ISO 17687:2007
(Main)Transport Information and Control Systems (TICS) — General fleet management and commercial freight operations — Data dictionary and message sets for electronic identification and monitoring of hazardous materials/dangerous goods transportation
Transport Information and Control Systems (TICS) — General fleet management and commercial freight operations — Data dictionary and message sets for electronic identification and monitoring of hazardous materials/dangerous goods transportation
ISO 17687:2007 supports the application of automated identification, monitoring and exchange of emergency response information regarding dangerous goods carried on board road transport vehicles. Such information may include the identification, quantity and current condition (such as pressure and temperature) of such goods, as well as any relevant emergency response information. When equipped with appropriate electronics and communications capabilities, vehicles carrying dangerous goods may respond to queries regarding their status or self-initiate a message. The information defined here, electronically carried on-board the road transport vehicle, may be transferred to interested roadside systems by whatever communications means are appropriate to that roadside system. The primary intent of ISO 17687:2007 is not trade, economic, or commercial, but to help save lives by facilitating emergency response. ISO 17687:2007 supports local on-site needs in the same manner as conventional visual placards do but with an optional, complementary, enhanced and more versatile electronic version.
Systèmes de commande et d'information des transports (TICS) — Gestion générale de la flotte et opérations commerciales de fret — Dictionnaire de données et jeux de messages pour l'identification électronique et la surveillance du transport des marchandises à risque/matières dangereuses
General Information
Standards Content (Sample)
INTERNATIONAL ISO
STANDARD 17687
First edition
2007-02-15
Transport Information and Control
Systems (TICS) — General fleet
management and commercial freight
operations — Data dictionary and
message sets for electronic identification
and monitoring of hazardous
materials/dangerous goods
transportation
Systèmes de commande et d'information des transports (TICS) —
Gestion générale de la flotte et opérations commerciales de fret —
Dictionnaire de données et jeux de messages pour l'identification
électronique et la surveillance du transport des marchandises à
risque/matières dangereuses
Reference number
©
ISO 2007
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ii © ISO 2007 – All rights reserved
Contents Page
Foreword. iv
Introduction . v
1 Scope. 1
2 Normative references. 1
3 Terms and definitions. 2
4 Symbols and abbreviated terms . 6
5 Context. 7
5.1 General context. 7
5.2 On-board systems. 9
5.3 Roadside recipient to emergency control centres . 11
5.4 Emergency control centres to emergency control centres. 11
5.5 Important implementation recommendation . 11
6 Requirements. 11
6.1 Standard messages. 11
6.2 Data frames. 16
6.3 Data elements. 24
Annex A (informative) Use of messages. 36
Annex B (informative) Typical system architecture. 49
Bibliography . 50
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards bodies
(ISO member bodies). The work of preparing International Standards is normally carried out through ISO
technical committees. Each member body interested in a subject for which a technical committee has been
established has the right to be represented on that committee. International organizations, governmental and
non-governmental, in liaison with ISO, also take part in the work. ISO collaborates closely with the
International Electrotechnical Commission (IEC) on all matters of electrotechnical standardization.
International Standards are drafted in accordance with the rules given in the ISO/IEC Directives, Part 2.
The main task of technical committees is to prepare International Standards. Draft International Standards
adopted by the technical committees are circulated to the member bodies for voting. Publication as an
International Standard requires approval by at least 75 % of the member bodies casting a vote.
Attention is drawn to the possibility that some of the elements of this document may be the subject of patent
rights. ISO shall not be held responsible for identifying any or all such patent rights.
ISO 17687 was prepared by Technical Committee ISO/TC 204, Intelligent transport systems.
iv © ISO 2007 – All rights reserved
Introduction
This International Standard supports the automated identification, monitoring and exchange of emergency
response information regarding dangerous goods carried on board road transport vehicles. Such information
may include the identification, quantity and current condition (such as pressure and temperature) of such
goods, as well as any relevant emergency response information. Reporting this information may occur prior to
or during transportation of the goods in a manner that allows all interested parties to access and interpret the
information correctly. When equipped with appropriate electronics and communications capabilities, vehicles
carrying dangerous goods may respond to queries regarding their status or self-initiate a message.
