ISO 18495-1:2016
(Main)Intelligent transport systems — Commercial freight — Automotive visibility in the distribution supply chain — Part 1: Architecture and data definitions
Intelligent transport systems — Commercial freight — Automotive visibility in the distribution supply chain — Part 1: Architecture and data definitions
ISO 18495-1:2016 establishes a framework and architecture for data collection and to provide data definitions for visibility of vehicles, self-propelled construction machinery and agricultural equipment (hereinafter referred to as "automotives" or "automobiles") in the distribution supply chain between a point of origin (start of logistics movement) and an intended destination. This architecture is designed to cover any undocumented movements at any location. The scope of this part of ISO 18495 is to a) enable dynamic location within a storage area/compound, b) provide consistent use of the ISO 3779/ ISO 3780 VIN (where available) as the prime identifier, and c) where a VIN is not available, provide consistent and standardized identification throughout the distribution chain movement.
Systèmes intelligents de transport — Fret commercial — Visibilité automobile dans la chaîne d'approvisionnement de la distribution — Partie 1: Architecture et définitions des données
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INTERNATIONAL ISO
STANDARD 18495-1
First edition
2016-09-01
Intelligent transport systems —
Commercial freight — Automotive
visibility in the distribution supply
chain —
Part 1:
Architecture and data definitions
Systèmes intelligents de transport — Fret commercial — Visibilité
automobile dans la chaîne d’approvisionnement de la distribution —
Partie 1: Architecture et définitions des données
Reference number
ISO 18495-1:2016(E)
©
ISO 2016
---------------------- Page: 1 ----------------------
ISO 18495-1:2016(E)
COPYRIGHT PROTECTED DOCUMENT
© ISO 2016, Published in Switzerland
All rights reserved. Unless otherwise specified, no part of this publication may be reproduced or utilized otherwise in any form
or by any means, electronic or mechanical, including photocopying, or posting on the internet or an intranet, without prior
written permission. Permission can be requested from either ISO at the address below or ISO’s member body in the country of
the requester.
ISO copyright office
Ch. de Blandonnet 8 • CP 401
CH-1214 Vernier, Geneva, Switzerland
Tel. +41 22 749 01 11
Fax +41 22 749 09 47
copyright@iso.org
www.iso.org
ii © ISO 2016 – All rights reserved
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ISO 18495-1:2016(E)
Contents Page
Foreword .iv
Introduction .v
1 Scope . 1
2 Conformance . 1
3 Normative references . 1
4 Terms and definitions . 2
5 Symbols and abbreviated terms . 3
6 General requirement. 4
6.1 Business modelling and core use cases . 4
6.2 Business process overview. 4
6.2.1 Distribution supply chains liable to “informal” movements of automotives . 4
6.2.2 Business process for automotives in the distribution supply chain . 6
6.3 High level system data architecture . 8
6.4 Data architecture . 9
6.4.1 Concept . 9
6.5 Data concept definitions .10
6.5.1 Automotive Identifier .10
6.5.2 Automotive event .11
Annex A (informative) ASN.1 modules for the data concepts defined in this part of ISO 18945 .13
Annex B (informative) Interpreting a VIN number .15
Annex C (informative) Example business processes and work flows .17
Annex D (informative) Sector descriptive information.20
Bibliography .25
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ISO 18495-1:2016(E)
Foreword
ISO (the International Organization for Standardization) is a worldwide federation of national standards
bodies (ISO member bodies). The work of preparing International Standards is normally carried out
through ISO technical committees. Each member body interested in a subject for which a technical
committee has been established has the right to be represented on that committee. International
organizations, governmental and non-governmental, in liaison with ISO, also take part in the work.
ISO collaborates closely with the International Electrotechnical Commission (IEC) on all matters of
electrotechnical standardization.
The procedures used to develop this document and those intended for its further maintenance are
described in the ISO/IEC Directives, Part 1. In particular the different approval criteria needed for the
different types of ISO documents 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).
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. Details of
any patent rights identified during the development of the document will be in the Introduction and/or
on the ISO list of patent declarations received (see www.iso.org/patents).
Any trade name used in this document is information given for the convenience of users and does not
constitute an endorsement.
For an explanation on 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 the following URL: www.iso.org/iso/foreword.html
The committee responsible for this document is ISO/TC 204, Intelligent transport systems.
ISO 18495-1 is the first of potentially several parts of this family of International Standards deliverables
relating to automotive visibility in the distribution supply chain. Subsequent parts will provide
specifications for particular aspects within this architecture.
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ISO 18495-1:2016(E)
Introduction
The automotive distribution supply chain, which includes newly manufactured vehicles, second hand
vehicles, industrial machines, construction machines and agricultural equipment (but, particularly,
that for the supply of newly manufactured vehicles and machines), can be defined as a logistics chain
from point of origin to an intended destination. The related parties are many, consisting of automotive
manufactures, dealers, truckers, terminal operators, shipping lines, tally body, customs authorities,
automotive dealers and other logistic related companies such as labelling, forwarding, stevedoring
among others and this complexity makes the distribution chain difficult to control and financially
inefficient. Most of the logistics process occurs at land transport and parks of new manufactured and
used automotive terminals, both prior to international shipping and post international shipping.
