
such as safe driving information provision (including information such as insufficient overhead clearance
and recommended detour advice information). Figure 2 shows the architecture from the viewpoint of the
provision of an unregulated (commercial) application service, using the common "extended" TARV platform
defined in ISO 15638-21.
Figure 2 — Role model conceptual architecture — unregulated service provisioning
Freight vehicles are tall and therefore require earlier overhead clearance monitoring than smaller vehicles.
In some private vehicle use cases, vehicle height clearance monitoring is also important. To achieve safer
freight road transport of freight vehicles, an information provision service providing overhead clearance
status well ahead of the freight vehicle is indispensable. The purpose of this document is to realize safe
freight vehicle road transport, in particular, increasing vehicle safety by monitoring the overhead clearance
to the vehicle transporting freight and container. The proper recommended manoeuvring and detour
information given to the vehicle driver or operator is generated at the service provider. The service provider
monitors vehicle height and gives safety advisory messages to the driver when necessary. This document
enables safe freight vehicle road transport stability realization and efficient freight fleet transport operation
of the user vehicles by avoiding accidents or serious incidents on the roadways.
Freight vehicle information can be obtained from various sources, such as roadside embedded sensors and
freight vehicle on-board equipped height sensors. The sensor information is sent to the service provider
to realize real-time remote monitoring of freight vehicle height. By providing the freight vehicle location
(GNSS) data to the service provider, the service provider is able to provide safety driving advice for a specific
part of the road, for a specific vehicle.
The service provider provides this application service to or for a user who is an individual or a party that
enrols in and operates within an unregulated application service or commercial application service to meet
specific aspects of the requirements of a service provider for the operation of the regulated vehicle.

Examples of users are transport operators, drivers, freight owners, etc. Most commonly, the user is a
transport operator.
For basic TARV information, see ISO 15638-1.
This document defines the basic conceptual operational requirements for the freight vehicle overhead
clearance safety information provision application service.
Where a commercial (unregulated) service can be instantiated using only the generic vehicle data specified
in ISO 15638-5, no further standardization is necessary. Where a TARV commercial application is simply
instantiated as a commercial application conforming to the requirements of this document, no further
standardization is necessary, provided that conformance to the requirements of this document can be
demonstrated. Service offerings may vary from service provider to service provider.
7 Basic conceptual operational requirements
7.1 General
The basic conceptual framework is described as shown in Figure 3.
The telematic application generates adequate overhead clearance information to avoid a bridge strike
accident. This safety information depends on the road facility characteristic and the vehicle height, including
freight.
Figure 3 — Basic conceptual framework for vehicle safety information provisioning service

7.2 Basic requirement
The basic requirements are as follows.
a) The vehicle shall be equipped with vehicle height monitoring sensors and such data shall be sent to the
service provider through on-board unit ITS communication media connected with the service provider.
If the vehicle does not have such sensors, only roadside sensor data are used, and continuous data
acquisition is not possible.
NOTE It is necessary for on-board vehicle sensors to be installed in such a way that the laser sensor or LiDAR
sensor is mounted on highest point of whole vehicle.
b) The on-board height sensor shall monitor the vehicle height point continuously and shall detect height
dynamic status. A roadside sensor shall detect similar status when a freight vehicle passes through
roadside sensors.
c) Vehicle location data shall be sent to the service provider so that the service provider is able to track
and trace the vehicle on the local dynamic map (LDM). The vehicle location can be utilized to provide
adequate overhead clearance advice for that vehicle.
d) The service provider shall obtain LDM data from the map data service provider when such data are
required for location-dependant service provision.
e) The service provider shall perform data fusion processes for vehicle overhead clearance monitoring
by combining sensor data, location data and LDM data, and road facility (bridges and tunnels) data as
necessary.
f) The service provider will provide safety information to the vehicle operator when necessary, for
example:
— insufficient overhead clearance alert as on-coming bridge/tunnel is low;
— detour recommendation alert as insufficient overhead clearance of on-coming bridge/tunnel;
— immediate vehicle stop alert as insufficient overhead clearance of on-coming bridge/tunnel;
— vehicle height exceeds safety overhead clearance alert for on-coming bridge/tunnel;
— work zone alert in on-coming bridge/tunnel;
— other safety alert/supports.
NOTE This document defines framework only, and does not define safety message details. Such details are
defined by other standards and can take into consideration regional regulations applicable to the freight
vehicles.
8 Requirements for services using generic vehicle data
8.1 General
8.1.1 Introduction
The means by which the access commands for generic vehicle information specified in ISO 15638-7 can be
used to provide all or part of the data required to support a regulated application service shall be as defined
in ISO 15638-7.
This clause provides the means by which the access commands for generic vehicle information as specified
in ISO 15638-5 can be used to provide all or part of the data required to support an unregulated application
service. It also defines general requirements to ensure data interoperability.