This International Standard does not specify nor even imply that any particular on-board or off-board systems
should be capable of performing such monitoring, data retention or communications. However, where such
capability does exist, then this International Standard does apply. This International Standard does not intend
to affect any country’s laws and regulations regarding dangerous goods transportation, but offers means to
electronically support emergency response practices by providing a standard for electronic identification and
monitoring messages.
The provisions of this International Standard cover four contextual situations:
a) general requirements;
b) on-board systems;
c) roadside recipient to emergency control centres;
d) emergency control centres to emergency control centres.
It is intended that the information defined here be carried on board the transport vehicle and may then be
transferred to interested roadside systems by whatever communications means are appropriate to that
roadside system.
INTERNATIONAL STANDARD ISO 17687:2007(E)
Transport Information and Control Systems (TICS) — General
fleet management and commercial freight operations — Data
dictionary and message sets for electronic identification and
monitoring of hazardous materials/dangerous goods
transportation
1 Scope
This International Standard supports the application of automated identification, monitoring and exchange of
emergency response information regarding dangerous goods carried on board road transport vehicles. Such
information may include the identification, quantity and current condition (such as pressure and temperature)
of such goods, as well as any relevant emergency response information. When equipped with appropriate
electronics and communications capabilities, vehicles carrying dangerous goods may respond to queries
regarding their status or self-initiate a message.
The information defined here, electronically carried on board the road transport vehicle, may be transferred to
interested roadside systems by whatever communications means are appropriate to that roadside system.
The primary intent of this International Standard is not trade, economic or commercial, but to help save lives
by facilitating emergency response. This International Standard supports local on-site needs in the same
manner as conventional visual placards do, but with an optional, complementary, enhanced and more
versatile electronic version.
2 Normative references
The following referenced documents are indispensable for the application 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.
The reader is advised to pay careful attention to 5.5, “Important implementation recommendation”.
ISO/IEC 8824 (all parts), Information technology — Abstract Syntax Notation One (ASN.1)
ISO/IEC 8825 (all parts), Information technology — ASN.1 encoding rules
ISO 14817, Transport information and control systems — Requirements for an ITS/TICS central Data Registry
and ITS/TICS Data Dictionaries
IEEE 1512.3, IEEE Standard for free hazardous material incident management message sets for use by
emergency management centers
NFPA 704, Identification of the Free Hazards of Materials for Emergency Response
SAE J2313, On-board land vehicle mayday reporting interface
SAE 2540.ITIS, ITIS phrases list
3 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
3.1
address
data element designating the originating source or destination of data being transmitted
3.2
automatic equipment identification
AEI
process of identifying equipment or entities that uses the surface transportation infrastructures by means of
on-board equipments (OBEs) combined with the unambiguous data structure defined in this International
Standard
NOTE Within this series of standards, “equipment” indicates large equipment that is carried in, or forms an integral
part of, a trailer or trailer mounted unit.
3.3
air interface
conductor-free medium between an OBE and the reader/interrogator through which the linking of the OBE to
the reader/interrogator is achieved by means of electro-magnetic signals
3.4
ASN.1
abstract syntax notation (number) one, as defined in ISO 8824 and ISO 8825
3.5
automatic vehicle identification
AVI
process of identifying vehicles using OBE, a subset of AEI
3.6
compatibility
ability of two or more items or components of equipment or material to exist and/or function in the same
system or environment without modification, adaptation or mutual interference
3.7
container
receptacle for the transport of goods, especially one readily transferable from one form of transport to another
3.8
consignee
receiver
party to which goods are consigned
3.9
consignment
separately identifiable amount of goods items available to be transported from one consignor to one
consignee via one or more modes of transport and specified in one single transport document
3.10
dedicated short-range communication
means of effecting local (short-range) transactions between fixed equipment and OBE(s) using an “air
interface” comprising inductive or propagated signals between the fixed equipment and OBE(s)
3.11
diamond ratings
(slang, see NFPA 704)
2 © ISO 2007 – All rights reserved
3.12
goods provider
party that provides the goods for transport
NOTE Transportation documents carry more precise terms such as consignor, shipper and sender, which are defined
as, “party which, by contract with a carrier, consigns or sends goods with the carrier or has them conveyed by him”.