Most distribution supply chain operations that manage the movement of automobiles through the
distribution supply chain are currently handled manually, on a company by company basis, and
generate a very significant amount of paperwork, which is duplicated at each stage throughout the
distribution chain, causing duplication of unharmonized data and difficulty in matching these different
data concepts associated with a single item in shipment.
Transport movements are made by international shippers and forwarders, and not on a single
company basis. Inconsistent availability and format of data creates problems in the management of the
distribution chain.
The many parties involved in the distribution supply chain, and lack of data or inconsistency in its
format and presentation, causes inefficient land transport and highly labour intensive and complicated
operations in terminals and increases the required minimum stock levels required to ensure
contingency of supply in order to avoid stock-out situations.
Further, it is very common for dealers to request changes of finished vehicle options and destination
based on final customers request in an actual business environment. This is complex and difficult to
achieve without visibility throughout the distribution supply chain.
Improving the efficiency of the automotive distribution supply chain will make a significant contribution
to reducing pollution, reducing waste of finite resources and reduction of environmental problems.
Considerable work and effort has already been undertaken to formalize, harmonize and standardize
the documentation and the formal business processes associated with the documentation management
of the automotive supply chain for finished vehicles, and these processes and data concepts are
acknowledged and accepted with regards to the formal documentation processing and management of
such systems. The existing (and standardized) supply chain documentation and data processing are not
affected by this part of ISO 18495, which is complementary to those processes, and designed mostly for
use by logistics operators. However, unlike many items in supply chains, automotives can be, and are,
informally physically moved around car parks and holding centres during the logistics of operations.
As there are many existing practices within the process of automotive fabrication, and very local
practices within dealers, it is recognized that these aspects of vehicle build and delivery will have their
own domestic architectures. Similarly, there are established practices and procedures on the maritime
leg of the journey. However, if the manufacturer, dealer, shipper or dealer wishes, at their option, to
extend this architecture and data definitions into their domains, this architecture enables them to do
so, should they so elect to do.
This part of ISO 18495 establishes a framework and architecture for data collection of the physical
movement of vehicles, construction machinery and agricultural equipment, in the distribution chain
between a point of origin (start of logistics movement) and an intended destination, and provides a
means to monitor their actual physical movement at and between various stages of the distribution
supply chain, including informal movements within any of these stages/locations, and provides
consistent data architecture, harmonized data concepts and presentation for such data.
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INTERNATIONAL STANDARD ISO 18495-1:2016(E)
Intelligent transport systems — Commercial freight —
Automotive visibility in the distribution supply chain —
Part 1:
Architecture and data definitions
1 Scope
This part of ISO 18495 establishes a framework and architecture for data collection and to provide data
definitions for visibility of vehicles, self-propelled construction machinery and agricultural equipment
(hereinafter referred to as “automotives” or “automobiles”) in the distribution supply chain between a
point of origin (start of logistics movement) and an intended destination.
This architecture is designed to cover any undocumented movements at any location. The scope of this
part of ISO 18495 is to
a) enable dynamic location within a storage area/compound,
b) provide consistent use of the ISO 3779/ ISO 3780 VIN (where available) as the prime identifier, and
c) where a VIN is not available, provide consistent and standardized identification throughout the
distribution chain movement.
NOTE 1 The scope of this part of ISO 18495 does not standardize the data carriers or their interrogation means.
NOTE 2 This part of ISO 18495 is expected to be the first part of multipart standard relating to this subject.
NOTE 3 This specification is complementary to, and does not replace any supply chain documentation
standardized and in use by JAIF or ODETTE in the new vehicle supply chain, nor does it impose any specification
or change on the representation, nor exchange of, their data concepts nor documentation.
NOTE 4 The movement of automobiles within containers is outside of the scope of this part of ISO 18495.
2 Conformance
No specific conformance requirements are specified in this part of ISO 18495.
3 Normative references
The following documents, in whole or in part, are normatively referenced in this document and are
indispensable for its application. For dated references, only the edition cited applies. For undated
references, the latest edition of the referenced document (including any amendments) applies.
ISO 3779, Road vehicles — Vehicle identification number (VIN) — Content and structure
ISO 3780, Road vehicles — World manufacturer identifier (WMI) code
ISO 14816, Road transport and traffic telematics — Automatic vehicle and equipment identification —
Numbering and data structure
ISO 14817 (all parts), Intelligent transport systems — ITS central data dictionaries
ISO 17262, Intelligent transport systems — Automatic vehicle and equipment identification — Numbering
and data structures
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ISO 18495-1:2016(E)
4 Terms and definitions
For the purposes of this document, the following terms and definitions apply.
4.1
architecture
fundamental concepts or properties of a system in its environment embodied in its elements,
relationships and its framework (4.9)
4.2
automobile
automotive
any self-propelling motorized vehicle including cars, vans, trucks, self-propelling construction
machinery and self-propelling agricultural equipment
Note 1 to entry: See also vehicle (4.14).