8.1.2 Unregulated application services using only generic basic vehicle data
Where all the required data can be obtained via the access commands for generic essential vehicle
information as specified in ISO 15638-5, the access methods defined in ISO 15638-5 shall be used
consistently to obtain the values for the TARV LDT and C-ITS LDT data concepts. No further international
standardization is required, and jurisdictions, subject to the privacy regulations pertaining within the
jurisdiction, can develop, operate and update their services according to local design with international
interoperability being maintained through the provisions of ISO 15638-5. Vehicles that are equipped to
support the ISO 15638 series are generally able to support such service provision. ISO 15638-5:2013,
Clause 7 defines the following relevant commands:
a) GET TARV LDT (local data tree) data;
b) GET C-ITS (co-operative intelligent transport systems) LDT data.
See ISO 15638-5 for details of these commands.
8.1.3 Unregulated application services using both generic vehicle data and additional application-
specific data
See ISO 15638-7:2013, 7.1.2 for the generic sequence of operations for unregulated application services using
both generic vehicle data and additional application-specific data.
8.2 Conveyance identifiers
The regulated vehicle conveyance type can be identified in accordance with ISO 26683-2, ISO 14816
ISO 17262, and ISO 24534-3.
9 Concept of operations for unregulated application services with additional data
requirements including roadside sensors
9.1 General
This clause:
— describes the characteristics of a proposed system from the viewpoint of a user who intends to employ
that system, with the objective of communicating the quantitative and qualitative system characteristics
to all stakeholders;
— defines the general concept of operations (CONOPS) for commercial/civic provision using the TARV
platform, and an application service provider for TARV commercial/civics that require data in addition
to that available from the basic vehicle data;
— provides the generic process for the provision of commercial/civic (unregulated) application services
defined in the subsequent clauses of this document relating to provisions for unregulated application
services.
A ‘concept of operations’ (CONOPS) generally evolves from a concept and is a description of how a set of
capabilities can be employed to achieve desired objectives.
This document enables data from roadside sensors to supplement data collected from within the vehicle.
9.2 Strategies, tactics, policies and constraints affecting the system
The services that are regulated as mandatory or optionally supported can vary from jurisdiction to
jurisdiction. It is therefore possible for a service to be mandatory in one jurisdiction, but not required by
another jurisdiction, and instead offered as a commercial/civic service within that domain. Provided the
requirements are met within the service definition in ISO 15638-6, or require only basic vehicle data, no
further standardization is required.