3.13
hazardous materials identification system
HMIS
North American product labelling system developed by the national paint and coatings association (NPCA)
and similar in many respects to the NFPA 704 system
NOTE HMIS labels always appear as a rectangle-shaped block of four colour bars with a blue “health” bar on top, a
red “flammability” bar below that, followed by a yellow “reactivity” bar and a white “PPE” bar. At times there may be
additional space on the label for other information, including product name, supplemental warnings, manufacturer
information or additional information. HMIS is touted by its owner as “designed to aid employers and their employees in
day-to-day compliance with OSHA’s hazard communication standard.” The rating criteria used for categories of
flammability and reactivity is identical to that used by NFPA 704. The ratings in the health category differ as HMIS is also
concerned with chronic as well as acute health hazards. The presence of an asterisk indicates a chronic health hazard.
Recently, the label was redesigned to give the asterisk a box of its own on the label. In older labels (which are expected to
be prevalent for many years), the mark is combined with the numerical rating value.
3.14
item
item of goods to be moved
NOTE An item may be a single unit, such as a letter, a bundle or box of units or other units that will be bundled into a
receptacle which will be carried in equipment (such as an ISO intermodal container) as a subcomponent of an AEI item.
Items are not defined in this family of standards and are defined by the standards of ISO/IEC Subcommittee SC 31,
Automatic identification and data capture techniques.
3.15
international traveller information systems
ITIS
term commonly associated with the standard for incident phrases developed by the SAE ITIS committee in
conjunction with ITE TMDD and other standards
NOTE This work contains a wide variety of standard phrases to describe incidents and is expected to be used
throughout the ITS industry. The codes found there can be used for sorting and classifying types of incident events, as
well as creating uniform human-readable phrases. In the capacity of classifying incident types, ITIS phrases are
recommended for use in many areas. ITIS phrases can also be freely mixed with text and used to describe many incidents.
3.16
journey
physical movement of goods from the goods provider to the receiver
3.17
load
that which is to be transported from the goods provider to the receiver
NOTE A load comprises the dangerous goods, packages, pallets and/or containers.
3.18
load unit
package
container
cargo transportation unit which may be loaded on a transport means
3.19
manifest
document/message specifying the contents of particular freight containers or other transport units, prepared
by the party responsible for their loading into the container or unit
3.20
NFPA 704
as used in this International Standard, referring to the four-diamond legend found on buildings and objects,
which reflects the hazard degree of the contents.
NOTE Properly called NFPA (National Fire Protection Association) diamonds and based on the 704 standard
developed by the NFPA, these symbols are used to provide a gross indication of flammability, instability and other data.
They are similar in intent to the class-divisions numbering found on dangerous goods placards and labels. The four
sections contain ratings (ranging from one to four with four as the most severe) as follows:
⎯ The upper triangle (red) is the fire hazard and flash point rating.
⎯ The left triangle (blue) is the health hazard rating.
⎯ The right triangle (yellow) is the reactivity rating.
⎯ The lower triangle (white) is used to reflect any specific hazard indication.
3.21
NFPA diamond
see NFPA 704
3.22
on-board equipment
OBE
device on board or attached to the vehicle/equipment to perform the functionality of AVI/AEI
3.23
package
load unit
container
discrete individual containers which may be accumulated in a larger package
3.24
packed encoding rules
PER
standardized determination of data encoding to conform to the requirements of ISO 8824 ASN.1 data notation.
NOTE 1 The packed encoding rules are given in ISO 8825.
NOTE 2 There are alternate forms of encoding, such as basic encoding rules (BER). Within ITS standards, reference
to ASN.1 also implies the use of packed encoding rules as specified in ISO 8825.