4.3
current location
physical position at the time of the enquiry
4.4
data concept
characterization which describes and defines the essential features of a distinct entity such as a data
element (4.5), group of data entities or metadata, normally described by defining all or some of its object
class, properties, value domain, data element concept, data element, data frame, message, interface
dialogue, associations, but does not define the specific value domain
Note 1 to entry: Data concepts (4.4) can be classified into the following categories: object class, value domain, data
element, aggregate domain, data frame, message, interface dialogue, dictionary document, term, symbol or module.
4.5
data element
union of a specific data concept (4.4) with a specific value domain creates a data element
Note 1 to entry: For example, the Person-date of birth can be combined with the Date DDMMYYYY value domain to
create the data element: Person-date of birth, DDMMYYYY; alternatively, the data element could be formed using
the Date YYYY value domain making a distinct data element Person.
4.6
destination
destination location
most recently updated end point of the journey
4.7
distribution chain
series of businesses or organizations that are involved in transporting, storing and selling goods to
customers (Cambridge ED)
Note 1 to entry: See also distribution supply chain (4.8) and supply chain (4.13).
4.8
distribution supply chain
process of transportation and distribution, of vehicles (4.14) and mobile plant and equipment, through a
distribution chain (4.7)
4.9
framework
particular set of beliefs or ideas referred to in order to describe a scenario or solve a problem
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ISO 18495-1:2016(E)
4.10
location type
function of the facility/point where the data was collected
4.11
point of origin
start point of a logistical movement of an automotive (4.2) to a destination (4.6)
4.12
status definition
identifier indicating whether the automotive (4.2) is “Not Ready” or “Ready” for the next function of the
facility or the next READ POINT of the journey
4.13
supply chain
system of organizations, people, activities, information and resources involved in moving a (new)
product or service from supplier to customer (OED)
Note 1 to entry: See also distribution chain (4.7) and distribution supply chain (4.8).
4.14
vehicle
automobile (4.2) such as automotive, van, truck, tractor unit, self-driven agricultural equipment, self-
driven construction equipment
Note 1 to entry: The term vehicle within the context of this part of ISO 18495 embraces all forms of self-driven
automotive.
4.15
VIN
structured combination of characters assigned to a vehicle (4.14) by the manufacturer for identification
purposes as defined in ISO 3779 and ISO 3780
Note 1 to entry: See Annex B.
5 Symbols and abbreviated terms
ASN.1 Abstract Syntax Notation One
DD Delivery to Destination
DFE Destination Final Egress
DPT Despatching Port Terminal
DVP Dealer Vehicle Park
FVP Finished Vehicle Park
M Mandatory
MT Marine Transport
O Optional
PoO Point of Origin
RPT Receiving Port Terminal
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ISO 18495-1:2016(E)
UML Unified Modelling Language
VIN Vehicle Identification Number (ISO 3779/ISO 3780)
XML Extensible Markup Language
6 General requirement
6.1 Business modelling and core use cases
A high level Unified Modelling Language (UML) view of the business process actors and their data
dependencies is shown in Figure 1.
Figure 1 — UML high level view of international automotive distribution actors and their data
dependency
6.2 Business process overview
6.2.1 Distribution supply chains liable to “informal” movements of automotives
Vehicle and self-powered construction and agricultural machinery manufacture (automotive
production) is a global business. Specific models of vehicles are made at one or more assembly plants,
then shipped to customers in all countries of the world. An automotive manufacturer of one nationality
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ISO 18495-1:2016(E)
will frequently have assembly plants in many countries. But, the trend of efficient manufacturing is
not that one assembly plant services the country in which it is based, but that it specializes in one or a
few models at a time. The resultant product is then shipped around the world to the dealer network. A
similar business environment operates for self-powered construction and agricultural machinery.
In addition to this, there is a growing movement of pre-owned automobiles from countries that habitually
have a young car park, to those who tend to drive older pre-owned vehicles, and for construction and
agricultural equipment to move from highly sophisticated markets to lesser developed or poorer
countries as they age.
Although within countries and to some extent, continents, automobiles will be moved by road transport
(driving the individual automobile or more frequently, using a transporter to move small groups
of automobiles), because of the size and weight of automobiles, these international movements are
overwhelmingly made by sea.
As with most business aspects, the current trends have been away from manufacturer owned and
managed in-house transport towards the use of specialized logistics handlers and marine shipping
organizations. A relatively small number of specialist marine shippers therefore perform large numbers
of automotive movements for multiple automotive manufacturers.
As, in most cases, the automobile assembly point is not adjacent to the dockyard, this further involves
road transport from the factory of assembly to a holding yard adjacent to the dock. Prior to its transport
to that dockyard holding facility, automobiles are likely to be marshalled in holding pens/parks at the
assembly factory, while awaiting the organization of transport. These land movements may be made by
very large transport logistics companies or by small local hauliers.
Once a ship loaded with automobiles arrives at its destination port, the automobiles will be transferred
into holding parks and, subsequently, transported by road, usually using “transporter” vehicles to
dealerships, who may in turn hold the automobiles in vehicle parks, before shipping them to a particular
dealer outlet for final inspection and handing over to the end customer, or on other circumstances may
be delivered directly to the final distributor.