Modern trends in computing have moved away from the insular, standalone solution where the demands for
the provision of the service are entirely met by local capability, and instead towards a "cloud" computing
conceptual architecture, where the bulk of the data processing and service provision is provided elsewhere
within or behind the "cloud", where it can be performed more efficiently and economically, thereby enabling
simplification of the terminal equipment. It is a feature of TARV that the actual service provision takes place
at and within the systems of the application service provider. The on-board equipment therefore largely
serves only to collect and provide data to enable that service provision, and in some cases, to receive a result.
This fundamentally simplifies the capabilities required by the TARV on-board platform: it enables practical
instantiation of a similar service using different wireless media, and it enables early implementation and
deployment of such systems.
Furthermore, it means that for the commercial/civic application services that are supported by this
document, the only points requiring standardization are:
— the data to be collected;
— the organization of these data within the on-board memory to meet the requirements of ISO 15638-1;
— the means and frequency of data collation; and
— (potentially) the download back to the vehicle of the result of the service provision.
A service that requires complex on-board processing, or intensive bidirectional communication, is outside
the scope of TARV, although it may use TARV to forward its data to its service provider or receive data from
its service provider.
A core strategy of this document is to ensure that an "app" is only loaded legitimately, and that this prior
loaded "app" contains the destination address for the core application data. Instigating a "GET TARV LDT"
or "GET CoreData" command only results in that data being sent to the previously determined destination
address, and not to a spoof enquirer. While this has the advantage of security, and economy of use, it makes
TARV a potentially inappropriate means for highly interactive, "online" services (e.g. collision avoidance).
However, as TARV uses CALM communications platforms, the same on-board equipment can also be used
to support other "cooperative vehicle systems" (C-ITS). See ISO 15638-1, ISO 15638-2, ISO 15638-3 and
ISO 15638-5, for example.
9.3 Organizations, activities, and interactions among participants and stakeholders
The classes, attributes and key relationships are described in ISO 15638-1 and ISO 15638-7, with the addition
of the ability to collect data from roadside sensors.
9.4 Operational roles and processes for the system
9.4.1 Common role of the prime service provider
To facilitate the correct installation and monitoring of TARV IVS, a prime service provider is contracted by
the user (see ISO 15638-1). The prime service provider is the technical expert of their system and shall be
responsible for its installation, maintenance and (as necessary) upgrade. However, unless also appointed as
an application service provider for a particular service, the prime service provider is not responsible for the
operation of application service software.
The prime service provider shall be responsible for ensuring that the multiple applications operate properly,
and do not adversely impact each other.
The IVS operating systems can require periodic updating to improve functionality, fix software "bugs", or
update the protection from electronic threats such as software viruses. It shall be the responsibility of the
prime service provider to undertake such tasks, possibly in collaboration with application service providers.
The role of the prime service provider shall be to ensure that the IVS performs during day-to-day operation
in the same manner as it did when it was approved. The prime service provider shall put in place a regime
to the satisfaction of the approval authority which shall periodically monitor the IVS via several means

including receiving test data files generated by the on-board ‘app’ for that application service. The prime
service provider shall be responsible for determining the IVS operational state, performing any necessary
enhancements, and efficiently dealing with malfunctions when they occur.
The prime service provider shall report any malfunctions to the driver and application service provider as
appropriate, and as technically possible (for example it can be impossible, during a working session, to advise
the driver if the IVS has failed entirely, and such advice would have to be by post-event, "offline" means).
The prime service provider shall work closely with the application service provider and vehicle operator to
permit and enable the prompt repair and rectification of any malfunction with a TARV IVS.
9.4.2 Common role of the application service provider
The application service provider is the actor who is responsible for providing and operating the application
service system.
The application service provider shall offer to provide to users the specific application service defined
in the specification for that application service. This document specifies the format for key provisions of
application service provision but does not define any specific application service.
The application service provider is normally envisaged to be a commercial entity, but they can also be a road
users association or department of the jurisdiction providing a civic service to road users.
The application service provider shall be responsible for ensuring that the application service system is
correctly installed and performs during day-to-day operation in the same manner as it did when it was
approved. The application service provider shall monitor the operation of the application service system
and shall report malfunctions to the driver, the prime service provider, and if required, to the jurisdiction.
The application service provider shall maintain operational knowledge of the system to determine its
operational state, perform any necessary enhancements and deal efficiently with malfunctions if they occur.
Where physical maintenance of the IVS is necessary, the application service provider shall notify the
prime service provider and the two actors shall jointly rectify the problem according to their defined
responsibilities.
The regulated application service systems can require periodic updating to improve functionality, update
maps, fix software "bugs", or update the protection from electronic threats such as software viruses. It shall
be the responsibility of the application service provider to undertake such tasks, potentially in collaboration
with the prime service provider.
9.4.3 Role of the application service
This is the service defined and offered by an application service provider for an unregulated application
service. This is usually expected to be a commercial/civic provision, but it may be provided by or on behalf
of the jurisdiction, a not-for-profit body, or road users association providing a civic service to road users. The
important characteristic that separates these application services from those defined in ISO 15638-6 is that
the service provision has nothing to do with the requirements of a regulation.
9.4.4 Service requirements definition
Definition of service requirements varies from service to service, and in many cases from one application
service provider instantiation to another. The application service specification, or a standards deliverable
specifying an interoperable service definition, can provide specification according to the provisions of this
document. This document provides generic requirements, not application-specific requirements.
9.4.5 Common role of user
In the case of the most unregulated application services, the user may be the driver, or the vehicle operator,
or potentially, the vehicle owner, or a combination of all three. Within this document, "operator", "driver"
and "owner" are considered as sub-classes of the class "user".