3.25
pallet
wooden, plastic or metal platform that enables a bundle of goods to be moved around by a fork-lift truck or
similar platform-moving device that will be carried in equipment (such as an ISO intermodal container) as a
subcomponent of an AEI item
NOTE Pallets may be referred to but are not defined in this family of standards; they are defined by the standards of
ISO/IEC Subcommittee SC 31, Automatic identification and data capture techniques.
4 © ISO 2007 – All rights reserved
3.26
placards
graphic warning devices designed to give the hazard class or division of the dangerous goods carried in a
vehicle or railroad car
NOTE There are different placards for each class or division. Placards are colour coded and are at least 10,8 in
(273 mm) on a side and must be displayed on all four sides of the vehicle. Placards display the hazard class number in the
bottom corner. Some vehicles are required to display more than one placard; some will display three or more.
3.27
reader
device that communicates with the OBE to read or write the information defined in this International Standard
NOTE The reader may then add time and location or other data and transfer the data to an application manager,
which may reside at another location, such as an emergency control centre.
3.28
receptacle
single unit, or a carrier of items and of smaller packets and items
NOTE A receptacle will normally take the form of a bag, box or roller cage that will be carried in equipment (such as
an ISO intermodal container) as a subcomponent of an AEI item. Packets are not defined in this family of standards and
are defined by the standards of ISO/IEC Subcommittee SC 31, Automatic identification and data capture techniques.
3.29
transport
within the context of AVI and DG, the vehicles used to move a consignment from the goods provider to the
receiver or returnables back through the system
3.30
transport documentation
shipping papers
shipping documents
legal and commercial documents that accompany the transport means during a journey
3.31
transport means
vehicle used for the transport of goods, e.g. a vessel, train, aeroplane or road vehicle
NOTE These include vehicles, trailers, vessels, aircraft, or combination thereof, to perform the journey to deliver the
consignment to the receiver or return returnables, together with the driver/pilot/crew physically conducting the journey.
3.32
transport unit
combination of the load, transport means and transport documentation
NOTE This includes the modes of transport as well as the containment or storage systems used for the dangerous
goods. A transport unit is an item that is separately identified. A transport unit may include or contain other transport units,
examples being a road vehicle as a transport unit and multiple pallets loaded onto the road vehicle, each pallet being its
own transport unit.
3.33
user
vehicle/equipment or person carrying the OBE through the point of identification with the objective of
unambiguous identification of the OBE being carried
3.34
workplace hazardous materials information system
WHMIS
Canadian government regulation equivalent to the OSHA standard hazard communication standard (HCS) in
the United States
NOTE In many ways, the WHMIS system of labelling is similar to the HMIS system and may be found as a set of
labels and markings on goods being transported. Neither WHMIS nor HMIS is a substitute for proper shipping placards,
labels and markings. Thanks to international harmonization, WHMIS is expected to be implemented worldwide by 2008.
4 Symbols and abbreviated terms
AEI automatic equipment identification
AVI automated vehicle identification
ASN.1 abstract syntax notation one
ATIS advanced traveller information systems
BS base standard
CAD computer-aided dispatcher
CFR code of federal regulations
COFC container on flat car
DE data element
DF data frame
DG dangerous goods
DOT department of transportation
DSRC dedicated short-range communication
ERG emergency response guidebook
HMIS hazardous materials identification system
ID identification
IEC International Electrotechnical Commission
IDX incident description
IEEE Institute of Electrical and Electronics Engineers
ITE Institute of Transportation Engineers
ITS Intelligent Transportation Systems
NA North America
NFPA National Fire Protection Association (US)
NPCA National Paint and Coating Association (US)
OBE on-board equipment
OSHA Occupational Safety and Health Administration (USA)
PPE personal protective equipment
PSN proper shipping name
RTTT road transport telematics and telecommunications
RDS radio data system
SAE Society of Automotive Engineers
TICS transport information and control systems
TMDD transportation management data dictionary
TOFC trailer on flat car
UN United Nations
WHMIS workplace hazardous materials information system (Canadian term)
XML eXtensible markup language
6 © ISO 2007 – All rights reserved
5 Context
5.1 General context
This International Standard does not support any international freight trade documentation but does support
emergency response information to be sent from a road transport vehicle to the roadside or to a centre. The
original source of freight information, whether electronic or paper based, is referred to as manifest in this
document. Depending on availability and origin, this might be a production plant document, a shipping
manifest, a container manifest, a cargo manifest, a bill of lading, etc. These terms are used synonymously in
this International Standard.