Throughout the process, and particularly at the assembly factory and at ports, these vehicle parks
can be very large, often covering several hectares, so locating automotives for the next function of the
facility or the next “Read Point” of their transport is a considerable challenge. The exigencies of the
physical situation at any point in time, such as poor weather, congestion, automobiles loading at the
same time as the park is being filled, etc., mean that, in practice, whatever careful planning is made, the
reality is that some automotives are parked in the wrong place. Picking them for transport is therefore
frequently complex and inefficient.
While consignment data is usually available electronically, and/or on paper, in the control office,
consignments typically relate to batches or groups of multiple automotives, frequently of tens,
sometimes hundreds, of vehicles. But, most of the physical movement of these automotives is made
manually, item by item, usually simultaneously by multiple drivers. Consignments typically only
identify the facility where the automotive is to be found, and not where it is precisely in that facility.
Even where a scheduled location is designated in consignment documentation, the exigencies described
above mean that it may not be in that exact location, so time is lost locating the vehicle, and there are
cases where the nearest match vehicle that can be found is used with the consequent complication on
subsequent logistics both for the substitution and substituted automotive.
Figures 2 and 3 provide visual examples.
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ISO 18495-1:2016(E)
Figure 2 — Example finished vehicle park
Figure 3 — Example of despatching port terminal
6.2.2 Business process for automotives in the distribution supply chain
Figure 4 shows the scope of this this part of ISO 18495 in the distribution supply chain elements,
from point of origin to the destination. In practice, the routing may be more complex with additional
holding parks.
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ISO 18495-1:2016(E)
Figure 4 — Overall end-to-end logistics from an assembly factory to a dealer
Annex C provides some examples of the business process use case, example business case sequence
diagrams and an example work flow, using UML representation. These are examples, and other
configurations and flows are possible.
Figure D.1 provides an example of the amount of administration required behind this process.
While standards such as ISO 24533 manage and control freight at a consignment level, this part of
ISO 18495 considers and characterizes the data collection points and defines the core data required for
this process between the points when the automobile leaves the production line to its final movement
to the dealer. This part of ISO 18495 focuses on the individual automotives in a shipment and tracks
and, if necessary, traces their location en-route.
As there are many existing practices within the process of automobile fabrication, and very local
practices within dealers, it is recognized that these aspects of automotive build and delivery will
have their own domestic architectures. Similarly, there are established practices and procedures on
the maritime segment of the journey. However, if the manufacturer, shipper or dealer wishes, at their
option, to extend this architecture and data definitions into their domains, this architecture enables
them to do so, should they so elect to do.
The means by which the data are stored and collected (so called data carriers) is not defined in this part
of ISO 18495, but may be defined in further parts of ISO 18495.
It is important to understand that not every “Read Point” of the list, shown in Table D.1 as an example,
will be present or required in any distribution supply chain. The “Read Points” of this logistics chain can
be described as broadly sequential, but may vary according to the physical location and nature of the
business of the manufacturer, dealer or shipper, with some of these points replicated to accommodate
the physical instantiation of the distribution chain, and with other “Read Points” not present in a
particular instantiation of a particular distribution chain.
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ISO 18495-1:2016(E)
The optional extension uses are shown to indicate that they are not a principal, nor required, part of
this architecture and data definitions, but are available to manufacturers, shippers and dealers, should
they wish, at their discretion, to extend this architecture into their domains, in order to harmonize data
types and content throughout their aspects of the extended distribution supply chain.
However, many of these read points occur within the domestic environments of automotive and
equipment manufacturers or the final distributor domestic logistics chains. While embracing the
context of a fully consistent end-to-end information chain, this part of ISO 18495 is focused towards
the aspects of these information chains which are shared through the international movement of
automobiles in the distribution supply chain.
Table D.1 describes nine principle “Read Point” stages of the automotive supply chain, each comprising
several sub-“Read Points” or activities where data capture may be appropriate. Not all of these sub-
“Read Points”/activities, or even “Read Points”, are present in all physical instantiations of this
distribution supply chain, which vary from one manufacturing plant to another, dependent on the
geographic location, local terrain and business model of the manufacturer.
The logistics operator for the ”common” shared “Read Point” stages is likely to have to deal with
automobiles from multiple manufacturers, through storage and distribution facilities operated by
different operators, and ports, both despatching and receiving. It is of considerable benefit, therefore,
that the data definition and its management are standardized.
The standardization of the architecture and data architecture is the objective of this part of ISO 18495.
Each “Read Point” stage comprises several sub-“Read Points” or activities where data capture may
be appropriate. Not all of these sub-“Read Points”/activities, even “Read Points”, are present in all
physical instantiations of this distribution supply chain, which vary from the instantiation of one chain
to another, dependent on the geographic location, origin and destination country, local terrain and
business model of the managers of the instantiation.
Column 2 of Table D.1 provides an acronym for each “Read Point” and a decimal reference for each “Read
Point”. Column 3 indicates the activity at that “Read Point” and column 4 provides a unique reference
code for the type of activity.