The "user" is usually the operator of the regulated commercial freight, but in some cases, it can be a driver
or an owner. The driver enrols to have the service provided automatically by wireless communications. The
driver appoints an approved service provider to provide the application service.
The user is responsible for paying any fees for the provision of the service agreed with the service provider
to the service provider. The means by which this is achieved is a subject for the commercial marketplace and
is outside the scope of this document.
9.4.6 Role of driver
Where required by the system, the driver shall be responsible for using the identification and authentication
method supplied by the prime service provider/application service provider.
The driver shall be responsible for reporting any system malfunction alerts, or apparent system failures to
the operator or application service provider or both, in accordance with the instructions provided to them
at the commencement of their contract. The driver is not responsible for IVS or other equipment malfunction
or rectification processes beyond these actions.
The driver shall be responsible for any equipment (such as a DRD, smart card, RFID device, barcode)
provided to the driver to identify themselves to the IVS when in control of the vehicle. If the driver loses any
such device, they shall be responsible for immediately advising the vehicle operator and application service
provider.
9.4.7 Role of operator
The operator of the vehicle shall be responsible for advising and requesting action from the application
service provider if the driver advises the operator of a potential or actual system malfunction. The operator
of the vehicle shall make the vehicle reasonably accessible to the application service provider in order for
them to rectify the problem.
9.4.8 Framework for operation
The security requirements are such that a common and secure provision for security needs to be provided
on all cooperative ITS systems to maintain security and offer interoperability, common use, and reuse of
data. These aspects are dealt with in ISO/TS 15638-4 and all instantiations claiming conformance with this
document shall also conform to ISO/TS 15638-4.
ISO 15638-5 provides the specifications for generic basic vehicle data that all TARV IVSs are required to
support and make available to application service providers via a wireless communications link supported
by the IVS, to support the provision of regulated and commercial/civic application services.
The combination of basic vehicle data and those additional data concepts required within a particular
jurisdiction (or class of TARVs) is known as "core application data (CoreData)" for an application service
within a particular jurisdiction. "Basic vehicle data" is therefore found in all equipped TARVs, while "core
application data (CoreData)" is required in all equipped TARVs (or class of TARVs) within a particular
jurisdiction.
The ROAM (regime for open application management) architecture defined in ISO 15638-1 provides the
framework and operational environment for developing and deploying platforms for TARV applications
within a general framework of cooperative vehicle telematics systems. It is designed not only to support TARV
application systems, but also general cooperative vehicle systems for all classes of vehicles. It is therefore
designed to be compatible and interoperable with other cooperative vehicle standards and has used the
successful results of research programmes and applications in these areas as its source of inspiration.
ROAM provides an open execution environment in which TARV applications can be developed, delivered,
implemented and maintained during the life cycle of both service applications and equipment. Drivers and
vehicle operators are intended to be able to rely on their integrated in-vehicle system to allow TARVs to
operate within the requirements of jurisdictions within which they drive their vehicles and gain advantages
from direct cooperative management of transport safety and efficiency wherever they drive.

Within the TARV environment, regulated applications are developed by jurisdictions and deployed by
application service providers to "host management centres" (HMCs). The HMC provides a service gateway
that supervises the secure provision of software and services to TARVs. The HMC manages the provisioning
of applications to any authorized and subscribed user via its client system. After it is properly provisioned
and installed on the client system, it can enact the application. See ISO 15638-1:2012, 6.1.3.
9.4.9 RO
...