The definitions used in this International Standard are those commonly used in emergency response
documentation in road transport at the time of writing this International Standard. The freight trade has since
developed some more detailed, precise and multimodal definitions to be used in electronic trade
documentation, namely the ISO 7372 published by CEFACT/United Nations. These directories define data
elements and messages related to freight transportation, including dangerous goods, which are finding their
way into commercial freight operations for most modes of transport. Other efforts include the so-called Core
Component Technical Specifications (CCTS 2.01) being developed within the ebXML framework by
CEFACT/United Nations.
When this International Standard is due for review in three to five years, serious efforts will be undertaken to
update and harmonize the definitions with those that will have become of common use in the road mode. The
primary intent of this International Standard is not economic or commercial, but to help save lives by
facilitating emergency response. This International Standard supports local on-site needs in the same manner
as conventional visual placards but with an optional, complementary, enhanced and more versatile electronic
version.
The information contained in an electronic identification and monitoring system and the use of this information
includes that provided by the traditional “Dangerous Goods” (DG) visual placards, but can be expanded to
include additional information and thus also to expand the uses of this information over time. Implementation
of this International Standard does not replace or eliminate the existing placards, nor does it replace any
existing standard. The following levels of identification and monitoring systems are possible:
1) direct supplement to existing product identification placards (which are visually oriented, non-
electronic);
2) added data beyond that contained in existing placards;
3) interface with on-board systems;
4) intelligence to react to product or goods conditions.
With a suitable communications interface, it is possible to transmit the information to and between remote
sites such as emergency service systems and centres. This information transfer may occur during normal
operations or in emergency modes of operation.
This International Standard deals with the on-board information, not the media used for transmitting the
information. However, every mobile communication requires system-dependent variables, such as a time
stamp and a location stamp. Successive communications help determine additional information, such as
vehicle/cargo direction, speed, etc. Location parameters are functions of the location technology used.
Whether it is a reference to the fixed roadside equipment location, GPS or other, this International Standard
does not define either the location technology to use or its parameters. The time stamp is automatically
generated by the operating system and is normally captured as part of any communication. Therefore, neither
variable is otherwise addressed in this International Standard. Time related to information, such as cargo data
entry, is usually in generalized time. Sensor data as in-time stamp of when this data was last updated is an
ASN.1 data type standard and is generally an optional entry in this International Standard.
Using this information, the classes of services in Table 1 may be provided in either normal or emergency
modes of operation to control dangerous goods.
Table 1 — Classes of services
Services Remarks
1. Gathering information on vehicle Monitoring or tracking the dangerous
conditions when carrying dangerous goods. goods in normal operations. Multiple
Such information may be obtained from on- tracking levels may be used.
board sensors.
2. Gathering information on dangerous During an emergency, the
goods load status in real time under information must be obtainable
emergency conditions. automatically or on request during
the event. In non-emergency
situations, such capability is optional.
3. Contact emergency response authorities. In case of emergency, appropriate
authorities would be contacted
automatically.
The overall concept is shown in Figure 1. This International Standard applies to the elements identified as
“Data Dictionary and Message Sets”, which exist within the communications links between the various
sources and users of the dangerous goods information. This illustration is not restrictive in any way; it is
intended to reflect the potential uses for the information that will be available.
In order to facilitate the deployment of on-board compatible equipment (usually installed by the goods carrier)
using this International Standard, it is important to maintain compatibility with emergency response application
standards (usually deployed by the authorities) linking road sites and centres as well as the centres
themselves. Often, the regulators or the emergency responders will not invest in purchasing additional
software or hardware to service a small portion of the constituency (always the case when new equipment is
deployed), but if existing software can receive the information anyway, the results are a smooth introduction
and transition. Such strategy has been successful in easing the introduction of equipment linking public and
private parties before.