6.3 High level system data architecture
Without trying to prescribe or define the management system of any manufacturer, dealer, carrier
or party involved in this distribution chain, it is the objective of the data definitions in this part of
ISO 18495 to standardize a similar data capture process throughout this distribution supply chain,
such that inconsistency of data and its presentation is eliminated, and without redundant data
overload, when collated in the management information system, can meet any likely requirement for
management information.
Regardless of where the enquirer is in the distribution system, he needs to know the following:
a) type of unambiguous identification code (see 6.5.1);
b) an unambiguous identification of the automobile;
c) the day/date/time that the data was captured;
d) the geographic
...
DRAFT INTERNATIONAL STANDARD
ISO/DIS 18495-1.2
ISO/TC 204 Secretariat: ANSI
Voting begins on: Voting terminates on:
2015-08-17 2015-10-17
Intelligent transport systems — Commercial freight —
Automotive visibility in the distribution supply chain —
Part 1:
Architecture and data definitions
Titre manque
ICS: 03.220.01; 35.240.60
THIS DOCUMENT IS A DRAFT CIRCULATED
FOR COMMENT AND APPROVAL. IT IS
THEREFORE SUBJECT TO CHANGE AND MAY
NOT BE REFERRED TO AS AN INTERNATIONAL
STANDARD UNTIL PUBLISHED AS SUCH.
IN ADDITION TO THEIR EVALUATION AS
BEING ACCEPTABLE FOR INDUSTRIAL,
TECHNOLOGICAL, COMMERCIAL AND
USER PURPOSES, DRAFT INTERNATIONAL
STANDARDS MAY ON OCCASION HAVE TO
BE CONSIDERED IN THE LIGHT OF THEIR
POTENTIAL TO BECOME STANDARDS TO
WHICH REFERENCE MAY BE MADE IN
Reference number ISO/DIS
NATIONAL REGULATIONS.
18495-1.2:2015(E)
RECIPIENTS OF THIS DRAFT ARE INVITED
TO SUBMIT, WITH THEIR COMMENTS,
NOTIFICATION OF ANY RELEVANT PATENT
RIGHTS OF WHICH THEY ARE AWARE AND TO
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ISO/DIS 18495-1.2:2015(E)
COPYRIGHT PROTECTED DOCUMENT
© ISO 2015, Published in Switzerland
All rights reserved. Unless otherwise specified, no part of this publication may be reproduced or utilized otherwise in any form
or by any means, electronic or mechanical, including photocopying, or posting on the internet or an intranet, without prior
written permission. Permission can be requested from either ISO at the address below or ISO’s member body in the country of
the requester.
ISO copyright office
Ch. de Blandonnet 8 • CP 401
CH-1214 Vernier, Geneva, Switzerland
Tel. +41 22 749 01 11
Fax +41 22 749 09 47
copyright@iso.org
www.iso.org
ii © ISO 2015 – All rights reserved
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ISO/DIS 18495-1
Contents Page
Foreword . iv
Introduction . v
1 Scope . 1
2 Conformance . 1
3 Normative references . 2
4 Terms and definitions . 2
5 Symbols (and abbreviated terms) . 4
6 General requirement . 5
6.1 Business modelling and core use cases . 5
6.2 Business process overview . 5
6.2.1 Distribution supply chains liable to ‘informal’ movements of automotives . 5
6.2.2 Business process for automotives in the distribution supply chain . 8
6.3 High level system data architecture . 9
6.4 Data architecture . 10
6.4.1 Concept . 10
Figure 1 - overview of the data structure . 11
6.5. Data concept definitions . 11
6.5.1 Automotive Identifier . 11
6.5.2 Automotive event . 12
Annex A (Informative) ASN.1 modules for the data concepts defined in this International
Standard . 14
A.1 General . 14
A.2 ASN.1 example module . 15
Annex B (Informative) Interpreting a VIN number . 16
B.1 What is a VIN? . 16
B.2 What does the VIN look like? . 16
B.3 Interpretation of the sample VIN . 17
B.4 Post 1981 and Pre 1981 . 17
B.5 Physical position of VIN (Vehicle Identification Number) location . 17
Annex C (Informative) Example business processes and work flows . 18
C.1 UML Use case diagram of business process . 18
C.2 Sequence diagram of business process . 18
C.3 Work Flow . 20
Annex D (Informative) Sector descriptive information . 22
D.1 End to end administrative process for automotive distribution logistics example . 22
Bibliography . 27
© ISO 2015 – All rights reserved iii
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ISO/DIS 18495-1
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 DIS 18495-1 was prepared by Technical Committee ISO/TC 204, Intelligent transport systems, working
Group 7, Commercial freight and fleet.
ISO 18495-1 is the first of potentially several parts of this family of Standards deliverables relating to
automotive visibility in the distribution supply chain. Subsequent Parts will provide specifications for particular
aspects within this architecture.
iv © ISO 2015 – All rights reserved
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ISO/DIS 18495-1
Introduction
The automotive [4.2] distribution supply chain [4.8], which includes newly manufactured vehicles [4.14], second
hand vehicles, industrial machines, construction machines and agricultural equipment (but particularly that
for the supply of newly manufactured vehicles] and machines), can be defined as a logistics chain from point
of origin [4.11] to an intended destination [4.6]. The related parties are many, consisting of automotive
manufactures, dealers, truckers, terminal operators, shipping lines, tally body, customs authorities,
automotive dealers and other logistic related companies such as labelling, forwarding, stevedoring among
others, and this complexity makes the distribution chain [4.7] difficult to control and financially inefficient. Most
of the logistics process occurs at land transport and parks of new manufactured and used automotive
terminals, both prior to international shipping and post international shipping.