There is at least one other standard (IEEE 1512.3) that defines the data dictionary and message sets to be
used between emergency control centres and between these centres and on-site emergency personnel. The
scopes of this International Standard, and the IEEE standard are related but sufficiently different as not to be
redundant with each other. Table 2 summarizes the critical differences between these two standards. Since
the primary difference derives from who is communicating and the sources of the data, the majority of the data
itself should be based on either common or compatible definitions.
Table 2 — Differences between ISO 17687 and IEEE 1512.3
ISO 17687 IEEE 1512.3
Communicants Within vehicle (between on-board systems) Centre to centre
On-board to off-board Centre to/from on-site personnel
Method of obtaining vehicle Automatic, either pre-entered or Previously entered
and load information dynamically obtained sensor values
Observation and manual entry by
emergency personnel at site
While maintaining compatibility with other standards, such as IEEE 1512.3, there are occasional data
elements within some of the messages that are included but not used. In each case, these data elements are
identified as being “OPTIONAL”. When ASN.1 encoding rules are followed, this results in a bit being used (a
flag is automatically inserted) to indicate the presence or absence of this data element within the message. By
maintaining these unused data elements within the message, this bit is retained in the final encoded message.
This will allow such messages to be directly transferred to a roadside system following these other standards.
Then the system used by the emergency response personnel may provide such additional data to the
message prior to forwarding it to control centres. If these fields were eliminated, it would necessitate re-coding
the message prior to being forwarded to control centres.
8 © ISO 2007 – All rights reserved
This International Standard serves an international purpose, but can easily be adapted for internal use to meet
local laws, regulations and deployed systems. Equipment used exclusively locally can have a local-only mode
while equipment used both locally and crossing borders would have an international mode and a local mode.
However, the local reading software should be able to also read the international mode adhering to this
International Standard.
Figure 1 — Electronic identification and monitoring concept
5.2 On-board systems
In this context, the term “transport unit” refers to the transport vehicle as well as the containment or storage
systems for the dangerous goods. The modes of transport include straight-trucks/lorries and road combination
vehicles. Combination vehicles may have individual monitoring and/or reporting systems for the power unit
(tractor) itself and for each trailer and/or container. Containment and storage systems can include containers
as well as pallets, and even individual packages.
Figure 2 illustrates the range of potential transport units. As shown, they fall into two major classes, the loads
or goods to be transported and the transport means themselves. Goods may be packaged in any of a variety
of means, and each type of packaging may be contained in higher level packages to make up the complete
load to be transported. The load is then transported by one or more transport means, such as trucks or trains.
Key
a
Any of these loads or transport means may be identified or monitored as a separate entity.
Figure 2 — Representative types of transport units
There are multiple options for the on-board transport unit systems and capabilities. Vehicles may be equipped
with any of a variety of trip recorders, navigation systems and electronic tachographs that can be used to
record and report vehicle location and the occurrence of an accident, including accident severity. No
assumptions are made regarding which of these may or may not exist. A basic on-board system might consist
solely of data memory containing information entered when the cargo was loaded. More complex systems
might include active cargo monitoring systems such as temperature, pressure, volume or weight sensors,
depending upon the cargo involved. This International Standard does not specify nor require such systems,
but their use in conjunction with the basic electronic DG data is anticipated for the future. This International
Standard applies only to the transfer of such information to or from the transport unit and not to the manner in
which the information is generated, stored or used on the transport unit. The specifications provided herein
are intended to support such future systems when they do come into use.
The transport unit may have multiple options for communicating with the roadside systems. In some cases,
the local roadside system may be a person standing beside or in close proximity to the transport unit. For
access by emergency service personnel at an incident scene, a direct-wired connection with on-board data
networks or devices may be used to obtain the information. With the ability to transmit the information over
wireless RF devices, there is an expanding range of options available. If the radio frequency (RF) device is
“Dedicated Short-Range Communications” (DSRC), the local system is truly local, being either a hand-held
reader or a reader mounted nearby. It is also possible to use RF transmissions over long-range
communication devices such as cell phones or satellite systems, sending the data to a facility very far away.
In such a case, the local roadside system may be a trucking fleet dispatcher or a remote emergency control
centre. Even though the primary intent of this International Standard is to support local on-site needs in the
same manner as conventional visual placards do, the long-range reporting is also supported.
10 © ISO 2007 – All rights reserved
This International Standard does not require nor support any specific operational scenario, though the
following are examples of what may exist:
⎯ periodic reporting;
⎯ request by dispatcher;
⎯ one event, either a dangerous goods situation (e.g. exceeding temperature or pressure threshold) or a
transport unit situation (accident);
⎯ on-site information gathering by emergency services personnel; and
⎯ deviation from route, different route, loss of contact, theft.
5.3 Roadside recipient to emergency control centres
Once the message has been received by a roadside system, it may be transferred to any/all other appropriate
monitoring or response centres. In non-emergency situations, this may be from a trucking fleet dispatcher to
the local police or fire department, or to any other control centre that has been identified as responsible for the
immediate situation.
Such communications are beyond the scope of this International Standard, but the data dictionary/message
sets defined in it are intended to be compatible with known standards that would apply (one example being
IEEE 1512.3). If no such standards exist or apply to the situation, then the data dictionary/message sets
defined herein should be used.
5.4 Emergency control centres to emergency control centres
There will be a need to send data between centres. In addition to incident-related data, this may also include
pre-shipment data. An example of such communications is when a trucking company needs to obtain permits
and pay fees to a government organization in advance of the trip itself. After an incident has occurred, there
will be the need to transfer pertinent data to the appropriate investigative agency.
Such communications are beyond the scope of this International Standard but there are other standards that
may apply. Every attempt has been made to ensure that the definitions and message sets defined herein are
fully compatible with those defined in the complementary standard IEEE 1512.3.
5.5 Important implementation recommendation
For those who intend to implement this International Standard’s optional codes that refer to IEEE 1512.3, it is
recommended to pay particular attention to the latest IEEE version. Compatibility was done with a “snapshot”
of IEEE 1512.3/D11 (issued 01-12-21). No effort was made to keep up with the IEEE standard under revision.
Although it is not believed that the IEEE revisions affect the core implementation of this International Standard,
it is the intention of the working group to coordinate this International Standard with the latest stable IEEE
version at the normal revision time of this International Standard.
6 Requirements
6.1 Standard messages
6.1.1 Messages introduction
Messages are defined for multiple levels of identification and monitoring implementation:
1) direct supplement to existing product identification placards (which are visually oriented, non-
electronic);
2) added data beyond that contained in existing placards;
3) interface with on-board systems;
4) intelligence to react to product or goods conditions.
There will be many situations in which it is desirable to transmit information regarding the vehicle’s/transport
unit’s location. Such messages are defined in other standards and are not included here. The appropriate
applicable standard should be used for location messages.
The following messages are intentionally neutral with respect to the communications technology to be used
and the nature of the source and destination systems. The message set definitions are created to allow
common data and message definitions to be used for each of these multiple purposes and multiple
communications media. As such, instead of having a single message, multiple messages are defined, while
only the applicable ones need to be used.
Messages, data frames and data elements in this International Standard are defined in accordance with
ASN.1 (ISO 8824). Data concept attributes for these data messages, data frames and data elements are
defined in accordance with ISO 14817.
When ASN.1 encoding rules are applied, the ASN.1 PER octet-aligned encoding rules shall be used.
The following are messages to help with the implementation of this International Standard :
⎯ CargoDocs;
⎯ CargoUnits;
⎯ CommercialVehicle;
⎯ PlacardsAndLabels.
6.1.2 Message: MSG_CargoDocs
Use: A summary of cargo shipping papers and container manifest data. Commercial carriers (and some
others) are required to carry paperwork describing the nature of the load and highlighting dangerous goods.