Most distribution supply chain [4.8] operations that manage the movement of automobiles [4.2] through the
distribution supply chain are currently handled manually, on a company by company basis, and generate a
very significant amount of paperwork, which is duplicated at each stage throughout the distribution chain [4.7],
causing duplication of un harmonised data and difficulty in matching these different data concepts [4.4]
associated with a single item in shipment.
Transport movements are made by international shippers and forwarders, and not on a single company
basis. Inconsistent availability and format of data creates problems in the management of the distribution
chain [4.7].
The many parties involved in the distribution supply chain [4.8], and lack of data or inconsistency in its format
and presentation, causes inefficient land transport, and highly labour intensive and complicated operations in
terminals, and increases the required minimum stock levels required to assure contingency of supply in order
to avoid stock-out situations.
Further, it is very common for dealers to request changes of finished vehicle [4.14] options and destination [4.6]
based on final customers request in an actual business environment, this is complex and difficult to achieve
without visibility throughout the distribution supply chain [4.8].
Improving the efficiency of the automotive [4.2] distribution supply chain [4.8] will make a significant
contribution to reducing pollution, reducing waste of finite resources, and reduction of environmental
problems.
Considerable work and effort has already been undertaken to formalise, harmonise and standardise the
documentation and the formal business processes associated with the documentation management of the
automotive supply chain [4.13] for finished vehicles [4.14], and these processes and data concepts [4.4] are
acknowledged and accepted with regards to the formal documentation processing and management of such
systems. The existing (and standardised) supply chain documentation and data processing are not affected
by this International Standard, which is complementary to those processes, and designed mostly for use by
logistics operators. However, unlike many items in supply chains, automotives [4.2] can be, and are,
informally physically moved around car parks and holding centres during the logistics of operations.
As there are many existing practices within the process of automotive [4.2] fabrication, and very local
practices within dealers, it is recognised that these aspects of vehicle [4.14] build and delivery will have their
own domestic architectures [4.1]; similarly there are established practices and procedures on the maritime leg
of the journey. However, if the manufacturer, dealer, shipper or dealer wishes, at their option, to extend this
architecture and data definitions into their domains, this architecture enables them to do so, should they so
elect to do.
This International Standard establishes a framework [4.9] and architecture [4.1] for data collection of the
physical movement of vehicles [4.14], construction machinery, and agricultural equipment, in the distribution
chain [4.7] between a point of origin [4.11] (start of logistics movement) and an intended destination [4.6], and
provides a means to monitor their actual physical movement at and between various stages of the
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ISO/DIS 18495-1
distribution supply chain [4.8], including informal movements within any of these stages/locations, and
provides consistent data architecture, harmonized data concepts [4.4] and presentation for such data.
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Intelligent transport systems - Commercial freight - Automotive visibility
in the distribution supply chain - Part 1 Architecture and data definitions
1 Scope
This International Standard establishes a framework [4.9] and architecture [4.1] for data collection and to
provide data definitions for visibility of vehicles [4.14], self-propelled construction machinery, and
agricultural equipment, (hereinafter referred to as ‘automotives’ or ‘automobiles’[4.2]) in the distribution
supply chain [4.8] between a point of origin [4.11] (start of logistics movement) and an intended destination
[4.6].
This architecture [4.1] is designed to cover any undocumented movements at any location. The scope of
this International Standard is to
a) Enable dynamic location within a storage area/compound
b) Provide consistent use of the ISO 3779/3780 VIN (where available) as the prime identifier
c) Where a VIN is not available, provide consistent and standardised identification throughout the
distribution chain [4.7] movement
NOTE 1: The scope of this part does not standardise the data carriers or their interrogation means.
NOTE 2: This International Standard is expected to be the first part of multipart standard relating to this subject.
NOTE 3: This specification is complementary to, and does not replace any supply chain [4.13] documentation
standardised and in use by JAIF or ODETTE in the new vehicle [4.14] supply chain, nor does it impose any
specification or change on the representation, nor exchange of, their data concepts [4.4] nor documentation.
NOTE 4: The movement of automobiles within containers is outside of the scope of this International Standard.
2 Conformance
No specific conformance requirements are specified in this International Standard.
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3 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.
ISO 3779 Road vehicles -- Vehicle identification number (VIN) -- Content and structure
ISO 3780 Road vehicles -- World manufacturer identifier (WMI) code
ISO 6709 Standard representation of latitude, longitude and altitude for geographic point locations
ISO 8601 Data elements and interchange formats -- Information interchange -- Representation of
dates and times
ISO 14816 Road transport and traffic telematics – Automatic vehicle and equipment identification –
Numbering and data structure
ISO 14817-1 Intelligent transport systems -- ITS central data registry -- Part 1: Requirements for an
ITS central data registry
ISO 14817-2 Intelligent transport systems -- ITS central data registry -- Part 2: Governance of the Central
ITS Data Concept Registry
ISO 14817-3 Intelligent transport systems -- ITS central data registry and data dictionaries -- Part 3: Object
identifier assignments for ITS data concepts
ISO/IEC 15459 Information technology -- Unique identifiers (multiple parts)
ISO/TS 15000-5:2005 Electronic Business Extensible Markup Language (ebXML)— Part 5: ebXML Core
Components Technical Specification, Version 2.0
ISO 17262 Intelligent transport systems -- Automatic vehicle and equipment identification -- Numbering
and data structures
ITU E.164 The international public telecommunication numbering plan
UNECE Rec .24 Recommendation No. 24 Trade And Transport Status Codes
4 Terms and definitions
For the purposes of this document, the following terms and definitions apply:
4.1
architecture
fundamental concepts or properties of a system in its environment embodied in its elements,
relationships, and its framework [4.9]
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4.2
automobile/automotive
any self propelling motorized vehicle including cars, vans, trucks, self propelling construction
[4.14];
machinery, and self propelling agricultural equipment. See also vehicle .
[4.14]
4.3
current location
physical position at the time of the enquiry
4.4
data concept
characterisation which describes and defines the essential features of a distinct entity such as a data element
[4.5], group of data entities or metadata, normally described by defining all or some of its object class,
properties, value domain, data element concept, data element, data frame, message, interface dialogue,
associations, but does not define the specific value domain.
NOTE Data concepts [4.4] can be classified into the following categories: object class, value domain, data
element, aggregate domain, data frame, message, interface dialogue, dictionary document, term, symbol, or module
4.5
data element
The union of a specific data concept [4.4] with a specific value domain creates a data element; for example
thePerson-date of birth can be combined with the Date DDMMYYYY value domain to create the data
element: Person-date of birth, DDMMYYYY; alternatively the data element could formed using the Date
YYYY value domain making a distinct data element Person”
4.6
destination, destination location
most recently updated end point of the journey
4.7
distribution chain
the series of businesses or organizations that are involved in transporting, storing, and selling goods to
customers (Cambridge ED) (see also distribution supply chain [4.8] and supply chain [4.13])
4.8
distribution supply chain
process of transportation and distribution (of vehicles and mobile plant and equipment ) through a distribution
chain [4.7]
4.9
framework
particular set of beliefs or ideas referred to in order to describe a scenario or solve a problem
4.10
location type
function of the facility/point where the data was collected
4.11
point of origin
start point of a logistical movement of an automotive [4.2] to a destination [4.6]
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4.12
status definition
identifier indicating whether the automotive [4.2] is ‘Not Ready’ or ‘Ready’ for the next function of the
facility or the next READ POINT of the journey.
4.13
supply chain
the system of organizations, people, activities, information, and resources involved in moving a (new) product or
service from supplier to customer (OED): see also distribution chain [4.7] and distribution supply chain [4.8]
4.14
vehicle
automobile [4.2] such as automotive, van, truck, tractor unit, self-driven agricultural equipment, self-driven
construction equipment; the term vehicle within the context of this international Standard, embraces all
forms of self-driven automotive.
4.15
VIN
structured combination of characters assigned to a vehicle [4.12] by the manufacturer for identification purposes
as defined in ISO 3779 and ISO 3780 (See Annex B)
5 Symbols (and abbreviated terms)
For the purposes of this document, the following symbols and abbreviated terms apply:
ASN.1 Abstract Syntax Notation One
DD Delivery to Destination
DFE? Destination Final Egress
DPT Despatching Port Terminal
DVP Dealer Vehicle Park
FVP Finished Vehicle ParkM mandatory
MT Marine Transport
O optional
PoO Point of Origin
RPT Receiving Port Terminal
UML Unified Modelling Language
VIN vehicle identification number (ISO 3779/3780)
XML Extensible Markup Language
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6 General requirement
6.1 Business modelling and core use cases
A high level Unified Modelling Language (UML) view of the business process actors and their
data dependencies is shown in Figure 1.
<>
Jurrisdictions
(authorities/Customs etc.)
D a t a D e p e n d e n c y
<
Vehicle/Equipment
Recipient (customer)
Manufacturer /Supplier (client) Service Provider
Realises
Realises
<> <>
D a t a D e p e n d e n c y
PoO:Point of Origin Final Distributor
<>
<>
Inland
Inland
Transport Operator
Transport Operator
<>
<>
Port Terminal Operator
Port TerminalOperator
<>
Maritime Transport operator
Figure 1: UML high level view of international automotive distribution actors and their data
dependency
6.2 Business process overview
6.2.1 Distribution supply chains liable to ‘informal’ movements of automotives
Vehicle [4.14] and self-powered construction and agricultural machinery manufacture (automotive [4.2]
production) is a global business. Specific models of vehicles [4.14] are made at one or more assembly
plants, then shipped to customers in all countries of the world. An automotive [4.2] manufacturer of one
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nationality will frequently have assembly plants in many countries. But the trend of efficient manufacturing
is not that one assembly plant services the country in which it is based, but that it specialises in one or a
few models at a time. The resultant product is then shipped around the world to the dealer network. A
similar business environment operates for self-powered construction and agricultural machinery.