This message allows a one-to-one capture of that information. A header section allows capture of key data
about the shipment, while a shipping entry section allows a line-by-line capture of the shipped contents. As
with the other messages, the use of arbitrary ID fields allows the CAD to connect relationships between
various cargoes, vehicles and data obtained from differing sources.
NOTE While this DF is called “Cargo”, it can be used equally well in situations not involving a commercial carrier
where cargo must still be described.
Format:
CargoDocs ::= SEQUENCE {
uniqueConsignmentReference UniqueConsignmentReference OPTIONAL,
-- link to various detail pertaining to the shipment
packageUnitID PackageUnitID OPTIONAL,
-- link to which package unit this information refers
-- to this is WITHIN the cargo unit below
cargoUnitID CargoUnitID OPTIONAL,
-- link to which cargo unit this information refers
-- to, this is required on events involving trains
-- or other multi-cargo carriers
12 © ISO 2007 – All rights reserved
powerUnitID PowerUnitID OPTIONAL,
-- refers to which power unit, used only when there
-- is not separate cargo unit, such as the case of a
-- passenger vehicle or a small truck. In this case
-- there would be no cargoUnitID
cargoCondition UnitCondition OPTIONAL,
-- condition of cargo or power unit in general
shippingHeader ShippingHeader,
-- general information, emergency response number
shippingEntry SEQUENCE OF ShippingEntry OPTIONAL
-- sets of entries about the cargo containing data
-- as required by CFR 49/172.202 for shipments
source FoundOn OPTIONAL,
-- what was the source of the above information
other UTF8Strings(SIZE(0.65000)) OPTIONAL,
-- free text information
...
-- observe that it is the cargo or vehicle unit ID that
-- provides the key to connect cargo information to a specific
-- vehicle, trailer, container, etc. and any information on
-- placards and vehicle or container condition
}
cargoDocs IDX-PART-MESSAGE ::= {
&name "descriptions of cargo condition and shipping papers",
&id 1000,
&Type CargoDocs
…
}
NOTE Contents and markings as per codes with various contact numbers.
6.1.3 Message: MSG_CargoUnits
Use: Data about the type of cargo units carried and their condition. Note that the “contains” structure allows
for a complex description of the contents. This structure is used in the IDX message of the BS as a new type
of sub-message.
Format:
CargoUnits ::= SEQUENCE {
id CargoUnitID,
-- the reference number for this unit / object(typically assigned
-- by the CAD)
condition SEQUENCE OF UnitCondition,
-- the overall condition of this cargo unit
conditionText UTF8Strings(SIZE(0.255)) OPTIONAL,
-- any free text condition of this cargo unit
axleCount AxleCount OPTIONAL,
CargoTypes SEQUENCE OF CargoPackageType OPTIONAL,
-- a list of common cargo types, includes one indicating free text in an associated
-- field
-- which follows below (e.g. Trailer, MC307, Hopper-Car, etc.)
-- observe that a single cargo unit may have more than one
-- type associated with it
cargoUnitText UTF8Strings(SIZE(0.30)) OPTIONAL,
-- text describing the type of cargo unit when the above
-- types do not fit
contains SEQUENCE OF Contents OPTIONAL,
-- information on any specific packages and cargo found
-- here includes proper shipping name,
-- dangerous goods labels, and location within
towingIssues UTF8Strings(SIZE(0.255)) OPTIONAL,
-- any special issues with recovery or towing to be aware of
-- would be placed here
-- see the CommercialVehicle submessage (which this structure is used in) for
-- information about commercial registration values, see the Cargo submessage
-- for information about contents
…
}
cargoUnits IDX-PART-MESSAGE ::= {
&name "descriptions of cargo and contents itself",
&id 1000,
&Type CargoUnits
…
}
NOTE There is also another message dealing with the contents and shipping papers.
6.1.4 Message: MSG_CommercialVehicle
Use: Descriptions of a vehicle and/or cargo container used for commercial purposes. The header section
allows an overall characterization of the vehicle. The registration area allows the capture of many commercial
registration data elements. The
...
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