In addition to this there is a growing movement of pre-owned automobiles [4.2] from countries that
habitually have a young car park, to those who tend to drive older pre-owned vehicles [4.14], and for
construction and agricultural equipment to move from highly sophisticated markets to lesser developed or
poorer countries as they age.
Although within countries and to some extent, continents, automobiles [4.2] will be moved by road
transport (driving the individual automobile or more frequently using a transporter to move small groups of
automobile), because of the size and weight of automobile, these international movements are
overwhelmingly made by sea.
As with most business aspects, the current trends have been away from manufacturer owned and
managed in-house transport, towards the use of specialised logistics handlers, and marine shipping
organisations. A relatively small number of specialist marine shippers therefore perform large numbers of
automotive [4.2] movements for multiple automotive manufacturers.
As, in most cases, the automobiles [4.2] assembly point is not adjacent to the dockyard, this further
involves road transport from the factory of assembly to a holding yard adjacent to the dock. Prior to its
transport to that dockyard holding facility, automobiles are likely to be marshalled in holding pens/parks at
the assembly factory, while awaiting the organisation of transport. These land movements may be made
by very large transport logistics companies or by small local hauliers.
Once a ship loaded with automobiles [4.2] arrives at its destination [4.6] port, the automotive will be
transferred into holding parks, and subsequently transported by road, usually using ‘transporter’ vehicles
to dealerships, who may in turn hold the automobiles in vehicle [4.14] parks, before shipping them to a
particular dealer outlet for final inspection and handing over to the end customer, or on other
circumstances may be delivered directly to the final distributor.
Throughout the process, and particularly at the assembly factory and at ports, these vehicle [4.14] parks
can be very large, often covering several hectares, so locating automotives [4.2] for the next function of
the facility or the next ‘Read Point’ of their transport is a considerable challenge. The exigencies of the
physical situation at any point in time, such as poor weather, congestion, automobiles loading at the same
time as the park is being filled, etc., mean that, in practice, whatever careful planning is made, the reality
is that some automotives are parked in the wrong place. Picking them for transport is therefore frequently
complex and inefficient.
While consignment data is usually available electronically, and/or on paper, in the control office,
consignments typically relate to batches or groups of multiple automotives [4.2], frequently of tens,
sometimes hundreds, of vehicles [4.14]. But most of the physical movement of these automotives is made
manually, item by item, usually simultaneously by multiple drivers. Consignments typically only identify
the facility where the automotive is to be found, and not where it is precisely in that facility. Even where a
scheduled location is designated in consignment documentation, the exigencies described above mean
that it may not be in that exact location, so time is lost locating the v, and there are cases where the
nearest match vehicle that can be found is used, with the consequent complication on subsequent
logistics both for the substitution and substituted automotive [4.2].
Figures 2 and 3 provide visual examples.
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Figure 2 Example Finished vehicle park
Figure 3 Example of Despatching port terminal
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6.2.2 Business process for automotives in the distribution supply chain
Figure 4 shows the scope of this International Standard in the distribution supply chain [4.8] elements,
from point of origin [4.11] to the destination [4.6]. In practice the routing may be more complex with
additional holding parks.
Figure 4 Overall End-to End logistics from an assembly factory to a dealer
Annex C provides some examples of the business process use case, example business case sequence
diagrams and an example work flow, using UML representation. These are examples and other configurations
and flows are possible.
Figure D.1 in Annex D provides an example of the amount of administration required behind this process.
While Standards such as ISO 24533 (Electronic information exchange to facilitate the movement of freight and
its intermodal transfer -- Road transport information exchange methodology) manage and control freight at a
consignment level, this part of ISO 18495 considers and characterises the data collection points and defines the
core data required for this process between the points when the automobile [4.2] leaves the production line to its
final movement to the dealer. This standard focuses on the individual automotives [4.2] in a shipment and tracks
and, if necessary, traces their location en-route.
As there are many existing practices within the process of automobile [4.2] fabrication, and very local practices
within dealers, it is recognised that these aspects of automotive build and delivery will have their own domestic
architectures [4.1]; similarly there are established practices and procedures on the maritime segment of the
journey. However, if the manufacturer, shipper or dealer wishes, at their option, to extend this architecture and
data definitions into their domains, this architecture enables them to do so, should they so elect to do.
viii © ISO 2015 – All rights reserved
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The means by which the data is stored and collected (so called data carriers) is not defined in this part of ISO
18495, but may be defined in further part(s) of ISO 18495.
It is important to understand that not every ‘Read Point’ of the list, shown in table D.1 in Annex D as an
example, will be present or required in any distribution supply chain [4.8]. The ’Read Points’ of this logistics chain
can be described as broadly sequential, but may vary according to the physical location and nature of the
business of the manufacturer, dealer or shipper, with some of these points replicated to accommodate the
physical instantiation of the distribution chain [4.7], and with other ’Read Points’ not present in a particular
instantiation of a particular dist
...
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